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Join us in San Antonio for the 2011 Annual TARPA Convention September 25 – September 29, 2011 Headquarters Hotel: Crowne Plaza San Antonio Riverwalk
See inside for complete details on all of our exciting optional tours including: Admiral Nimitz Museum National Museum of the Pacific War The Alamo The Riverwalk San Antonio Missions Enchanted Springs Ranch King William District & the Buckhorn Saloon & Texas Rangers Museum and of course TARPA Hospitality Everyday!
~ See you in San Antonio ~
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SECRETARY/TREASURER REPORT December 1, 2010 As of December 1, 2010 the membership is as follows: (R) Retired: Active: (E) Eagle: (H) Honorary:
539 17 344 180
Total:
980
There are also 31 subscribers to Topics and 14 who receive complimentary copies. We have added six new members since the last Topics. They are listed later in this issue. Following is the financial report for the period from December 1, 2009 thru November 30, 2010: Opening Balance
$72,922.21
C.A.C.U (CDʼS) Convention Account Checking Account
$29,123.94 $ 5,010.27 $25,322.58
Balance 12/1/2010:
$59,456.79
As mentioned above we have six new members, but would like more. Please contact your TWA pilot friends and ask that they join us in future events. Also, if you know of any Honorary members who want but are not receiving “Topics” it is because they have not responded as requested on the last dues envelope. They can contact me or go on the web site at www.tarpa.com to get an application. Hope to see you in San Antonio
Respectfully Submitted,
Ed Madigan
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San Antonio in 2011!
September 25-29, 2011 You may know San Antonio for the famous Riverwalk and the legendary Alamo but during our visit you will find it has so much more to offer. “Deep in the Heart of Texas” is built on the passion and pride of diverse cultures, history, events, fabulous cuisine and great big Texas hospitality. We have selected a four star hotel the Crowne Plaza located on the famed Riverwalk. It’s conveniently located just blocks from all of the attractions in downtown San Antonio; great restaurants, historic hotels and saloons, galleries, theaters, shopping, and relaxing parks or pubs if you prefer. And they have offered us an incredible room rate of only $109.00 (plus room tax). San Antonio is the 7th largest city in the US and boosts over 27 million visitors a year! It truly is a spectacular destination. Our schedule of events will include a great variety of exciting sites and foods to include just about anything and everything you must do for your visit to San Antonio. Of course, we’ll include the Alamo and a great Imax film “The Price of Freedom” that literally lets you relive the famous and tragic battle. We are most excited at the all new “National Museum of the Pacific War” located at the site of the Nimitz Homestead in Fredericksburg, TX. This museum is nothing short of amazing. It’s a chronological walk through of the four year war including strategic military plans and visual events leading up to and following the attack on Pearl Harbor. The museum is a must visit for everyone. We’ll also have a fun visit to the Buckhorn Saloon and Texas Ranger Museum, a ladies visit to the Garcia Glass Factory, the King William District, and lunch at the fabulous historic Guenther House. Our visit wouldn’t be complete without a tour of the Missions of San Antonio and aQ authentic Texas barbeque dinner at a working Texas cattle ranch with entertainment. This ranch has been used for numerous movie sets and is a ton of fun! Don’t miss this exciting and fun convention in San Antonio, Texas. We look forward to greeting old friends, rekindling friendships and having a few good laughs together.
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San Antonio Tours ~~ 2011 Monday, September 26, 2011 Historic Mission Tour La Tierra Lunch & Market Square 10:00AM – 3:00PM This tour will offer the history and culture of the Hispanic and missionary’s influence on Texans. We will begin the day with a guided tour of three of the most famous and interesting missions of San Antonio; San Juan, San Jose, and Mission Conception. After all of this history you’ll appreciate a giant Margarita and Charbroiled Fajitas at the famous “La Tierra” Restaurant. Attached to the restaurant is a world famous bakery and the intriguing and unique Market Square. This is the largest open air shopping complex outside of Mexico. You will not only find traditional Mexican souvenirs and trinkets but true works of art including pottery, glassware, silver jewelry, and Mexican carvings. Tour includes deluxe motor coach transportation, guide, complete Mexican fare lunch, a Margarita, and all gratuities. We will allow at least 45 minutes for shopping at the Market Square. Price $60.00 per person. San Antonio Ghost Tour
9:00PM The site of one of the most famous battles on American soil has lead to numerous sightings and sounds of legendary ghosts of our past. Whether you believe in the spirit of after life or not you will be genuinely entertained with this 90 minute walking tour of the haunts and stories of San Antonio.
This tour includes transportation and admission to the ghost tour. Price is $30.00 per person.
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Tuesday, September 27, 2011 Admiral Nimitz Museum and National Museum of the Pacific War Lunch at Auslander Restaurant Fredericksburg, TX Truly this tour will be the highlight of our visit to Texas. You will experience the history of WWII in the Pacific with amazing media, custom animations, and stunning archival film and photography. This state-of-the art 33,000 sq. ft. gallery tells the epic story of WWII in the most comprehensive, engaging exhibit on the Pacific War ever created. Discover magnificent artifacts of the war and the moving human stories behind them. Admission includes the George H.W. Bush Gallery, the Admiral Nimitz Museum and the Pacific Combat Zone. We’ll have lunch in an authentic German restaurant with your choice of scrumptious German sandwiches and wet your whistle with a home brewed Texas beer. If the ladies want to escape the war for a bit they’ll have a chance to walk the charming streets of this vintage Texas town and shop or visit the chocolate shop or numerous wine tasting rooms representing the Wine Country of Texas. This little town of Fredericksburg is packed with exciting and engaging things to do. One day won’t be enough! We’ll have you back to San Antonio in time for dinner on your own. This tour includes deluxe motor coach transportation, admission to the museums, lunch at the Auslander and all taxes and gratuities. Price $60.00 per person.
The Admiral Nimitz Museum Fredericksburg, TX 9:00AM – 3:00PM
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Wednesday, September 28, 2011 Alamo Tour & Lunch in Alamo Hall Riverwalk Barge Tour 10:00AM – 3:00PM We will begin our visit to San Antonio with the most famous landmark in Texas; the Alamo. The tour will begin with the IMAX film featuring “The Price of Freedom” which provides a 40 minute reenactment of the events of the time that lead to the battle for independence and freedom. We’ll continue with a personal visit and tour of the grounds of the Alamo and then enjoy a fabulous lunch at the Alamo Hall. We’ll continue to the Riverwalk for 60 minute guided tour aboard the comfortable river barges. The barge will deliver us back to our hotel The Crowne Plaza. Tour includes all transportation costs, admission to the IMAX Theater, a Cobb Salad lunch catered by the Emily Morgan Hotel, the Riverwalk tour and all taxes and gratuities. (There is no charge to tour the Alamo…donations are accepted). Price is $70.00 per person. Evening – Enchanted Springs Ranch Dinner, Dance & Entertainment 5:00PM – 10:00PM This tour is the genuine Texas ranch experience. Located in Boerne, Texas just 30 minutes from the hotel we will experience an 86 acre working ranch that excites visitors from all over the world with its rugged terrain and natural beauty. Two gorgeous lakes, beautiful waterfall, and a Western town right out of the 1800’s makes this a magical place. We’ll have a chance to visit the back country and over 40 species of exotic animals, be entertained in a true cowboy style, enjoy a plentiful ranch barbeque, and have lots of good home grown fun. This tour includes deluxe motor coach transportation, complete Texas BBQ of Smoked Brisket or Chicken and all the trimmings, two cocktails per person, wagon trail rides, and entertainment. All taxes and gratuities are included. Price $95.00 per person.
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Thursday, September 29, 2011 For the Ladies ~~ King William District, Garcia Glass Factory & Lunch at the historic Guenther House 10:00AM – 3:00PM The King William District of San Antonio represents a rebirth of their history and culture with the restoration of these incredible mansions. We’ll tour the Villa Finale the 1st National Trust Site in Texas. Our guides will lead us through the 6,500 sq. ft. home and it’s collection of fine and decorative arts. We’ll walk the majestic street of King William and marvel at the incredible restored mansions in the neighborhood. Our lunch will be held in the Rooftop Garden of the Guenther House; one of San Antonio’s most charming locations. The Guenther’s made their fortune by producing flour and we will enjoy their scrumptious baked goods as a just reward! We’ll also enjoy a 45 minute demonstration of glass blowing at the Garcia Art Glass Company. Specializing in functional to whimsical; their pieces are one of a kind hand blown art objects that accentuates the unique flair and culture of San Antonio. Garcia Art Glass, Inc. San Antonio, TX The tour includes deluxe motor coach transportation to the historic district, glass blowing demonstration, tour of the Villa Finale mansion, and a lovely Trio Salad luncheon at the Guenther House. All admission fees, taxes and gratuities are included. Price $58.00 per person.
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Thursday, September 29, 2011 The Buckhorn Saloon & & Texas Ranger Museum 11:00AM – 2:00PM You haven’t experienced San Antonio until your visit to the Oldest Saloon in Texas. Wander through an incredible selection of animals of both land and sea, exotics and even freaks of nature that entertain us all. There are thousands of exhibit pieces to discover; from vintage frontier firearms and handcrafted cowboy items to gazelles, gators, and even a gorilla!
There are over 500 species of animals from around the world. As an added treat you will be educated and enthralled at the Texas Ranger Museum as well. There are five rooms with visual displays and descriptions of the famous lawmen of Texas. A favorite is the Bonnie & Clyde exhibit, truly one of the Rangers most famous shoot-outs in our history. We’ll enjoy a lunch of a genuine Texas bacon-cheeseburger, a home brew made right here in the Lone Star State, and pecan pie. Tour includes transportation, admission to both the displays of the Saloon and the Texas Ranger Museum, bacon-cheeseburger lunch with dessert, Texas home brew, and all taxes and gratuities. Price is $55.00 per person. Final Banquet Dinner Dance Texas Ballroom ~ Crowne Plaza 6:00PM – 10:00PM The San Antonio convention will end too soon, but we will celebrate a great week with an evening of fine food, great wines and friendship! We’ll dine on a fabulous Rib Eye Steak with all the trimmings, wine, music, entertainment and dancing. Please join us for the final dinner at the Crowne Plaza Convention Center “Texas Ballroom”. The dinner price includes the complete meal, wine, entertainment, and all taxes and gratuities. There will be a cash bar at the no-host reception immediately preceding the dinner. Price $ 80.00 per person
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N R U
T E R
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E V A
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The Crowne Plaza San Antonio Riverwalk 111 East Pecan Street San Antonio, TX 78205
A special room block is being held in the name of TARPA for the event dates of Sunday, September 25 through Thursday, September 29,2011. The special room rate for our group is $109.00 plus 16.75% occupancy tax. You can select from king or double bedded accommodations. The hotel will honor this room rate for three days prior and three days following our main convention dates. Reservations can by made by calling the hotel at 888-623-2800, the hotel direct at 210-354-2800 or through the following web link: https://resweb.passkey.com/go/twq There is public transportation from the airport via SAT Express. The price is $18.00 each way or $32.00 round trip. Be sure and ask for a TARPA discount. There is a welcome desk in the baggage claim area. Just check in with the agent and she/he will direct you to the shuttle bus.
The rooftop pool at the Crowne Plaza San Antonio Riverwalk
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WHERE’S THE BEEF?
Back in September 1964 I was assigned to VA-196 aboard CVA-31, the Bon Homme Richard which was on station in the South China Sea, just off the coast of South Vietnam. For those of you who do not speak Navy Jargon (Squid) as a second language, “V” signifies Fixed Wing Aircraft. “A” modifies the V and tells us that it is a Ground Attack Squadron. A Fighter squadron would be called “VF.” A CVA is an Aircraft Carrier. Now that you know how the naming protocol works, you realize that CVA-31 translates as, “The Navy’s thirty-first Fixed Wing Attack Carrier. Bon Homme Richard is French for “Good Man Richard,” a traditional navy name from the Revolutionary War under the command of John Paul Jones. Of course, all ships also have “affectionate” nicknames bestowed by the crew. We called her the Bonnie or, when things were not going well, The Dick. VA-196 was assigned to CAG-19 (Class? That’s right, Carrier Air Group 19).
By Chuck Frederick TWA 1966—1999
We had been working up slowly to an Operational Tempo (OPT) for weeks as we steamed across the Pacific and we were, well, not exactly straining at the leash, but ready to rumble. Everyone was fully qualified or re-qualified for day and night operations. We had been thoroughly briefed and re-briefed on the missions we would be expected to perform, all of the support the “home team” could provide and all of the capabilities of our honored enemy, the North Vietnamese Armed Forces and in the South, the Viet Cong. In the beginning, we called them “Charlie.” Somewhere along the line, Charlie got promoted to Charles. They were a worthy adversary, and not to be taken lightly. We didn’t. On the other hand, we flew the Douglas AD Skyraider, the last WWII era airplane to serve on carriers. The AD arrived too late for combat duty in that war, but served with distinction in Korea and my war, Vietnam. It was nicknamed "Spad" after the great World War I airplane. The Spad was the largest single engine propeller driven warplane ever built. It was a Monster. Navy Jet pilots consider themselves to be at the top of the pilot food chain, but they did not look down on Spad drivers. They can’t, not from the cockpits of their (then) dinky jets. The Spad weighed 12,000 lbs, but it’s max takeoff weight was 25,000, meaning it could carry more than its own weight in fuel and bombs – Oh, and about 200 pounds of pilot. The single twin-bank rotary piston engine produced an amazing 2,700 horsepower. You would have to hear it to believe the noise it made. I’m not going to even try to explain the cacophony to you. It could fly 1,300 miles on a full fuel load, which meant it could stay airborne over four hours, pacing like a caged beast (OK, slowly flying in a circle to conserve fuel) waiting to be summoned forth like a wrath by a Forward Air Controller (FAC). A FAC is a pilot sentenced to a “career enhancing” tour with the front line grunts and is usually accompanied by a terrified radio operator. Since the FAC has such a splendid view of the battle zone, he is in charge of deciding where our 8,000 pounds of bombs, napalm, rockets etc. would be delivered with, we hoped, extremely professional precision. To complete its armament package, the Spad also had four 20 mm Cannons. Spad’s actually shot down two very U.S.S. Bon Homme Richard 1969
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surprised Mig-17 Fighter Jets during the war. We were also not to be taken lightly – there was nothing remotely “light” about the Spad...and Charles knew it. According to Murphy’s Law, no battle plan ever survives the first shot, so communications is the sine qua non of warfare. Two-way communication is even better, but you must assume the enemy receives everything you transmit on the radio, no matter how crafty you are. You must also ensure that you are really communicating with your side, not the enemy. How do you do that, you ask. One of the many important tools we used on missions was a list of “Authentication Codes.” One half of the code would be on the ship and the pilots would all have a copy of the other half. After receiving instructions, you would look at you half of the code sheet and say “I authenticate XYZ.” The person on the other end looked up XYZ oh his sheet and read back the correct answer: “Barbie Doll.” The same sheets were never used twice, so it didn’t do Charles any good to know that the correct answer to XYZ was Barbie Doll, whatever THAT was. We also carried a list of about 50 phrases and words having to do with football i.e.: touchdown, punt return, safety, end run, sack, field goal etc. These phrases were called “Brevity Codes.” They allowed you to convey a lot of information in a word or two. This was very important, because everyone in a mission is using the same radio frequency, so chatter must be held to the absolute minimum. Communications discipline was rigorously enforced. One was expected to say as little as possible, and as tersely as possible. Do not “clobber” the operational frequency. ‘Nuf said, to quote Grandpa Pettybone. The football words and phrases of course had completely different meanings than what they suggested. “Touchdown” never meant mission accomplished, Charles was too smart for anything so childish to VA 196 AD formation work. The actual meaning of these words/phrases were contained on two (2) cards that attached to the pilots kneeboard, which is a desk the size of a paperback book attached to one of the pilots legs by an elastic band. The kneeboard gave you a surface to write on. Anything larger would not fit inside the cockpit of the Spad, or any other single seat military aircraft. After we got “in country,” we began flying combat missions. The ship was at flight quarters at least 18 hours a day, seven days a week. We were doing a good job, but we had also taken hits and lost aircraft. The Spad was a very tough airplane and could survive an incredible amount of damage and still limp home, but sometimes...not. On one of the most eventful days of the cruise, I wasn’t even flying. I had flown missions on the two preceding days, but on THE day, I was the Squadron Duty Officer (SDO). The SDO is responsible for knowing what the status of all the personnel and equipment assigned to the squadron was at all times, and coordinating between the squadron and the ship. My Chain of Command was from me to the Op-
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erations Officer (OPS) to the Commanding Officer (CO). My tour of duty was 0800-1600 and my post was in the squadron ready room, where the pilots met for briefings and mission planning. When we sent aircraft on a mission, we always sent a minimum of two. In order to be sure we had two to launch as scheduled, three airplanes and crews were fully prepared. If the first two launched as planned, the third aircraft would stand down. It was around 1100 and we had just launched a flight of two Spads. They were going to be working with an FAC, and did not have a pre-planned target. The spare pilot, “Mongo” Martin returned to the Ready Room. We shot the bull a bit and he left for his office to do paper work. After a few minutes I noticed he had left his box lunch. If a mission was planned to last four hours or longer, each pilot would receive a box lunch. Nothing worse than bombing and strafing on an empty stomach. There were a lot of little things going on, so rather than ask another pilot to cover for me while I had lunch in the Wardroom, I decided to stay put and eat the extra box lunch. I opened the box and grabbed the sandwich. “Ah, looks like roast beef,” I thought to my self as I removed the cling wrap. Suddenly, I noticed a horrible, rotten smell. What the...Oh man, it was the sandwich! It reeked. I actually gagged. I turned my face away and was trying to wrap it up again without getting any on my hands when OPS noticed my antics and came over to see what was up. As I started to explain, his nose wrinkled up. “Jeez, What the hell is that stink?” Again I started to explain, but he grabbed the box and said “what the ____ is this? Where did this come from?” I told him the “Spare” had left it on my desk. OPS froze for a moment and looked worried. He told me to call the Flight Surgeon and get his butt to the ready room most ricky-tick. Doc showed up right away, was brought up to speed and gingerly examined the sandwich, which was now stinking up the whole room again. He looked at OPS and VA 196 AD prepped for strike said we should call the other pilots and warn them not to eat, or even open, their sandwiches which would obviously make them blow chunks and possibly go blind, just from exposure to the vapors. While Ops and Doc heatedly agreed with each other that the Mess Chief or somebody in the galley needed to be court marshaled. I tried to imagine anyone actually biting into one of these filthy, hideous sandwiches of oozing festering death, but my brain could not conjure up a scenario in which the nose didn’t jump in and kill the mouth and teeth if they were stupid enough to try. I called the Combat Information Center (CIC, the “War Room” of the ship, hidden deep within her bowels) and asked where the ill-fated box lunch flight was. Nuts. They were already “feet dry.” They had crossed the coastline and therefore had switched their radios to another frequency. I explained the food fiasco to CIC and asked them to relay the warning to the pilots. LT “Beak” Beakman and his wingVA 196 pilot checks his AD
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man, LTJG “Dizzy” Donato were humming along at Angels 16 (an “angel” is 1,000 feet of altitude) in their chariots o’ death en route to a road junction in South Vietnam, but near the DMZ, which divided South Vietnam from Uncle Ho Chi Min’s workers paradise. They were in a loose duce, not flying too close to each other. They would tighten up their formation when they were about on station, but not yet. At the moment Beak was having lunch, so Dizzy was keeping his head on a swivel, protecting both of them. Beak was about to rip open enVA 196 AD formation joy his sandwich when he heard the radio relay aircraft calling someone. The relay bird was circling high above the Bonnie as usual so the ship could keep track of her aircraft on missions. It was hard to make out clearly what was going on due to the distance and the static, as always. He listened up, because it might be something important, like the carrier was maneuvering and would therefore not be where he was expecting it to be when he and Dizzy returned, which would be inconvenient. Suddenly, he recognized his call sign, “Ma Bell 604.” They were calling him! He snapped upright and quickly looked all around, his heart rate accelerating. Nothing in sight but Dizzy, who waved his hand at him. He keyed his mike and said “Milestone (The Bonnies code name that day)” this is Ma Bell 604, send your traffic, over.” Crackle crackle, said his radio as he strained to hear Milestone. “Ma Bell 604, Ma Bell 604, this is Milestone. Be advised, roast beef is rotten. I say again, roast beef is rotten, over. Milestone out.” Beak didn’t know what to think, but obviously, there was something very wrong going on, and it involved HIM. Dizzy tucked his plane in tight, right next to Beak without having to be told. He had heard the conversation to, and was equally bewildered and worried. Frantically, Beak read and re-read the brevity codes, flipping through the cards and bits of paper with his notes from the pre-flight briefing. Nuts! A bunch of football crap, call signs, fuel calculations, frequencies and other esoteric useless chicken scratch; nothing about food. No roast beef or rotten anything. What could it mean? He keyed his mike twice without saying anything, which was a signal to warn Dizzy he was about to do something, so pay attention. He looked at Dizzy and gestured puzzlement. Dizzy returned the gesture. He didn’t have a clue either. It had to be important. You never got nonessential information during combat missions. ^*@#%>!...Maybe somebody had inbound bogies on their radar and it was a warning. Yeah. Sometimes MIG,s would appear out of nowhere going as fast as possible, fire their missiles and haul ass for home. They had figured out that dog fights with Americans were a losing proposition, so their tactic of choice was shoot and scoot. Spads didn’t have radar or any other sort of warning equipment. The Spad was a dinosaur from before the dawn of time, when the world was still in black and white. “Do something, do something quick”, Beaks brain suggested. Beak craned his head around as far as possible and scanned the sky behind him. “WHAT WAS THAT?” “IS THAT SOMETHING?” A MIG 10 miles away looked like a tiny dot that would suddenly become full size because they were so fast. Beak made up his mind and did something. “Two, Lead. Break Right!” he radioed to Dizzy. Dizzy dutifully snap-turned to the right as hard as he could. Beak broke left equally hard, but he was lumbering along like a turgid hog due to the weight of the bombs hanging AD on final
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from his wings. Beak looked at the red “T” handle in the middle of the cockpit. If he it pulled it, all of the ordnance attached to the wings would instantly fall free. It was there in the event an engine failed shortly after takeoff or other serious problem …. He pulled the handle. The Spad jumped with a sudden surge. Free! Beak pulled her into a split S, which is a complicated escape maneuver, pulling all the G’s he could take. At the same time, he radioed Dizzy again, “Two, Lead. Pickle! Pickle.” Dizzy also pulled the T handle. Sixteen thousand pounds of instantly forgotten about bombs fell to earth as the two aircraft twisted and turned as tightly CVA 31 U.S.S. Bon Homme Richard as both pilots graying out, searching for the oncoming MIG’s, or Surface to Air Missiles! Sixteen thousand feet below, a very valuable stud water buffalo belonging to the Provincial Governor suddenly stopped his contented grazing. He didn’t know what it was, but his keen senses told him that something was amiss. His keen senses were spot on, but not for long. After another twenty seconds or so of pulling G’s, Beak relaxed the controls and looked around. He was still here. Way off in the distance, he saw a spot. It was Dizzy, who was still going the other way. He called Dizzy on the radio and said “Two, close up” meaning get back over here with me. Out of bombs, there was nothing to do but head back to the bird farm and find out what the heck was going on. Both heads swiveling, they made their way home. Once they were feet wet Beak relaxed a bit and remembered his lunch. He opened up the sandwich and dug in with gusto – Ham and cheese – It was a favorite of his. In the Ready room, OPS, Doc and I waited to hear something from the sandwich flight. Had our warning been in time? Somebody tapped me on the arm. It was Mongo, the spare pilot. Distractedly, I asked him what he wanted. He said “Hey, have you seen a box lunch? I found one that some idiot left in the spare bird. It must have been there for days. It was so bad you wouldn’t have believed it. I was going to take it down to maintenance control and raise hell. How could the mechs miss something like that on pre-flight? Have you seen it? Chuck? Chuck? Hey man, what’s going on? [An email from Chuck prompted a request to write this article. It read, “The former Asst. Editor of ‘The Hook’ whom I met at 2010 Tailhook, sent me some photos on DVD of Life Magazine's spread in the 6 August 1965 issue taken by their photographer, Bill Ray. I had just returned to the U.S.S. Bon Homme Richard (CVA-31) Yankee Station, Vietnam from a ‘blow-upbridge’ mission. - Chuck” The pictures accompanying this article are from that photo shoot.—Ed.] PAGE 23 ... TARPA TOPICS
Four VA 196 ADs over CVA 31
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Joe S. Bartles, 1905-1988 TWA 1929-1965 From Making of an Airline pub. 1981
Captain Joe Bartles is fondly remembered as a major player in the evolution of TWA. His career began in the Fort Tri-motor and ended at the beginning of the jet age in the Boeing 707. A word search of the TARPA TOPICS archives for “Bartles” generated 60 hits in 35 documents and at least a dozen pictures. Joe was number thirty on the original TAT pilot seniority list (1935) and became number one in 1963 when “Mo” Bowens retired. Joe was one of the few “originals” that eventually made the transition to jets. Captain Ed Betts wrote an excellent biography of Joe which was printed in the August 1988 TARPA TOPICS and is reproduced on the following pages.—Ed. PAGE 28 ... TARPA TOPICS
CAPTAIN JOSEPH S. BARTLES
by Ed Betts [TARPA TOPICS Aug. 1988]
TWAers were sad to learn that retired Captain Joseph S. Bartles passed away on May 6, 1988, at the age of 82. Joe was one of the "originals" with the company and one of the pioneers in the commercial airline industry, both in the cockpit and in top management positions during most of his career. As an aviator, there were few aircraft ever used in the company fleet that he wasn't fully qualified to fly...from the Ford and Fokker tri-motors to the Boeing 707.
Joe was born on August 24, 1905, in Coffeen (Illinois) and was a midwesterner during the next 38 years. He attended the University of Illinois. He began his aviation career in 1927, learning to fly with the Army (the Air Corps was part of the Signal Corps in those days) at Brooks and Kelly Fields in Texas. He was stationed at Selfridge Field in early 1929, when John Collings flew in with a a Ford trimotor recruiting copilots for Transcontinental Air Transport (TAT). Charles Lindbergh was one of the founders of the company, and was Chairman of the Technical Committee. TAT had spent over a year preparing for the inauguration of their 48 hour coast-to-coast service, which combined flying during the day and train by night. Joe's seniority date was May 22, 1929, which was within a few days of a number of other TAT copilots who were to have lengthy and productive careers with TWA, including: Cliff Abbott, Otis Bryan, Harry Campbell, Bill Campbell, Howard Hall, Les Munger, Fred Richardson and Jack Zimmerman. Joe was based at STL flying to either Waynoka (Okla.) by way of Kansas City and Wichita, or east to Columbus via Indianapolis. TAT inaugurated service in early July. In September Joe and Alice Elso were married. They had two children; Joseph and Mary Alice (Leary). The fall of 1929 was not a good one for the nation's fledg-ling airlines (the Stock Market crash), particularly TAT as they were operating without the benefit of an air mail contract with the Post Office, and passenger loads were poor. The future didn't look promising for Joe to fly as Captain or if the airline would survive (both Joe and Cliff Abbott did resign in favor of another airline with immediate openings for first pilots. However, this didn't materialize and they were re-hired by TAT without loss of seniority).
TAT and Maddux Airlines merged and there was an expansion in the Eastern Region with an opening at Columbus for additional pilots. Joe's first trip as Captain was on February 2, 1930, which established his pilot seniority date. Besides the Fords, Joe was also flying the Curtiss "Condor", a twin engine biplane that was used in the Eastern Region only. TAT-Maddux and Western Air Express merged to form Transcontinental & Western Air (TWA), which had been awarded the coveted contract for carrying the air mail on the central route between NYC and Los An-geles (the new TWA was an all-air 36 hour transcontinental trip, including an overnight stop at Kansas City or Tulsa). TWA inaugurated its passenger and mail service on October 25, 1930. There were three sections departing west from Newark: two Fords and one single motor Fokker F-14 (one parasol wing, open cockpit and mail only) flown by Joe. There was no way the F-14, which could only cruise about 90 mph, could maintain the scheduled flying time based on the faster Fords (115 mph)...he was late arriving at Philadelphia, PAGE 29 ... TARPA TOPICS
Harrisburg and Pittsburgh en route to Columbus...a TWA first! Cliff took the flight on to Kansas City.
Just a few months after TWA began operations the speedy Northop "Alpha" was in-troduced (one of several varieties of single motor monoplanes used for carrying the mail)...mail could get across the country in less than 24 hours. It was up to the pilots on these flights to complete the schedules in all kinds of weath-er and other adverse conditions or TWA couldn't meet its payroll. The risk was high, the number of planes lost proved this. Joe was one of the first to pilot the mail planes (usually on a night run). One example, and it was a very minor incident, was on January 1, 1934, when Joe landed at Harrisburg (with an "Alpha") and hit an obstruction which put a small dent ($140.37 damage) in the lower side of the left wing. He was exonerated of any "pilot error"...the field manager (Mr. Tucker) was held responsible for not having made any notification that a boundary light had been moved. The DC-2 was introduced in mid 1934, and the mail planes phased out by the end of the year. May of 1935 was an eventful month for Joe and Alice, now living in Kansas City where Joe was flying the DC-2: daughter Mary Alice was born, and Joe was chosen to be the co-captain with "Tommy" Tomlinson for the record breaking flights using the one (and only) DC-1. This was during a period when the US was attempting to regain worldwide prestige against European built (transport type) aircraft for speeds over measured distances with various payloads.
The course they flew was a triangular pattern between NYC, DCA and Norfolk (621 miles) with NAA observers on the ground making certain no corners were cut when they passed around the established landmarks for the triangle. The weather was lousy (low ceilings and rain) in the Norfolk area the first day, but they completed the required 5,000 kilometers (with a 1,000 kilogram or about 2,205 lbs load)in 18 hours and 23 minutes. An average speed of 169.03 mph. The next day, with a 2,000 kilogram load, they covered a 2,000 kilometer circuit with an average speed of 190.906 mph. The two flights broke 6 and set 2 world records; broke 3 and set 8 American records. The US had been a poor fourth with the number of world records held (110 recognized)...it now was ranked second (with 39) behind France's total of 40. In 1937, Joe was appointed Flight Superintendent (dispatcher) at Chicago, the beginning of his 23 years in management positions. He was also the Operations Manager for the Central Region (based at Chicago) until he assumed the position of General Manager of the Western Region, in 1943, with his office in downtown Los Angeles. Although his duties were primarily a "desk job", Joe managed to keep his pilot qualifications current (semi-annual instrument checks, a flight on the line etc.) with the DC-2, DC-3 and 4-engine Boeing "Stratoliner". He was one of the first to be checked out on the postwar version of the Lockheed 049 model "Constellation" and (with Howard Hughes) piloted the inaugural flight on February 15,1946, eastbound from Burbank to LaGuardia. The normal schedule was for a stop at Kansas City (for fuel and a crew change on the inaugural flight they went nonstop with a VIP list of well known movie personalities. PAGE 30 ... TARPA TOPICS
In 1960, soon after TWA entered the jet age (and 5 years before he would retire at age 60), Joe made the decision that he was going to fly the line rather than be anchored to a desk. He was one of the few "originals" to make the transition from the Ford tri-motor to the Boeing 707, and he enjoyed every minute flying the 600 mph jet. In November of 1963, following "Mo" Bowen's retirement, Joe was the #1 pilot on the TWA system. His favorite flight was 18 (return on 19) nonstop to Dulles...there was seldom a problem with other aircraft traffic, and it was a relaxing drive to the hotel downtown. Joe retired in August 1965, his last flight was to DIA with Alice among the passengers. The biography of Joe Bartles from 1929 to 1965, is a thumbnail sketch about the history of TWA. Retirement for Joe and Alice was a chance to travel and see the world; using their pass or driving with their RV north to Alaska or south into Mexico. They also joined close friend Frank Busch on his boat with trips around Mexican wters. Joe was an avid and an adept golfer, his favorite pastime until about four years ago [c. 1988] when a chronic lower back problem cut down on his activities. Joe is survived by Alice, their two children, 7 grandchildren and 7 great g r a n d c h i l d r e n . . . a n d missed by a host of admiring TWA friends.
Captain Joe S. Bartles c. 1965
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Jeff Hill, the editor of Tarpa Topics, the magazine of retired TWA crews, and fellow RNPA member, forwarded this to me in the form of an email. Unfortunately, as is so often the case, the author was not credited. A quick Google search identified the piece as that of Bob Greene, long time reporter and columnist for the Chicago Tribune. Some unknown emailer gathered up the images and altered Mr. Greene’s text somewhat. This text, however, is as the author wrote it. – Editor
The post office gets a lot of criticism. Always has, always will. And with the renewed push to get rid of Saturday mail delivery, expect complaints to intensify. But the United States Postal Service deserves a standing ovation for something that happened this March: Bill Mauldin got his own postage stamp. Mauldin died at age 81 in the early days of 2003. The end of his life had been rugged. He had been scalded in a bathtub, which led to terrible injuries and infections; Alzheimer’s disease was inflicting its cruelties. Unable to care for himself after the scalding, he became a resident of a California nursing home, his health and spirits in rapid decline.
He was not forgotten, though. Mauldin, and his work, meant so much to the millions of Americans who fought in World War II, and to those who had waited for them to come home. He was a kid cartoonist for Stars and Stripes, the military newspaper; Mauldin’s drawings of his muddy, exhausted, whisker-stubbled infantrymen Willie and Joe were the voice of truth about what it was like on the front lines. Mauldin was an enlisted man just like the soldiers he drew for; his gripes were their gripes, his laughs their laughs, his heartaches their heartaches. He was one of them. They loved him.
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He never held back. Sometimes, when his cartoons cut too close for comfort, superior officers tried to tone him down. In one memorable incident, he enraged Gen. George S. Patton, who informed Mauldin he wanted the pointed cartoons—celebrating the fighting men, lampooning the highranking officers—to stop. Now! The news passed from soldier to soldier. How was Sgt. Bill Mauldin going to stand up to Gen. Patton? It seemed impossible. Not quite. Mauldin, it turned out, had an ardent fan: Five-star Gen. Dwight D. Eisenhower, supreme commander of the Allied forces in Europe. Ike put out the word: Mauldin draws what Mauldin wants. Mauldin won. Patton lost. If, in your line of work, you’ve ever considered yourself a young hotshot, or if you’ve ever known anyone who has felt that way about him or herself, the story of Mauldin’s young manhood will humble you.
“I need a couple guys what don’t owe me no money for a little routine patrol.”
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He had achieved so much. He won a second Pulitzer Prize, and he should have won a third for what may be the single greatest editorial cartoon in the history of the craft: his deadline rendering, on the day President John F. Kennedy was assassinated, of the statue at the Lincoln Memorial slumped in grief, its head cradled in its hands. But he never acted as if he was better than the people he met. He was still Mauldin, the enlisted man. During the late summer of 2002, as Mauldin lay in that California nursing home, some of the old World War II infantry guys caught wind of it. They didn’t want Mauldin to go out that way. They thought he should know he was still their hero.
Here is what, by the time he was 23 years old, Mauldin accomplished: He won the Pulitzer Prize, was featured on the cover of Time magazine. His book “Up Front” was the No. 1 best-seller in the United States. All of that at 23. Yet, when he returned to civilian life and grew older, he never lost that boyish Mauldin grin, never outgrew his excitement about doing his job, never big-shotted or high-hatted the people with whom he worked every day. I was lucky enough to be one of them. Mauldin roamed the hallways of the Chicago Sun-Times in the late 1960s and early 1970s with no more officiousness or air of haughtiness than if he was a copyboy. That impish look on his face remained.
“I’m beginning to feel like a fugative from th’ law of averages.”
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“Ordnance? Ah’m havin’ trouble with mah shootin’ arn.”
“I calls her Florence Nightingale.”
“By the way, wot wuz them changes you wuz gonna make when you took over last month, sir?”
“This is th’ town my pappy told me about.”
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Gordon Dillow, a columnist for the Orange County Register, put out the call in Southern California for people in the area to send their best wishes to Mauldin. I joined Dillow in the effort, helping to spread the appeal nationally, so Bill would not feel so alone. Soon, more than 10,000 cards and letters had arrived at Mauldin’s bedside. Better than that, old soldiers began to show up just to sit with Mauldin, to let him know that they were there for him, as he, so long ago, had been there for them. So many volunteered to visit Bill that there was a waiting list. Here is how Todd DePastino, in the first paragraph of his wonderful biography of Mauldin, described it:
“Th’ hell this ain’t th’ most important hole in the world. I’m in it.” PAGE 49 ... TARPA TOPICS
ments of relief Bill gave us. You had to be reading a soaking wet Stars and Stripes in a water-filled foxhole and then see one of his cartoons.” Mauldin is buried in Arlington National Cemetery. Last month, the kid cartoonist made it onto a first-class postage stamp. It’s an honor that most generals and admirals never receive. What Mauldin would have loved most, I believe, is the sight of the two guys who keep him company on that stamp. Take a look at it. There’s Willie. There’s Joe. And there, to the side, drawing them and smiling that shy, quietly observant smile, is Mauldin himself. With his buddies, right where he belongs. Forever. Ó
“I ast her to teach me to yodel. She taught me to yodel.” “Almost every day in the summer and fall of 2002 they came to Park Superior nursing home in Newport Beach, California, to honor Army Sergeant, Technician Third Grade, Bill Mauldin. They came bearing relics of their youth: medals, insignia, photographs, and carefully folded newspaper clippings. Some wore old garrison caps. Others arrived resplendent in uniforms over a half century old. Almost all of them wept as they filed down the corridor like pilgrims fulfilling some longneglected obligation.” One of the veterans explained to me why it was so important: “You would have to be part of a combat infantry unit to appreciate what mo-
“Joe, yestiddy ya saved my life an’ I swore I’d pay ya back. Here’s my last pair of dry socks.”
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ITEMS FOR THE ))$ ,03529(' )(%
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MEMBERSHIP APPLICATION All former TWA cockpit crewmembers are eligible for membership in TARPA. Annual dues are $50.00. EAGLE’S (75 and older) dues are $40.00. If you wish to have two addresses listed for Directory and TOPICS mailings, please provide months of the year at each location along with the appropriate phone number. Name _____________________________________________________ Spouse/Guest ______________ Last
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Street ________________________________________________________________________________ City _______________________________ State ________ Zip _____________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________ Capt. ͚ F/O ͚ F/E ͚ Other ͚ ________________________________ Retirement date _____________ Signature ____________________________________ Date _ _ /_ _/_ _ _ _ Mo
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TARPA TOPICS SUBSCRIPTION ONLY 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 PAGE 97 ... TARPA TOPICS
rev.11/2009
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