NOVEMBER2013 2013 ISSUE ISSUE 108 NOVEMBER 108 NOVEMBER 2013 ISSUE 108
SEE P. 40 FOR IMPORTANT FLOWN WEST NOTIFICATION INFORMATION SEE P. 40 FOR IMPORTANT FLOWN WEST NOTIFICATION INFORMATION
TWA ACTIVE RETIRED PILOTS ASSOCIATION
“Faded photograph, covered now with lines and creases; “Faded photograph, covered now with lines and creases;
tickets torn in half, memories in bits and pieces, ....” tickets torn in half, memories in bits and pieces, ....”
TRACES OF TRACES OF
S E C A TR
OF
The only thing I ever stole from TWA
CONTENTS FEATURES
=Director
DEPARTMENTS
TARPA 2013 CONVENTION RECAP ...….…... 5 and HAT BADGE MEDALLION AVAILABLE
PRESIDENT’S MESSAGE ………….…………. 2
TARPA 2014 CONVENTION ...……….….…... 6 Vicki McGowen
TRES. REPT./NEW MEMBERS…………….….... 3
FAMILIES WITHIN THE TWA FAMILY…….. 7 Beginning with Flight of Passage By Capt. Barry Schiff DUB DAVIS REMEMBERS—BITS & PCS. ... 17 By Capt. Rufus W. ‘Dub’ Davis FLOWN WEST CHECKLIST in the event of the death of a retiree, spouse or dependent ………... 40 By Capt. Bill Kirschner TARPA FALL B.O.D. MTG. MINUTES…….…43 By TARPA Secy. Mike McFarland.
Bill Kirschner wma1012@me.com 775-721-4386
Ed Madigan, Tres. edmadigan@charter.net 775-831-1265
EDITOR’S NOTE …………………………..….… 4 Jeff Hill, Sr. topics_ed@sbcglobal.net 815-338-3551
WEBMASTER’S NOTE…………….…………….. 4 Bob Willcutts capnbobby@bellsouth.net 774-413-9003
GRAPEVINE ..…...……………………….…………. 25 By the Editor
FLOWN WEST …………………...…………...… 35 John Gratz jpgratz@charter.net
314-548-6056
TARPA MEMBERS MTG. MINUTES……….. 45 By TARPA Secy. Mike McFarland.
Dusty West, 1st V.P. dustygator@tampabay.rr.com 941-538-0729 Mike McFarland Sec. miketwa747@hotmail.com 970-223-1278 Guy Fortier, Past Pres. guy4ta@att.net 775-831-3040
Copyright © 2013 The TWA Active Retired Pilots Assn.
Charlie Wilder, Sen. Dir./Past Pres. clwilder@optonline.net 732-833-2205 Bob Dedman, Past Pres. rwded@cox.net 757-463-2032
Material contained in TARPA TOPICS may not be used except with written permission of the Editor. All inquiries concerning this publication should be addressed to: Jeff Hill, Sr., Editor, 9610 Hidden Lane, Woodstock, IL 60098 topics_ed@sbcglobal.net
TARPA TOPICS is the official publication of TARPA, The TWA Active Retired Pilots Association, a not for profit corporation. The Editor bears no responsibility for accuracy or unauthorized use of contents.
COVERS: “Faded photograph…” lyrics are from the 1969 song, Traces (of love) recorded by the Classics IV with lead singer Dennis Yost. Many images of the TWA memorabilia collages are courtesy of Cooper Weeks and other members of the MKC breakfast bunch, the ROMEOS (Really Old Men Eating Out) and Jeff Hill, Jr.
PAGE 1 ... TARPA TOPICS
NOVEMBER2013 2013 ISSUE ISSUE 108 NOVEMBER 108 NOVEMBER 2013 ISSUE 108
SEE P. 40 FOR IMPORTANT FLOWN WEST NOTIFICATION INFORMATION SEE P. 40 FOR IMPORTANT FLOWN WEST NOTIFICATION INFORMATION
TWA ACTIVE RETIRED PILOTS ASSOCIATION
“Faded photograph, covered now with lines and creases; “Faded photograph, covered now with lines and creases;
tickets torn in half, memories in bits and pieces, ....” tickets torn in half, memories in bits and pieces, ....”
TRACES OF TRACES OF
!
President's Message!
Since the American Airline Chapter-11 filing, almost two years ago, I have been working, along with many others to protect our life and health insurance paid for by our wonderful airline. The latest update from the C-1114 committee recently is not much change since last report. As of now American has NOT filed for C-1114 regarding our benefits and they are intact at this time. They may remain that way according to some sources but only time will tell. As I requested before If you have not done so please call MET/LIFE 800-440-6081 for a letter of confirmation of life insurance for your estate planning.!
!
Merger: Hopefully, by the time you read this, the Department-OfJustice, (DOJ), will have reached an agreement with American and US Air. The feeling is the merger will go through in spite of the DOJ interference.!
!
Passes: Maybe going to a seniority system like TWA had and US Air has. Nothing will be solidified until the merger is consummated, which may take some time.! ! Flown West: We have developed a "Flown West Check List" for you to give to your heirs to keep in a safe place for the time when Crew Schedule calls for your last flight home. It was published in the latest copy of the "Skyliner" and this issue of "TOPICS." It is designed to help your love ones navigate through the mermaid of necessary tasks left to do afterwards. I hope you find it useful.!
!
2014 Convention: We are planning it in RNO during the Air Races. Please see the convention sheet in this issue and plan accordingly. ! It should be a great time and hoping for a large turn out as in 2003.!
! Respectfully Submitted,! ! Captain, Bill Kirschner! President, TARPA !
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TREASURER’S REPORT October 1, 2013
As of October 1, 2013 the membership is as follows: (R) Retired: Active: (E) Eagle: (H) Honorary: 37
441 13 329
Total:
868
There are also 31 subscribers to Topics and 17 who receive complimentary copies. Following is the financial report for the period from December 1, 2012 thru October 1, 2013: Opening Balance
$55,278.68
C.A.C.U (CD’S) C.A.C.U. (CK) Convention Account Checking Account Savings Account
$25,886.64 $ 3,791.88 $27,359.99* $26,973.51 $19,910.26
Balance 10/1/2013:
$103,922.28
* Includes registration, event fees and donation from CACU for 2013 convention. Respectfully Submitted, Ed Madigan
Don’t let your TARPA Membership expire. Check your mailing label. If it reads “2012” or “2013” it’s time for you to renew. NEW MEMBERS
Rick Carr 400 Ivy Hill Ct. Wildwood, MO 63040 WELCOME ABOARD!
Frank VonGeyso 9701 Manor Rd. Leawood, KS 66206-2254
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EDITOR’S NOTE By Jeff Hill, Sr.
The November 2010 TOPICS has been added to the on line archives. You can now view the very first issue, January 1982, through November 2010 go to www.tarpa.com and click on the ‘Topics Archives’ button on the LH side of the home page. You can also go directly to www.issuu.com/tarpa_topics/ [Not a space between tarpa and topics, use an underscore ( _ ).] TOPICS publication budget: I was given a TOPICS budget of $20,000 for 2013, or $6,667 per issue. The March issue costs totaled $5,189 July issue costs totaled 5,069 This (Nov.) issue 5,200 (est.) TOTAL $15,458 ( ÷ 2850 copies printed = $5.42 per copy. $4,542 under budget. I first became aware of TARPA TOPICS in the early ‘90s and joined TARPA just to get the magazine. Someone gave me a bunch of old copies and I began to collect them in hopes of building a complete set, which I eventually was able to do. Then I decided this archive HAD to be digitized and made available to all interested parties! I bought an optical character reader (OCR) program and after about eighteen months of scanning and editing over 7,000 pages, put it all on a CD, the sales of which contributed over $4,000 to the TARPA treasury. After the CD sales dropped off I became acquainted with ‘issuu.com’ which accepts periodicals and puts them on line free of charge if one allows ‘subject related ads’ in the margins. These have proven to be no more than a very minor nuisance— and sometimes useful. Editing TOPICS has been a very interesting and rewarding experience. Unfortunately, it is such a time consuming endeavor that I have had little time to attend to other responsibilities and areas of interest. I feel it is time to get away from this desk and back into the shop, garden, gym, hangar, cockpit and lives of my loved ones. It would be wonderful if someone was willing to take on the publishing of TOPICS but if not, most of the magazine contents could be moved to our web site. Bob Willcutts is doing a superb job with www.tarpa.com. Check it out.
WEBSITE UPDATE
By webmaster Bob Willcutts
Check out all the latest news and information at www.tarpa.com. You can also view the TARPA TOPICS magazine archives; click ‘Topics Archives’ on the home page menu. TARPA.com is your website and I would be grateful for any suggestions as to content, articles, or suggestions for the Website. If you feel something is important enough to warrant a "flash" on the Home Page, just send it to me and I will try to post. Many of you may be intimidated by the sign in procedures for the Directory and the Message Boards. Please review the instructions for each listed in the left side menu of the Home Page. If you have any problems, please feel free to email me at Webmaster@tarpa.com. There are no "dumb" questions. I will be happy to assist you in anyway I can to help you use our Website and Message Board.
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TARPA TWENTY THIRTEEN, WASHINGTON, DC
Screen shot from the home page of www.tarpa.com. Go there and click on the collage for a slide show of over 100 photos taken during the convention. Read the minutes of the TARPA Board and Membership meetings in this issue of TOPICS.
Webmaster Bob Willcutts sent this picture of the TWA uniform cap badge medallion that was unveiled at this years convention. He wrote, “It weighs 6.28 oz. and is 4" in diameter, 0.25" thick. It has a black felt backing. Really beautiful, I think!” Captain Kirschner wrote, “The idea came from Capt. Dusty West and design and production was provided by Vicki McGowan. Attendees received one each in their ‘Gift Bags’ at the Convention. … We are now offering them for sale at $25.00 each, including shipping and handling." Make checks payable to TARPA. Order from: Capt. Tom Standifur 137 Altura Vista Los Gatos, CA 950320 Phone: 408-833-6400 PAGE 5 ... TARPA TOPICS
TWA Active Retired Pilots Association 2014 Convention – Reno, NV to be held in conjuction with the
National Championship Air Races
Monday, September 8 – Friday, September 12, 2014 Don’t miss the 2014 TARPA Annual Convention to be held during the National Championship Air Races in Reno, Nevada. We have a block of rooms at the luxurious Silver Legacy Hotel - Casino with a special room rate of $81.00 plus tax (includes resort fee and City of Reno facility fee). If you would like to have a fabulous experience in Northern Nevada this is what we have planned for you: Harrah’s National Automobile Museum Squaw Valley Cable Car Experience – Historic Truckee – Donner Museum Lake Tahoe Golf & Beach Barbeque Evening Stage Performance in the Eldorado Showroom National Championship Air Races & Pit Passes Banquet Dinner & Dance Mark your calendars now for this very special event. Registration materials and more information is available at our website: www.tarpa.com Further information will be published in the spring issue of TARPA Topics. Questions? Please contact our meeting planner: Vicki McGowen Email: vicki@mcgowenmarketing.com 775-722-2811
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FAMILIES WITHIN THE TWA FAMILY FLIGHT OF PASSAGE I don’t know what time it was, but I will never forget the date: August 27, 1991. We were flying on the back side of the clock over the middle of the North Atlantic at Flight Level 370, en route from New York to Berlin, Germany. The radios of our Lockheed 1011 were silent. It was one of those peaceful moments when the mind begins to drift. I recall staring out the left cockpit window, gazing at those friendly pinpoints of light dotting the celestial dome. They are my compatriots of the night sky that accompany me wherever in the world I wander. It was one of those times when a pilot’s eyelids tend to become heavy. My head might have begun to bob a bit, but only for a few seconds. I was stunned back to reality by the sting of a rolled up newspaper used by the flight engineer to swat me on the back of the head. The young man blurted, “Sleeping is not allowed on the flight deck!” The first officer, Bob McLoskey, was not surprised by such disrespectful and mutinous be-
By Barry Schiff
havior. That is because the engineer was my son, Brian. This was our first flight as crewmembers on the same TWA flight. Brian had come a long way since I had taught him to fly in the family Citabria. And no father could have been prouder. It brought a tear to the eye, a tear that I was careful to hide. Brian’s addiction to flying apparently was born before he was. This is because his mother, Sandy, was not content to sit at home knitting booties while pregnant with Brian. Instead, she busied herself learning to fly. I was her instructor. But Sandy encountered a road block. The doctor was uncertain about approving a woman in her ninth month of pregnancy for a medical certificate. The FAA, however, unexpectedly came to the rescue by declaring that “being pregnant is a normal, healthy condition and not a basis for denial.” Sandy soloed the next day. Or did she? Local “hangar lawyers” asserted that she did not solo because she had carried a passenger. That may be true. After all, Brian did make her flight safer. His
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“presence” made it impossible for his mother to bring the control wheel far enough aft to stall the Cessna 150 (intentionally or otherwise).
Instructor Barry and student Sandy, 1967
Brian was born a few weeks later, on September 8, 1967, and almost immediately embarked on an aeronautical career. It began with crayon drawings of TWA airplanes. (Thankfully, I still have one.) He couldn’t wait for me to come home from my flights so that he could grab my captain’s hat and run around the house pretending to be a TWA pilot. He cut out and saved TWA advertisements from newspapers and magazines. He made models of TWA airliners. But we knew that this passion wouldn’t last. We knew that he would grow out of it (or so we believed). On that flight to Berlin, I occasionally found myself looking back at Brian. He would be hunched over his small engineer’s table making fuel calculations or entering engine data in the aircraft log or reading a company bulletin. He turned around once and caught me looking his way. I pretended to be checking something on his panel, but he knew better. And I knew that he knew. We smiled at each other. Without saying a word, I was telling him, Son, I am proud of who you are, what you have accomplished, and where you are going. Brian’s smile said thanks for helping me get here. These were thumbs up smiles filled with love.
This was the passing of the baton, a highlight of my career, of my life. I turned away, misty eyed. It was a time to reflect upon my own beginnings. My first exposure to aviation occurred 13 years after I was born. My parents shipped me from Los Angeles to spend the summer with my grandparents in New Jersey. And so it was that a North American Airlines DC-6 whisked me in the dead of night from Burbank, California, to Wichita, Kansas, to Chicago’s Midway Airport to New York’s LaGuardia. It was my first flight ever. During the journey, I kept staring at the left wing. There it was, this huge iron thing that seemed like the outstretched arm of some giant predator. Noisy, too. And blue fire streaked from the engines bolted onto its leading edge. And those iron wings didn’t move. They didn’t seem to do anything. No flapping, no nothing. I couldn’t understand how they managed to keep the beast in the air. Curiosity drew me to the library in that little New Jersey town (partly because there was little else to do except throw eggs at the chickens running around my grandmother’s back yard). There, I encountered those words now so familiar. Bernoulli. Venturi. Airfoil. Camber. It was so beautiful, so elegant. The wing did so much work—without really doing anything. After returning home, I headed straight for the local airport, a place called Clover Field, now known as Santa Monica Municipal Airport. I desperately wanted a ride in one of those little airplanes. Any one would do. I wanted to look at the wing in flight with the smug awareness of what it was doing. I wanted to visualize the air caressing the curvaceous upper surface. Not knowing better, I stood at the edge of a taxiway and tried to hitch a ride. Really. Thumb out. A pleading look on my face. A begging look. I got kicked off the airport three times before I learned how to hitch a ride without getting caught. My first was in a Bonanza, an original one with a small engine. There was a painting of a glass of beer and a shot of whiskey on the side of the fuselage. That was because the owner of the Bonanza, Ed Grant, was in the business of making boilers. The whiskey and the beer together made what bartenders call a boilermaker.
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The flight was infectious, addictive. I knew immediately that I would become a pilot. Flying was to become the most passionate and compelling aspiration of my life. It was Ed Grant’s passion, too, but it killed him. Boilermaker’s engine caught fire one day, and he couldn’t get it down in time. My first aviation job came within months of my Bonanza flight. It involved painting the men’s room at Bell Air Service, a local flight school. The toilet there faced a wall that was uncomfortably close to your knees when you sat down. It was almost claustrophobic. But it was the perfect reading distance. So I glued a poster containing airport regulations to that wall so that everyone who sat there—having nothing better to do—would learn the local rules. This was my first attempt at instructing, and it apparently went over pretty well. Somebody did the same thing in the ladies’ room. My TWA career began in 1964 as a first officer flying Lockheed Constellations. Those were exciting times. It was when people went to an airport hoping to witness a Connie or a DC-7 crank up, belch smoke, and come to life. It was when people dressed up for an airline flight. Flying was an adventure, not a bus ride. TWA hired Brian in 1989, a quartercentury later, as a flight engineer on a Boeing 727. His career will not be the same as mine; times have changed. But it still will be rewarding and
gratifying, as mine has been. His first flight as captain of a jetliner will be as memorable as when he first soloed our Citabria on his sixteenth birthday. His first command flight to the other side of the world will be as cherished a memory as his first solo crosscountry up the coast to Santa Barbara. He will continue to be awed by a world of experiences and sensations about which ordinary people only dream and which forms the bond that unites all airmen, especially when they are father and son.
[Barry’s article originally appeared in ‘AOPA PILOT’ magazine. Barry still writes his monthly column for ‘PILOT’ as he has for over fifty years. He wrote, “Brian went from the left seat to the right seat to the street with the acquisition of TWA by AAL. He has been recalled and is presently a STL based MD-80 F/O”—Ed.] www.barryschiff.com
THERE WERE MANY FATHER—SON (AND LATER, DAUGHTER) DUOS, EVEN TRIOS.
The following is a partial listing. As the master seniority list does not show family relationships we were only able to list those that we were certain of. Several members contributed information. Aiken, Aiken Ken, TW/AA 1966-2002 Genevieve Aiken-West TW/AA 1999— Aldrich, Danny, TW 1967-1999 Anne, TW/AA 1994— Andre, Andre George, TW 1967-1994 David, TW/AA 1988—
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Barrett, Barrett Bill, 1916-1993, TW 1942-1976 John, TW/AA 1966-2004 Barron, Barron John L. TW/AA 1967-2004 Jon M., TW/AA 1988— Bell, Bell Dick, OZ/TW 1965-2001 Jeff, TW/AA 2000-2001 Beucher, Beucher Chuck, 1915-1993, TW 1944-’75 Terry, 1937-1984, TW 1965-1978
Billie, Billie Clark sr., TW 1964-1998 Clark jr., TW/AA 1988-2002 Bailey, Bailey Charles, TW/AA 1968-2003 Mike, TW/AA 1999— From TWA Skyliner
Black, Andy, TW/AA 1968-2004 Jim, TW/AA 1996—
Chambers, Chambers Carl, 1918-1975, TW 1945-’75 Steve, TW 1967-1998
Crook, Crook William, TW 1964-1992 Michael, TW 1989-2001
DeCelles, DeCelles Joseph, TW 1945-1981 Joseph Jr, TW 1965-1999
Denning, Denning Chet, 1920-2012, TW 1944-1980 Larry, TW/AA 1966-2004
Eberts, Byron, 1917-1989, TW 1940-’77
Egoroff, Egoroff Herbert, TW 1965-2001 Michael, TW/AA 1995—
Exum, Gene, 1917-2003, TW 1944-’77
Byron (Skip?) TW/AA 1966-2003
Jack, 1944-2012, TW 1968-1985
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Garlett, Garlett Jerry, TW 1966-1999 Steven, TW/AA 1996— Davies, Davies Vernon S., TW 1951-1984 Karen (Davies) Lee, TW 1978-1987
[Karen was the first female pilot hired by TWA. Fertal, Fertal Richard, TW 1947-1983 Craig, TW/AA 1988—
Gerling, Gerling Roger, 1918-2004, TW 1945-’78 Paul, TW/AA 1965-2003 Donald, TW/AA 1966-2005 Graver, Graver John, 1923-1992 Kyle, TW/AA 1985—
Goede, Goede Richard, TW 1965-2000 Mark, TW/AA 1988— Guthrie, Guthrie Mark, Sr., TW 1953-1991 Mark, Jr., TW/AA 1979— Herren, Herren John, TW/AA 1978— Jason, TW/AA 2000—
“My son Jason Herren was hired by TWA in 2000. He was furloughed in 2001 after 911. He is returning to AA this Month (Apr.) I was originally Ozark/TWA and currently a Captain on the 767 with AA. I believe we were the last father/son at TWA that are still both currently flying. In fact I believe we may be the only father/son flying at American (not sure of that fact). I fly the 767 and he hopes to get the 767 out of MIA. … I can be reached at 1 Chantilly Court, Lake St Louis, Mo 63367”
Hammonds, Hammonds Jim, 1916-2003, TW 1944-1976 Jim, Jr., TW/AA 1966-2003 Gibbons, Gibbons Dick TW 1965-1991 Tim, TW-AA 2000— Hildebrand, Hildebrand Rick, TW 1967-1990 Tom, TW/AA 1966— Hitzel, Hitzel Joe, TW 1965-1996 George, TW/AA 1988— Hoesel, Hoesel Charles, 1919-2004, TW 1940-’85 Stephen, 1945-2004, TW 1966-1996 Hohensee, Hohensee Karl, 1941-2008, TW 1966-2001 John, TW/AA 1996—
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Hylton, Hylton Leonard, 1912-1986, TW 1940-’72 John, TW 1969-1981 Johnson, Johnson Wayland, TW 1965-1996 Michael, TW/AA 1996— Kenley, Kenley Dave, Sr., 1919-2003, TW 1945-’79 Dave, Jr., 1946-2008, TW 1969-1988 Kieffer, Kieffer John, Sr., 1910-2001, TW 1940-’68 John, Jr., TW 1964-1989 Kilcourse, Kilcourse Ken, TW 1964-1998 Jeff, TW/AA 1988—
Hill, Hill Jeff, Sr., TW 1964-1997 Jeff, Jr., TW/AA 1990-2003. [Now flying a G-450 out of Waukegan (UGN) while Dad flies an L3 out of Greenwood, Il (10C) - Ed.] Hubbard, Hubbard Estil “Ed”, TW 1952-1983 Steve, TW/AA 1965-2003
Klopfer, Klopfer Bernd, TW 1966-1998 Glen, TW 1997-1998, UAL 1998—
[Glen flew with his dad at TWA and with his mother, Joy, at UAL. This picture was taken in Sep. 2004 on Joy’s retirement flight. Bernd suited up in his old TWA uniform which attracted a lot of attention. Bernd’s autobiography telling of his journey from a childhood in Nazi Germany to a TWA capLudwig, Ludwig ‘Hunter’, TW/AA 1968-2004 taincy is in the March 2009 TOPICS available on Christopher S. “Scott”, TW/AA 1996— line at www.tarpa.com.— Ed.]
[When I emailed Hunter saying I could not find Krick, Ron, TW/AA 1978— Krick him on the seniority list, he replied, “It's a Chad, TW/AA 1997— southern thing, going by a middle name. …The Oliver, 1971-1996, TW 1996-1996 lost only people who called me Henry were the Army in our Flt. 800 Tragedy & American Airlines, neither my absolute favorites.”— Ed.] PAGE 12 ... TARPA TOPICS
Lawlor, Lawlor Jim Sr., TW 1966-1999 Jim, Jr., TW/AA 1995— Lokey, Lokey Charles, 1929-1990, TW 1953-89 Mark, TW/AA 1996— Longley, Longley Russel, TW 1968-1997 Russell, Jr., TW/AA 2001— Jeff, TW/AA 2000—
Laursen, Laursen Vern L, 1927-1999, TW 1951-’89 Vernon K., TW/AA 1985-2003 Laakso, Laakso Ed, Sr., 1910-2005, TW 1939-’70 Edward, Jr., TW 1969-2001 Malandro, -2013 Malandro John, John, Jr. TW/AA 1988— Manelski, Manelski Francis, TW 1948-1983 Lee, 1945-1991, TW 1968-1991
Mandel, Mandel Phil, TW 1965-1998 Cynthia, TW/AA 1995-2003 Andrew, 1968-2005, TW/AA 1999-2002
“After her furlough in 2003, Cindy was hired by America West, which later purchased and merged with USAirways. She will end up back at the 'New American' when that merger is complete. Andrew was hired by Ameriflight (cargo) in 02, and flew captain on the Metroliner until he became ill in '04, and we lost him in '05. Both were flying on 9/11—Andrew was enroute from Austin to STL when ‘groundstop’ was issued. He spent 3 days in Memphis. Cindy was over Greece when they were informed, but continued the two hours on to Cairo. On 9/12, they gathered up all crews, non-revs, and any other employees who wished to leave, and flew the 767 to London—the last TWA flight into and out of Cairo after 56 years of service there.”—Phil Mandel McConaghy, McConaghy Burt, 1919-1993, TW 1944-’79 Res, TW 1966-1992 McFarland, McFarland Leo, 1917-2007, TW 1944-’77 Mike, TW/AA 1964-2003 Leo, (L) and Mike on their retirement trips McMillin, McMillin Jerry, TW 1964-1992 Chris, TW/AA 1988—
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Meland, Meland Quinten, TW 1968-1999 Michael, TW/AA 1996—
Murphy, Jr., Bill, 1917-2012, TW 1946-’77 William III, (Pat) TW/AA 1966-2003
Mock, Mock James A., 1930-2009, TW 1953-’90 James D., “Mock II” TW/AA 1988—
Orr, Orr Henry D., 1910-1993, TW 1941-1974 Joe K., TW 1955-1994
[Joe is shown on the March 1999 ‘TOPICS’ cover waving from the left window of the ‘Save-a-Connie’ at MKC. (available on line at www.tarpa.com, click “Topics Archive’) the other pilot is Gordon Hargis.— Ed.] Rheintgen, Rheintgen Robert, TW/AA 1965-2002 Charles, TW/AA 1994— Richardson, Delbert, 1920-’93, TW 1947-’80 Randy, TW/AA 1966-2004
Moffett, Moffett Ted, 1903-1982, TW 1929-1963 William, TW 1953-1986 TWA Skyliner
Schiff, Schiff Barry, TW 1964-1998 Brian, TW/AA 1989—
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Stanton, Stanley, Stanley 1901-1974, TW 1933-’61 James, TW 1942-1981 Ira, 1922-1979, TW 1945-1974 Schnaubelt, Schnaubelt John I., 1909-’93, TW 1939-’69; John M., TW 1968-1985
TWA Skyliner
Shattuck, Shattuck Shaun, TW 1966-1999 Richard, TW/AA Stanton, Stanton Stan, 1901-1974, TW 1933-1961 1989— James, TW 1942-1981 [Shaun on his retireIra, 1922-1979, TW 1945-1974
ment flight with F/O TWA Skyliner Richard (right) and Soloman Jasper, 1920-2011, TW 1942-’80 youngest son Shaun, a Soloman, Skywest captain Thomas, TW/AA 1966-2005 (center) in 1999.—Ed.] Stack, Stack John, 1927-2007, TW 1958-1986 Robert, TW/AA 1979—
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Stone, Stone Charles F. TW/AA 1966-2005 Charles H. TW/AA 2000—
Stewart, Wayne, TW/AA 1979— Jennifer, TW/AA 2000— Testrake, Testrake John L., 1927-1996, TW 1953’87 John B., TW/AA 1988—
[John L. was the captain of our TWA Flt 847 which was hijacked June 14, 1985—”The passengers and crew endured a three-day intercontinental ordeal. Some passengers were threatened and some beaten. Passengers with Jewish-sounding names were moved apart from the others, and U.S. Navy diver Robert Stethem was killed. His body was thrown onto the tarmac. Dozens of passengers were held hostage over the next two weeks until released by their captors after some of their demands were met.”— Ed.] Warning, Warning Duane, TW/AA 1966-2003 Eric, TW 1996-2000
Thompson, Thompson Charles, 1939-2004, TW 19661992 Virginia (Thompson) Pitzer, TW 19881991 [Now flying for UAL—Ed.]
Weeks, Cooper, TW 1966-1992 Cooper II, TW/AA 2001-2002 [Now with
CO/UAL—Ed.]
Wieneke, Wieneke Harold, OZ/TW/AA 1965-2003 Bryan, TW/AA 1998—
Williams, Williams Tom, TW 1956-1989 Jeff, TW/AA 1985—
Williams, Williams David TW 1955-1985 David, Jr., TW/AA 1985—
Zaeske, Zaeske John, TW/AA 1966-2003 Todd, 1965-1988 TW 1988-1988
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‘DUB’ DAVIS REMEMBERS—BITS AND PIECES Rufus W. ‘Dub’ Davis, 1920–2013, TW 1942—1988, goes over his notes at the Experimental Aircraft Association (EAA) Paul Harvey Recording Studio at EAA headquarters in Oshkosh, WI. in November 2010. Dub was video taped for over four hours (before editing) regarding his remarkable, over fifty year, aviation career. This was in conjunction with EAA’s ‘Timeless Voices in Aviation’ project. [See: www.eaa.org/ timelessvoices/] If you ever have the opportunity to visit the EAA AirVenture Museum on the Oshkosh Airport, you can view Dubs DVD, along with dozens of other oral histories of aviation pioneers that are preserved for future generations, at the ‘Timeless Voices’ Kiosk. See the July 2013 TOPICS for an account of Dub’s encounter with General Mark Clark on an Air Transport Command (TWA’s Intercontinental Divison) B-307/C-75 flight. The following are excerpts from Dub’s notes edited for readability.—Ed.
A Breed apart
Pilots were a breed apart in the 1930s and ‘40s—the senior pilots that came to the Wartime operation in Washington from the domestic airline included some really memorable characters. There was Dutch Holloway who learned to fly in France in Dutch Holloway on the 1917. He was also a Gold Miner in California, had dia- cover of the Dec. 1984 Topics. See it on line at betes and only ate the bottom www.tarpa.com click half of an orange 'where the on ‘Topics Archives’ most vitamins are'. When he flew over a route, it was forever firm in his memory. There was 'South Pole' Alton Parker who went to the Antarctic as the Marine Corps Representative Pilot with the Byrd Expedition in 1927. Byrd had a pilot from each Branch of the Armed services. Byrd's actual personal pilot however was Berndt Balken who I later met in Iceland. Balken was world famous as the most experienced arctic pilot—he laid out most, if not all of the northern routes that were used during WW2. He was a friend of the Captain that I was flying with. With Alton Parker, political pull probably helped him along in his early flying days. Alton's Parker's father had run for President in 1904. We had Hugh Herndon who was Clyde Pangborn's copilot on the first non-stop flight across the Pacific from Japan to the US. We had Art and Rollie Inman of the Inman brothers flying circus of the mid-west.
There were 20 to 30 that had come to the job in the same manner that I had…. I learned, much later, that when WW2 started our Chief Pilot [Otis Bryan] purposely chose that particular type of individual to fly the wartime operation that he was organizing for General Harold (Hap) Arnold, CO of the Army Air Corps and President Roosevelt who needed a way to distribute Personnel and Secret Communications around the world. At that time no branch of the Armed Services had any Passenger Carrying Airplanes, period. I find that is often hard for people to understand today….
Preserving memories
Today is April 24, 2010 and only yesterday I first realized that [daughters] Jaime and Maria had no idea of where my flying job took me for the 15 or more years before [they were] born. No one but those flying for airlines would understand if I Dub & Jaime at ‘Timeless’ taping said, "I was accruing seniority". When the war was ‘over' in Europe, Spring 1945, TWA's ATC operation began to change. We flew thousands of State Department personnel to Paris for distribution to the countries that had been occupied by the Germans for setting up new Governments in those areas. Coming back we flew thousands of critically wounded and terminally ill sol-
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diers on stretchers to different Military bases on the east coast, mainly Mitchell Field, Long Island, for redistribution to flights to hospitals nearest their homes—in reality, so they could die near home. We operated an 'ATC' airline from Washington to Karachi, India (now Pakistan). Most of our flights would go to Stephenville, Newfoundland, to the Azores, to Casablanca and Marrakech, then across North Africa to Oran, Algiers, Tunis, Tripoli and Cairo, then on to Karachi. Going back to Washington we usually went from Karachi to Cairo, to Rome, Paris, the Azores and Stephenville, Newfoundland. In 1942 I was on the 53rd or so flight that had ever crossed the north Atlantic with passengers in a land plane and we were For a great history getting out two or three a week of the WW II Air when I started. By ‘44-’45 there Transport Command (later MATS), was a crossing each way every as only Serling hour. This figure had been could tell it! Availachieved during the last year of able at www.amazon.com combat in France and Germany. Not all were TWA - the whole North Atlantic ATC operation [included] several other airlines that were doing the same as TWA. TWA had just been the first and we were the largest! Stephenville was usually a stop going both ways for all airlines then operating across the north Atlantic. Some place I have mentioned that a lot of the 1930 era pilots knew each other. When going through Stephenville with Hugh Herndon in early 1945 -we went to the 'O' club on the way to dinner at the 'DE GINK' (the name of all ATC hotels and restaurant facilities on our most frequently traveled routes ... there were two crews an hour for 24 hours everyday moving through, so it was a fair sized operation … there was 'Pang' [Clyde Edward Pangborn] the pilot with whom he had flown around the world (and the first non-stop across the Pacific from Japan to Wenatchee, WA fifteen years before ... and the same evening a short time later Ernest K. ‘Ernie’ Gann joined us. Gann was with [AAL] and had just written a great story, Island In The Sky, based on an event that happened on a U.S. flight early on in a DC-3. At dinner he said that he was
transferring to their Pacific Operation—it was early in ‘45 and their Pacific operation was expanding and he was taking the opportunity for some new experiences. From that operation he fashioned a novel which was made into a great movie. It was based on a weird characteristic of an engine that we had on C54s—one it always had but it could never be diagnosed so we just wrote it off as 'one of those things'. If one is still flying today it probably misses once every few hours and more Gann’s masterpiece likely then not for a month or so—just like they did 65 years For an in-depth look ago! Ernie made a big story out at this engine probof it and they both [books] made lem(?), see Bob Allardyce’s “No Easy blockbuster movies. Both Way To Tell This starred John Wayne. Be sure to Story…” article in the July 2011 read more about Ernie Pangborn TARPA TOPICS and Herndon on [the Internet]. available at When I came in on my last www.tarpa.com. flight on TWA-ATC Intercontinental Division (ICD) in April 46 we were on the second to last flight of that operation ... I was then sent to Kansas City to go to training for flying on our Domestic Operation. I bought a house on a small lake 4 or 5 miles north of the airport [MKC].
Back to my beginnings
Dub grew up on a farm in Haddon Twp., IN (A)
Google Maps
We were always looking for something to do that would take us into the world beyond Haddon Township. My first solo foray was when I hitched a ride with a neighbor to town, 5 miles away, on Saturday, March 4, 1933 to hear our new President Franklin Delano Roosevelt make his Inaugural address over the Radio. Jim Sproatt’s family had a radio. Jim was one of my ‘town kid’ friends and classmate. They even had a toilet and a bath tub in their house!
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… My next trip was with Warren ‘Croppy’ Arnett, another ‘town kid’ classmate, to Vincennes, June 14,1936, to see the President dedicate the new George Rogers Clark [of Lewis & Clark] Memorial. We hitch hiked. We stood beside the road, US 41, and put out our thumbs. It was not long until some one who knew us picked us up. They were going there too. This time we really got out of Haddon Township. Vincennes was even in another county, 19 miles from home. When the time came for the President to make his speech Croppy and I were standing behind the ropes way back with lots of other people. We saw some empty chairs way down in front of the podium in a roped off area. We ducked under the ropes and went down in front and sat in the empty chairs. No one bothered us at all. We had the whole area to ourselves and had an unobstructed view of everything! It was Croppy’s idea—being a town (Population 400) kid, he was ‘street smart’. We could see that the President could not walk. His son Elliot was helping him kind of walk and stand up. Elliot did a smooth job of helping his Dad whose legs, we later learned, were terribly shriveled up from polio and he had a steel framework to hold up his body. Also we were beginning to learn that you never know what you can get away with until you try! In the summer of 1936 Croppy … and I saved up enough to go to a Boy Scout camp near Terre Haute for a week. It cost the princely sum of four dollars. I had been hoeing corn for a neighbor for 65 cents a day and helping another to dig a cistern at the same rate of pay. Then I hit the jackpot! Another neighbor needed his dug wells cleaned out. If you have never looked down a hand dug, red brick lined, open well, it will be hard to imagine. They look so neat and rustic with the pulley and chain and water bucket with a gourd or tin cup hanging on a nail or a piece of baling wire but when their covers got old, chickens, birds, toads, snakes, and such would fall in and die. After a while when the water became too foul for even the live stock to drink, the well had to be cleaned when the water level was low in the summer. So they let me down into the well with a rope and bucket to do the job. It was pretty yucky but I got a dollar per well. I cleaned out two in a half day. I considered myself a high paid specialist. Two dollars for three or four $1 in 1936 is worth $16.85 in 2013 hours work. However when I got
home, my mom almost fainted when I told her what I had been doing. It was dangerous work! I will never forget the view when I was in the bottom of the well and looked up! Whew, it looked like it was ready to fall in on me, one brick could have killed me. … The next summer Croppy and I ventured farther from Haddon Township. We read in some magazine about the Citizens Military Training Corps (CMTC). [After] World War I [having been caught short of officers and soldiers] the people in Washington started a training program to correct this. Reserve Officers Training Corps (ROTC) in the colleges for the officers; the CMTC for the privates. The set up was that you go to camp for a month for four summers and do your homework. … That was stretching the limits of our imaginations and aspirations! … On July 1st [1937] we checked in at Fort Benjamin Harrison, Indianapolis, Indiana for one month of Army Infantry basic training. It was a cinch for Croppy and me—we both weighed 2 or 3 pounds over a hundred and were 5 feet 1 or 2 inches high, maybe the shortest guys in camp, but we were tough as Squirrels! (Squirrels are tough.) Regardless of the rigors of a day’s training, when we had stacked our rifles, we were off to the mess hall and the free movies. I had been shooting guns since I was big enough to lift one. The first day that we shot for score I shot Marksman—only one notch below Sharpshooter. It was simple. I just put the sights on the bulls eye and I remembered to squeeze the trigger very slowly. The recoil scooted me back quite a bit with every shot—a 1903 Springfield. ...Croppy and I spent several evenings with the regular Army guys who trained us in the field. We went to their barracks and listened to their stories. They told us to go to school and get some education so we would not have to carry ‘idiot sticks’ like they were doing ‘when the war comes’. That stuck with me. Of course, that isn’t the politically correct patriotic term to use today, but that is what a regular army soldier called his rifle in the 1930’s. They were realists! ...That experience and memories of the Civil War stories that my Great Uncle Horace Polk told me of his experiences in the Civil War when I visited him in the summers of 1932 and 1933 served
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to fortify the idea that the education route was the way to go! The idea of becoming ‘Cannon Fodder’ as he described rifle carrying soldiers was not inviting. ...We graduated from high school the next April,1938. Rural kids had an eight month school years so the boys could help with the spring plowing. The nearest college was Indiana State Teachers College (ISTC) at Terre Haute. The state awarded one scholarship per year to most high schools, but it was a total surprise when the school principal told me that he was giving one to me as I did not even know there was such a thing. It paid my tuition, $66 a year as long as I kept a ’C’ average [or better] which I did … My older brother was in school there and supported himself with a bicycle paper route. He arranged for me to do the same thing. ...This was the summer of 1938. It all went well,—paper route and school. ...In school I also learned that with two years of college you could qualify for a commission in many other branches of the armed services than the infantry. Even two years of college would qualify you to apply for the ‘Flying Cadets’ in Navy, Army Air Corps and Marines! That was really beyond the limit of my imagination! The ‘War Was Coming’ and the ‘Idiot Stick’ and ‘Cannon Fodder’ was always in the back of my mind. Last of August in 1939 when we were registering for the fall term, I read in the Tribune, the paper I carried … a small note that said College President Tirey had decided not to accept an offer of a government sponsored aviation course. I immediately went to see Earl Grinnell “The Dean”. His secretary took me right in and he explained that since this is a teachers college the President must have thought no one would be interested, but if you are, “Get me some signatures, he accepts petitions”. His secretary gave me some pads and as I left the building, the first person I ran into was Joe Moore. I explained the situation, gave him a pad and told him that I would meet him back there in an hour. We did and had 150 signatures. I went back inside and gave them to Dean Grinnell. It was amazing how fast things happened. In no more than a month or two the flying course was approved. Our math department Professor Shriner and Professor McDaid ,were getting ready to conduct ground school evening classes. The airport manager, O.W. “Bill” Jones,
had a flight instructor’s rating and was setting up a flight operation. He and George and Frank Hale (all of whom just happened to be from my hometown of Carlisle) formed a company called Dresser Aviation to do a contract. They raised $300 to make a down payment on a new $1300 Piper Cub and were ready, since Bill had the instructor’s rating, to start a class. Bill already had one Cub and this qualified them to handle 20 students. George and Frank were busy getting their instructor’s ratings also. Bill Piper, of Piper Aircraft, was a good friend of Bill Jones and he gave Bill an immediate pick up on a new Cub. Otherwise, with the new demand for trainers, he would have been way down on the delivery list. George and Frank got their instructor ratings very quickly.
Dub earns his wings
To get in the program we had to take a test and twenty of us were in the first class. The whole class went to the airport on a familiarization trip. One of my classmates was looking very closely at the Cub and told me that he could not figure out how the engine was hooked up to the wheels. Some never
In October 1938, Gen. Arnold brought in the top three aviation school representatives to request they establish an unfunded startup of CPTP schools at their own risk. These were Oliver Parks of Parks Air College, C. C. Moseley of the Curtiss-Wright Technical Institute, and Theopholis Lee of the Boeing School of Aeronautics; all agreed to start work. The CAA headed by Robert Hinckley, created the Civil Aeronautics Act of 1938 that contained language authorizing and funding a trial program for what would evolve into the Civilian Pilot Training Program (CPTP). President Franklin D. Roosevelt unveiled the program on December 27, 1938, announcing at a White House press conference that he had signed off on a proposal to provide a needed boost to general aviation by providing pilot training to 20,000 college students a year.—Wikipedia
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came back to the class after their ‘familiarization ride’ Bill gave me my familiarization on a beautiful late fall morning. There was a broken layer of cumulus clouds at around 3000 feet. We climbed up through the layer and when we came out on top, it was breathtaking. I had never imagined a sight so beautiful. Below was a broken layer of golden puffy clouds and all above was clear blue. It was the month that Hitler was bombing Warsaw. That was the start of WW 2 in Europe! It was hard to believe that it could be that beautiful above the clouds compared to the hell that was being rained down on the people of Poland.... For some years, Eddie Rickenbacker (another story), Slim Lindberg, Hap Arnold, Billy Mitchell and many others who understood what Hitler was building, had been pressing the powers in Washington to face the fact that a war was coming and we needed pilots. They said thousands and thousands— we not only did not have pilots, [we did not have] instructors to train them. To correct this problem is what the Civilian Pilot Training Program (CPTP) was designed for. There was no commitment required to take the CPTP flying course. Just pay for the insurance required which was $60…. After we finished ground school, those of us in the top 20, went to the airport for our first lessons in the Piper Cub. I had my first flight lesson Jan.27, 1940 and soloed Feb.18, 1940. I got my private license in early summer 1940. ... On early Sunday mornings, when I finished carrying my papers, around 7 AM or so, I would ride straight to the airport and often was flying ‘til dark. During this period, I was busy taking all the physicals and interviews and got appointments to all the three services that had aviation schools. The Marines (they did their own training in those days), the Navy at Pensacola and the Air Corps at San Antonio. I still have all the correspondence. I wanted to
go to school as long as possible and to get all the flying experience I could before going into one of the services. I passed up several classes but got to keep my options open because of being in school. In the early spring of 1941, I decided to go to the Army Air Corp flying class that I had just been assigned to. Joe Moore was assigned to the same class and was going and so was Jimmy Doolittle’s son. I gave up my paper route and my room on North 6th Street near school. A friend was driving me home to Carlisle to drop off my stuff. On the way south, we stopped off at the airport to say so long to Bill Jones. Bill said that he just got word that there was another CPT program coming that he was not getting a contract since he did not have the right airplanes. But Roscoe Turner at Indianapolis did have the right airplanes and Bill was sure I could sign up for it. He said it was to be cross country flying in a cabin airplane and commercial and flight instructor courses and to keep in mind that if I had a commercial license— ‘when the war starts’—I could write my own ticket. I also knew that I could go to any of the cadet classes, Army, Navy or Marines any time I wanted to. I said, “Heck, I don’t even have a place to sleep now.” Bill was airport manager and told me to just move into the hangar with Norm (Norman Orloff who was Bill’s general helper around the airport and was building up his own flying time), so I did. ...It was not long until we got word that the school was to start in Indy. The three courses, cross country, commercial and instructors were to take 60 days, so back to the hometown bank and when I got to Indianapolis, I paid the insurance and thought I had enough money for room and food to last the 60 days—about $100. I could do pretty well on $1.50 a day to eat and sleep. I also knew that when I got through, I had a job instructing for Bill. His CPT program had already grown to 60 or more students and several Cubs and the WACO. The school at Indianapolis was agonizing—
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Roscoe’s airplanes were rarely air worthy and we flew infrequently. Carlos Moore was in the same class. The money was gone—on four occasions, Bill flew in and gave me $100 and said “Hang in there!” The only break in the Allison started as an engine boredom was when and car "hot rodding" comJimmy Doolittle flew in pany servicing the Indianand out with the P-40 apolis Motor Speedway in that he was engine test- Indianapolis. James Allison was the owner of the Indiing for Allison. Little anapolis Speedway Team could I have believed Company, a race car busithat in six months he ness in Indianapolis … its would be a national hero name changed numerous for bombing Tokyo and times, first to the Allison only a year later, I would Speedway Team Company, then the Allison Experimenbe the navigator on the tal Company and last as the flight when we took him Allison Engineering Comto England to Head the pany before becoming a Eighth Air Force as well division of General Motors.—Wikipedia as many other “secret flights” such as the North Atlantic leg of the flight when our outfit brought Mark Clark back from his secret trip into North Africa to arrange the North African landing with the local authorities. [See the July 2013 TOPICS “Dub Davis on Gen. Mark Clark”—Ed.] ...We would watch TWA, two a day each way, going thru Indianapolis, watch the pilots as they got off and on the DC 2s and DC3s; never dreaming that I would soon be flying with many of the same pilots. Not flying much was boring so I did a lot of reading. Our ground school instructor was the Control Tower operator and I spent a lot of time in the tower watching him talk to the few flights that went through Indy each day and studied his ground school teaching notes. I even went to the CAA office and borrowed their manuals to read. On the day that I took the written tests for the instructor and commercial courses and passed, I also asked the CAA inspectors if they gave ground instructor rating tests? “Yes.” “May I take one today ?” “Yes.” I took one and passed then I asked if I could take another. ”Yes.” So I took another and passed. The next week I took two more and on Nov. 24 ‘41 I took the last one. The ennui of the summer and early fall was evaporating. Bill Jones showed up the day that I finished my flight test for the commercial and flight instructor ratings and I flew back to Terre Haute with him in
his Cadillac of an airplane, a Fairchild 24 five place cabin high wing monoplane, a pocketful of aviation ratings and a job as one of his flight instructors. I took over a class of several students whose instructor had moved up to a more advanced class. That was December 3, 1941, the next Sunday was Pearl Harbor—The War had come! It had been four years and six months since I had learned about “Idiot sticks” and to educate myself out of having to carry one. I was born at exactly the right time to have the time to prepare myself for ‘when the war comes’. So many got caught with no time to educate themselves. I had made it with four days to spare and my luck has held up for the next seventy years!
Dub hires on with TWA
When I took students on their first cross country flights, I always went thru Indianapolis to see what was going on in the outside world of aviation. I learned that three friends —one instructor, Bob Funkhauser, and two former classmates had gone to work for TWA in some kind of an elite secret operation in Washington D.C. I wrote a letter to Personnel Director, TWA Hangar 2, National Airport, Washington D.C. and by return mail I got a letter from a man named Kemper Jacks who enclosed a pass on TWA that said, “When you get here, look me up.” I did and he hired me. It was a good job— never dreaming that I would keep it for 46 years! We had some great experiences during the war. Although we did lose several of our flight personnel from different kinds of accidents including a crew that was shot down by the British; our guys could never have known who hit them. My neighbor, Orville Schultz, who owned the ’Sport Shop’ in Hollywood, Ca. and lived in the apartment just above mine in Alexandria Va., was the navigator and it fell to me to tell his wife. One airplane, a C-87, cargo version of the B-24, blew up over the South Atlantic most likely because of a gas leak in the plumbing of the long range fueling arrangement. This reminds me that one time when I came in from a trip on a C54 I had been assigned to go to C-87 … school and I proudly shared the info with the Captain that I had just made a trip with. He said, “Don’t go.” I looked at him quizzically? “Just don’t go.” … “Don’t say anything to anybody, just don’t go!” I would not set foot in that airplane!” I did not go! About two months later one of our C-87 s disap-
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peared en route to Ascension Island from Natal, Brazil. I was on the next flight to land at Ascension. We were west bound from Africa for Natal. When we learned that we had an overdue flight, my captain, Bill Jamison, asked, “How long over due?” The CO said, “Two hours”. “ How many planes do you have out searching?” “None yet.” My captain was furious but maintained his composure and calmly told the C.O., “Sir, Your operation is shut down until you get all the planes you have out on an organized search mission.” So I laid out ‘square search’ patterns for the Operations office and showed them how to do the search and we left to search on our way to Brazil. I don’t remember how many planes went out but several of us took off in a short period of time. We headed for our designated areas. En route to Brazil we square searched our area with as much fuel as we could spare. The flight was never heard from again. Along with the cockpit crew were six or seven of our mechanics on their way to Africa and points beyond. The navigator had been in the same B-24 class that I skipped and possibly was my replacement. Two other flights were just never heard from again during the war. One of these flights, we figured, was shot down by a German submarine. I had been to crew briefing with that crew but by happenstance had been moved back a day as a navigator who had come in with me showed up and was put on the crew that I had briefed with as we operated on a first-in, first-out basis. I was a check navigator and had ok'd him for first navigator so he automatically was due out before me. The next day I was on the same route near Devil's Island and saw a submarine firing on a surface vessel which we reported. Our flight of the day before had not been heard from. The Captain of the missing flight was our Chief Pilot so the new Chief Pilot led a search party to that area and found enough of the wreckage in a swamp a short distance inland to identify it but could not retrieve enough of the wreckage to determine why it had crashed. From the stories from the local fishermen it was assumed that the submarine had got them. One [of the crew] was Bob Funkhauser, my instructor from Indianapolis. And his Flight Engineer was Ray Jan who lived second floor up from mine directly overhead. Some time later his room mate, Mac McBride, was also killed in a crash. There were four of us on the TWA Air Transport Command op-
eration in our apartment building and I am still here. I have never been superstitious so I never thought about moving.
Winding up ATC/ICD
A friend who was on the last leg of that last [ATC] flight and with whom I am in E-mail contact told me that Roosevelt and General Arnold were both waiting for them when they landed at Andrews Air Base near Washington with General Clark and his bundle of iron pipes! The invasion was only a few weeks after that. I learned the rest of the details 20 years later when I had a long talk with General Clark reminiscing about our flight together. At the time of the flight, we (the crew) had no clue except that when we were preparing to leave Prestwick, Scotland heading west, Clark, our only passenger, told us that if we were to ditch, “This goes overboard first!” It was a bundle of about five 24-inch long pieces of galvanized 2-inch pipe that was sealed and weighted with lead. So we knew that his papers were really ‘SECRET’. All of our flight orders were marked “SECRET”. We were supposed to check them all in when we got back to Washington each time— which I did obediently. Also we had to check in our passports. The passports would show where all we had been flying on those 'secret flights' and our military ID which Identified us as Officers, in my case my rank was 1st Lt., which I got at the Pentagon, was called an AGO card, Adjutant Generals Office ID. The idea was with a passport we could fly into neutral countries and with the Military ID we could fly into ‘war zones’ and be automatically 'Active Duty Military' - so I really could not tell stories later about the secret missions I flew on during the first months of the war since I could not prove anything and it might just get an, “Oh, yeah?” But much later in, 1992 at our 50th anniversary reunion, I sat at dinner with Henry Dale, good friend and radio operator with whom I had made many flights. I told him that when the war was over, I learned that the folks at home did not really believe my stories. It was not logical that I could be instructing in Cubs in Terre Haute, Indiana and four months later, come home and tell about being third in command of a crew of eight on flights with General Jimmy Doolittle and General Mark Clark, secret flights for the President and the head of the Air Corps, General Hap Arnold. Then Henry said ,“I have them all-- I never ever turned in anything except the AGO card
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and Passport to dispatch. Of course I went to the Pentagon and turned in my AGO card or they would not give me my last paycheck just like you did. I have all the secret orders out in the car right now; even the ones where we were on the same crew.” We copied them, so after 50 years I could prove my stories. I have some real souvenirs, ….
Dub’s ATC & TWA uniform insignia collection
Postwar TWA and note
The wartime operation lasted four years and after the war, we found that we had all been put on TWA’s pilot seniority list when we made our first flight on the war operation and we had from 3 to 4 years of seniority which was enough to hold a Captain bid on the domestic airline—it was a total surprise! I quit after 46 years in a TWA cockpit and had been No. 1 on our pilots’ seniority list for some time. I was also the last pre WW 2 pilot flying for TWA. I flew Captain until I was 60, then I got a flight engineer’s license and since the FAA ‘Age 60 Rule’ did not apply to the flight engineer’s position and since my seniority entitled me to fly as engineer, I chose to fly engineer for another eight years until I was 68. The last 15 years were on 747s. I don’t know if I would have quit just then, but my good friend, Idus Inglis, was # 2 and wanted to retire, but wanted to be No.1 when he did, so I did him a favor. I should mention that most airline’s pilots operate on seniority; most senior guy gets first choice at what
has to do with who flies what, where and when. Politics only determines who is the boss. Great system! Joe Moore went through that Army Air Corps class in ’41 and was a 2nd lieutenant in a fighter squadron. He got a leg blown off when he was running across the ramp to his airplane in Hawaii on December 7. His brother Carlos and Croppy both came through the war A-OK! When I began to write these memoirs I had a bit of a problem with dates etc. I read in the AOPA magazine that one could write to the FAA for copies of their Records. I did. In two mailings, total postage $41.05, total height of the stack of paper 4 ½ inches, weight 8 ½ pounds; all my records! Every thing is there. I may count the pages someday. Now I have no excuse for failing memory. And like my War Time memories, I have written proof of everything that I may write here. There even was a letter stating that no violation of any kind had been filed to my name. I have copies of every piece of paper work that was ever sent to the CAA and FAA; stuff I would never have dreamed of. I have copies of physicals, flight ratings from Piper Cub to Boeing 747 and all paper work from 1939 to 2009 where my Mayo Doctors certified that my pace maker has a perfect 5 year history and the FAA issued a Third Class Medical for me to exercise the privileges of Private Pilot; good from one Pacemaker check to the next! A nice present to have for my 90th year! It mainly serves to impress me as to the reliability of my pacemaker. Maybe I will go flying again -From www.faa.gov/ Get Copies of Airman Certification Records There are two ways to get copies of your airmen certification records. You can mail us: a Request for Copies of My Complete Airman File (PDF, 142 KB) form or a signed, written request stating your: name date of birth social security number or certificate number You can mail all your requests to: Federal Aviation Administration Airmen Certification Branch, AFS-760 P.O. Box 25082 Oklahoma City, OK 73125-0082 Once we receive your request we will notify you of the total charges due and payment options.
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the
Grapevine
First stealth aircraft arrives at Tucson bone yard
FROM AL HERNDON, TW/AA 1969—? I was at American Airlines week before last at a meeting and a Delta guy wanted to go through the museum so I went with him. … I was NOT surprised that the little TWA corner is gone. They have converted it into a kids play area….
FROM MARC BRECY, FORMER PARIS CDG FLIGHT DISPATCH, Now twaseniorsclub.org web-
master, looks like he is getting grandson Maël off to a good start!
FROM DAVE HAASE, TWA 1966—2000 Dave served many years as our TWA ALPA Central Air Safety Committee Chairman. The news reports the next couple of days will spend a good portion of the time covering the Kennedy presidency. Recalling the Purdue Airlines [Purdue Aeronautics Corp. operated a Part 121 Non-Scheduled charter Airline. Second year Aviation Flight Tech. students got right seat time on the DC-3 Operation. Many Purdue Av. Tech. grads were hired by TWA and OZ in the ‘60s.—Ed.] trip that took the University of Louisville basketball team to a tourney in Houston. I got out my old logbook and thumbed through the pages. Sure enough, there were the entries for November 22 & 23 1963. It, as I recall, was a two ship charter from Louisville. In those days, I didn't make notations of the names of the captain and flight attendant. But, I found Emilio Salazar's initials in the logbook for the ferry leg to Louisville apparently to verify that I got the takeoff and landing experience. We flew N6898D. Because of the length of the flight and the limited range of the DC-3, fuel stops were scheduled for Memphis and Shreveport. When we arrived in Memphis after more than 3 hours block time, rain was coming down in buckets. Nevertheless, passengers had disembarked during the stop. I was assigned the duty of supervising the refueling which included the need to get up on the wing and stick the tanks while Emilio took care of the paperwork and flight planning. I had a raincoat on, but to no avail as I got soaked to the bone. Upon completion of the refueling I went inside the charter terminal building and everyone was standing around and focused on the single television set. Everyone seemed stunned. I was trying to understand what was going on and asked the person next to me. After a couple of minutes I was aware of the gravity of the events as it seemed apparent that Kennedy would not survive. Although dazed by the events, attention PAGE 25 ... TARPA TOPICS
turned to the coaches who were trying to determine if the scheduled tourney would take place. Eventually they made a decision to continue to Houston. After departing and reaching cruise altitude, my clothes were still wet and I was shivering. A tube from the heater normally used for defrosting the cockpit windows became my ally. As instructed, I took off my jacket and dress shirt and bathed myself in the warm air from the tube. After another fuel stop in Shreveport we arrived during the evening hours of a very cool day. Both crews headed for the layover hotel, checked in and went straight to the TV sets. I believe we all gathered in one room. There was little discussion and more than a few tears as we tried to absorb what had taken place. Some time later, we were advised the tourney had been cancelled. The next day, we loaded the teams and headed back to Louisville via Memphis and then returned to Lafayette, [IN.] I guess I've mentioned this experience before, but what struck me in addition to the memories of the events was that it was now 50 years ago. A half a century. It doesn't seem that long ago. Since then, we've had good times and bad. The good news is that many of the people we knew at Purdue are still around and active. I went back to Lafayette a few weeks ago to participate in events related to the 50th anniversary of the School of Technology. The Aviation Technology campus has grown over those The Purdue University Airport campus at Layears with the Neiswonger classroom addition to the main fayette, IN in the 1960’s. Lower left and lower center buildings are the Aviation Maintebuilding and several new hangars and other buildings having nance and Aviation Flight Technology classbeen added including the Holleman simulator facility. What's rooms and labs. Lower center was also the really neat is that we were able to participate from near the very Lake Central Airlines terminal. Upper center beginning of the Av. Tech. program and Purdue Airlines with was the Purdue Aeronautics Corp. facilities. When I started at Purdue in 1959, it was the some wonderful teachers and now great friends. only college in the USA that offered degrees Oh, I almost forgot. Logbooks are most interesting docu- in Av. Maint. And Av. Flt. Tech.—a two year ments. It's worth taking the time to look through a few pages Associate Degree in Science. All other acand remember some of the events from the past. Primarily, it's credited schools with flight programs reimportant to remember some of the people we had a chance to quired a major, such as Aero Engineering or Industrial education with the aviation learn from and work with. courses as electives.
FROM WALLY MORAN RE BILL JANSEN
I am saddened to hear of the passing of Bill Janssen on November 20, 2013. I suspect anyone who ever flew out of JFK knew Bill Jansen. Bill was responsible for everything related to the support of the flight crews. Whenever someone needed a Jeppesen revision, expense report, deadhead travel pass, or any other piece of paper to get the job done, Bill was the man that got it for you. He not only took care of what we pilots needed but he did it with a smile. When I checked in to JFK (my first domicile) in September 1964, I was introduced to Bill. He took the time to walk me around hangar 12. He gave me a great tour including the medical department, crew schedule and all the places I might need to visit. Then he took me to his area, the mail room. There he showed me my mail box which already had revisions in it. Bill even mentioned that he had one or two navigation kits built up in case I ever need to borrow one. Hard to tell how many pilots Bill kept out of trouble when they forgot their nav. kits. … He really made a new kid feel part of the family. Latter when I returned to JFK in about 1992, Bill was still there supporting pilots. I had the pleasure to work with Bill for several years, where I learned again what an asset he was to the JFK domicile and to TWA. Time after time I watched Bill solve a problem for a pilot and each time it was with a smile. I suspect if any of us old JFK pilots ever get to heaven, Bill will meet us at the gate and be ready to show us around again. God speed, old friend. PAGE 26 ... TARPA TOPICS
FROM THE AMERICAN AVIATION HIST. SOCIETY JOURNAL, FALL 2013 Good article on OZA in their series on ‘Local Service Airlines’. Membership in AAHS is only $40/year. Their great quarterly journal is well worth the price. The society covers all facets of aviation, both civil and military. Check out their web site at: http:// www.aahs-online.org
Bob and Alice Sherman were special guests of the Association at the 2013 convention in Washington. Bob, TWA 1952—1982, received special honors for his many years of service with TARPA.
FROM JIM HAMMON, TW 1966—1999 Before I hired on with TWA in late 1966, I was flying in the Navy, assigned to VP 11 at the Naval Air Station in Brunswick, Maine. One of my squadron mates, Ray Rossman, left active duty about the same time I did, but went with Pan Am. We stayed in touch for a while. He told me a funny story once about a Pan Am Captain he knew who had the reputation of being like an absent-minded professor. When Pan Am crews at JFK were leaving on a trip, they could drive their car up to the terminal, get out and take their crew kits and suitcases to a small holding area very near to where the crew bus stop was. They would then go park their car at the employee parking lot, ride the crew bus back to the terminal, retrieve their luggage and go on in to work. This procedure allowed them to not have to load and unload their heavy luggage on the crew bus. The “professor” drove up to the curb by the bus stop one day, got his luggage out of the trunk and walked toward the storage area. A friend of his who was waiting for the crew bus called out to him and they each walked over to the other and chatted. When the crew bus arrived, they said their goodbyes and the friend walked toward the bus and the professor went on into the terminal with his luggage, leaving his car at the curb with the engine running and the trunk lid open. Just as his friend was about to board the bus he realized what had happened so he took the car to the employee parking lot. About a week later, when the professor’s long international trip was over, he came out of the terminal and walked toward the bus stop. He stopped in his tracks when he saw his car setting at the curb with the engine running and the trunk lid open. He stared at the car for what seemed like a full minute. Then a broad smile crossed his face as he put his luggage into the trunk, got in the car and drove away, accompanied by the sound of loud laughter, cheering and clapping from the unusually large crowd of employees at the bus stop. PAGE 27 ... TARPA TOPICS
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June 30, 1956 TWA Flt. 2 (LAX—MKC) and UAL Flt. 718 (LAX—MDW), parked at adjacent gates at LAX, taxi out for takeoff within minutes of each other.
Wikipedia
“Trans World Airlines Flight 2, a Lockheed L-1049 Super Constellation named Star of the Seine, with pilot Jack Gandy and copilot James Ritner in the cockpit, departed Los Angeles at 9:01 am with 64 passengers (including 11 TWA off-duty employees on free tickets) and six crew members (including two flight attendants and an off-duty flight engineer), and headed to Kansas City Downtown Airport, 31 minutes behind schedule. Flight 2, initially flying IFR, ascended to an authorized altitude of 19,000 feet and stayed in controlled airspace as far as Daggett, California. At Daggett, Captain Gandy turned right to a heading of 059 degrees magnetic, toward the radio range near Trinidad, Colorado. The Constellation, like the DC-7, was now ‘off airways’." - Wikipedia [Gandy was born in 1915, hired in 1939. Ritner was born in 1925, hired in 1952.—Ed.] You know the rest of the story. The Federal Aviation Act of 1958, with sweeping changes for all facets of U. S. Aviation, was a direct result of this tragedy. To see an excellent 45 minute analysis of the accident (the three screen shots above are from the video) go to: http://www.youtube.com/watch?v=O0bmBcTBCM Also, We Are Going In by Mike Nelson (available at amazon.com and others) “...is the story of a tragedy. It is a search for the truth told as an authoritative documentary, presenting some of the author's theories about what happened along with a great deal of established or irrefutable fact, and distinguishes the two plainly from each other as it goes along. The book is written in a spirit of compassion, and as a result is as dramatic and moving as it is informative. ...The technical passages are clearly explained in layman's terms and give the reader a deep sense of understanding what happened. On the other hand, for the reader who may prefer to enjoy the book simply as a drama, the author provides an outline of where most of the technical sections are, and has written the book in such a way that these can be skipped without disrupting the continuity or the substance of the story….” PAGE 30 ... TARPA TOPICS
TWA AIRCRAFT PLAYING CARDS COLLECTION
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LOU BURNS SUBMITTED THE FOLLOWING FROM AN AP ARTICLE ZVONKO BUSIC, 67, CROATIAN HIJACKER, DIES By DANIEL E. SLOTNIK
Associated Press “Croatian news reports said that Mr. Busic had shot himself [Sep. 1, 2013]. His American-born wife, Julienne Eden Busic, found the body and a suicide note, the reports said. Hijackings for political reasons were not uncommon in the 1960s and ’70s, but Mr. Busic’s seizure of T.W.A. Flight 355 — an ordeal that ended in Paris 30 hours later — was the first involving an American domestic flight after strict security measures were introduced at airports in the United States in 1972. “Mr. Busic, left, sitting behind Mr. Busic, who was 30 at the time and living in Manhattan, said he pilot of T.W.A. Flight 355.“ wanted to draw attention to Croatia’s struggle for independence from Tito’s Yugoslavia. He and his wife, as well as three Croatian co-conspirators who had also been living in the United States, boarded the flight on the evening of Friday, Sept. 10 [1976]. The plane, a Boeing 727, was carrying more than 80 passengers and crew members bound for Chicago. Around 8 p.m., as the plane soared over Buffalo, Mr. Busic handed a note to a flight attendant, who delivered it to the pilot. The note said that he and his co-conspirators had five bombs on board and were commandeering the plane, and that another had been planted in a subway station locker under Grand Central. Implicit in the note was that they would detonate the devices if their demands were not met. The hijackers wanted a long declaration of Croatian independence to appear in The New York Times, The Chicago Tribune, The Washington Post, The Los Angeles Times and The International Herald Tribune in Paris. They also wanted the authorities to drop thousands of leaflets printed with the declaration over London, Paris, Montreal, Chicago and New York. Their demands were largely met: all the newspapers except The Herald Tribune printed the declaration, and leaflets fluttered over all five cities, some from an escort plane, some from helicopters. But what the hijackers had displayed as one of their bombs was actually a metal pot with wires and clay cobbled together to look like the real thing. The hijackers had smuggled the components through security and assembled them onboard. Only the one below Grand Central was real, as the New York City police discovered after being directed there while the hijacking was in progress. In his note, Mr. Busic explained where the bomb was hidden and how to remove it safely. He never intended to detonate it, he said later; it was a ruse, to convince the authorities that he had real bombs on the plane. The police officers took the device to a bomb squad demolition range in the Bronx. There, as officers tried to defuse the bomb, it detonated, killing Officer Brian J. Murray, partly blinding Sgt. Terrence McTigue and wounding Officer Hank Dworkin and Deputy Inspector Fritz O. Behr. The New York based crew conMeanwhile, the plane was heading for Europe under the escort of a Boe- sisted of Capt. Dick Carey, TW ing 707, making four stops to refuel; the 727 was not designed for trans- 1963—’91; F/O Lou Senatore, TW Atlantic flight. In one stop, in Gander, Newfoundland, 35 hostages were 1966—’99; F/E Tom Sheary, TW 1968—’98. Read the full account released. in the Sep. 30, 1976 TWA SkyThe French government allowed the plane to land in Paris when it be- liner available on the Univ. of came clear that it was low on fuel. Surrounding it at Charles de Gaulle air- Mo., K.C, western hist. mss. col: port, the French police shot out its wheels during a 12-hour standoff that www.umkc.edu/whmckc/twa/ TWASkyliner/
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ended with the hijackers’ surrender at 8 a.m. Sunday, Sept. 12. None of the hostages were harmed. … Returned to New York, the hijackers were charged with air piracy resulting in a death and conspiracy. ... All five were convicted in 1977. Mr. Busic and his wife received mandatory life sentences, while the others … received 30-year sentences. … [Busic was paroled and returned to Croatia in 2008.] Mr. Busic was active in politics after he returned to Croatia. On Wednesday, in Zagreb, the capital, prominent Croatian politicians joined hundreds of others in giving him a hero’s funeral.”
JEFF HILL, JR. TW/AA 1990—2003,
now a corporate pilot, took this ‘photo of a photo’ while transiting Ohio State University Airport (OSU) recently. You may recall that following this ‘wrong airport landing’ of a TWA 707, destined for Port Columbus (CMH), company policy was amended to require all approaches to runways served by an instrument approach procedure, utilize that electronic guidance. The editor contacted old friend Walt Thompson who was a TWA CMH based A&P at the time. Walt replied, “I had just got off work and was driving home when I heard on the radio that the TWA plane landed at Don Scott airport. I went on home and got the details later the following day. Our crew took the power unit, the water truck and two mechanics along with the ramp service people to the airport. Our mechanics stayed with the plane all night. In the morning, the pilot supervisor and crew went to Don Scott and did their walk around and preflight, then took off for CMH. The aircraft was serviced and left on a scheduled flight. Later in the day, Captain Chittenden and the first officer flew out first class on a scheduled flight. The flight engineer worked a scheduled flight out. A few years before I retired in ‘93, I recognized an MD/80 captain who had who been the flight engineer on flight 30. We spoke briefly and he was surprised I had recognized him….”
FROM BARRY CRAIG, TW 1964—1992, REPLYING TO AN EMAIL CONTAINING THIS PICTURE of the guys at a Chicago pilots ‘lunch bunch’ that he was unable to attend: “Yes I recognize all of you very wonderful guys and only wish that circumstances would allow me to share some time with you. Still, those wonderful ‘Up Up and Away’ years we shared will never diminish nor can they ever be taken away from us. Fellows, you have been among the most important moments of my life.” L to R, top row: John Rohlfing, Jim McMonigal, Bill Smith, Arnie Kellen, Fred Arenas, Ed Haerter, Dave Haase, Wes Jacobson, John Barrett. Bottom row: Jerry Lawler, Jeff Hill, Sr., Jeff Hill, Jr., Tom Hoppe, Doug Jennings.
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CAPTAIN BILL KIRSCHNER giving a TARPA donation of $500 to TWA Museum Director, Pam Blaschum. The suggestion was voted on and passed unanimously at the TARPA Convention membership meeting, Washington DC, 14, October 2013. Also, a TWA uniform hat emblem Medallion was given, which was highly praised by all who had seen it.
From L. to R. Captains Milo Griffin, Bud Kuball, Bill Kirschner, Rufus Mosely, and soon to be TARPA member, F/ E Pete Dixon. We were TRAPPED at the Double Tree in New Orleans with 209 TWA Cabin Attendant's at their annual Silver Wings Convention. What fun!
FROM JOHN GRATZ, WITH THANKS FOR THE THOUSANDS OF HOURS HE SPENT
IN SERVING HIS FELLOW PILOTS, BOTH DURING AND AFTER HIS FLYING CAREER From an email to John Bybee and the TOPICS editor who is sorry that these arrived too late for inclusion in this issue’s Flown West: “John, this will be the last F/W to and from me. Please forward these sad notices to Bob Willcutts. He has agreed to take over. John, let me say again that I have appreciated your work through these many years. You keen eye has rescued me from many mistakes and typos.” [And ditto on that last from the TOPICS ed.] IN MEMORY OF CAPTAIN JAMES R. FEIL OCTOBER 14, 1935 – OCTOBER 17, 2013 TWA 1965 - 1997 IN MEMORY OF CAPTAIN WARD C. BUDZIEN MARCH 5, 1929 – NOVEMBER 11, 2013 TWA 1952 – 1987
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John Gratz on the cover of the November 2008 TOPICS at which time he ‘retired’ after editing the magazine for twelve years. It is available in the TARPA TOPICS archives on line at www.tarpa.com. Click the ‘Topics Archives’ button.
FLOWN WEST FLOWN WEST
IN MEMORY OF CAPTAIN DONALD R. HALVERSON MARCH 31, 1924 – FEBRUARY 7, 2012 TWA 1953 - 1984
Donald R. Halverson passed away on February 7, 2012 after a short illness. He was raised in South Dakota, graduating from high school where he was voted as “the boy most likely to succeed”. His ambition was listed as “Pilot”. He served in WWII flying B-17s and B-29s and continued serving in the Air Force Reserves. His love of flying ultimately brought him to TWA in 1953. He began flying the Constellation out of Kansas City, transferred to the Los Angeles base a couple of years later and continued to fly from the West Coast. He continued flying the “Connie”, then the Convair 880, Boeing 707 and Boeing 727. He retired as a Captain at TWA after 30 years of service. His airport pals nicknamed him “Connie Don”. After his last flight on the “Connie” in January, 1961 from Albuquerque to Los Angeles, he remarked in his log book, “The End of An Era”. Don loved all forms of transportation including airplanes, motorcycles, boats and trucks. He never lost his fascination with “big machines that go places”. He described himself as a retired captain, hobby trucker, motorcycle bum, light plane enthusiast, mechanic, carpenter, plumber, electrician, gardener, pool player, husband, father, grandpa, and great-grandpa. To his loving family and devoted friends who knew him best, he will be remembered as an exceptional person who will be missed by all. His was a life well-lived as he always loved what he did and he always did what he loved.
IN MEMORY OF JOSEPH C. LYNN JANUARY 16, 1928 – OCTOBER 18, 2013 TWA 1954 – 1988
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IN MEMORY OF ROBERT W. ALLARDYCE SEPTEMBER 23, 1922 – JUNE 25, 2013 TWA 1953 – 1985
Robert William Allardyce, 90, of 16 Churchill Street, Pittsfield, Mass., died peacefully on June 25, 2013, at his home surrounded by his family. Robert, known as “Bob” to his friends and family, was born in Sacramento, California, on September 22, 1922, the son of William and Addie Wilmot Allardyce. Theirs was a hard life of the Great Depression, scratching out a meager life as carnival workers. Eventually, Bob graduated from Oakland California high school in 1941 and then went on to complete the A&E Mechanics program at the National Youth Administration Vocational School in Sacramento. After finishing vocational school, he trained as an aviation mechanic at the Sacramento Air Depot at Plane Haven, California. Like so many of his peers, he joined the military and enlisted in the US Army on December 15,1942. His active service was spent as an F/E on the B-17 and B-29 aircraft in the Pacific Theater. He was assigned to the 39th Squadron, 6th Bombardment Group of the 20th Air Force in the Marianas. He flew multiple photo reconnaissance and bombing missions over Japan from the US base at Tinian Island. He left a poignant documentation of that experience in a piece entitled, “Wartime Memories”, yet to be published but perhaps surely awaiting its time. He was honorably discharged on December 4,1945 after having earned the rank of Master Sergeant. After the war, he joined and flew with the start up airline, Trans Ocean. Bob went on to join TWA in 1953. He married and raised two children while flying out of SFO. His long and rich life at TWA began. He was to fly the Connie, B-707 and B-747, all as F/E and finally in his last years as IRO on the B-747. He was remembered as a great guy to share a cockpit and a layover with: warm, kind and fun. Bob was a genuine fighter for the rights he felt belonged to all his fellow crewmembers. When the Crew Complement struggle between the FEIA and ALPA unions broke out in the early 1960’s, he risked much personally to help forge a workable compromise between the two antagonistic groups. Agreeing with the solution which left ALPA as the survivor and FEIA as a memory, Bob was not popular with his peers. In the end, the “A” and “A-1” agreements embodied into the ALPA contract, resulted in some ruffled feathers all around and a sound solution for a lifetime of labor peace and job security for all in the cockpits of TWA. He took no credit; only satisfaction in the resulting good. During and after his flying career, Bob was active in aircraft safety and accident work. He became recognized as an expert in navigation and aircraft control systems. The highpoint of these endeavors was his 11 year investigation into the Korean Airlines Flight 007 tragedy. Bob and co-author James Gollin published a two volume book, “Desired Track”, in 1995 which detailed their research and position on events precipitating the passenger aircraft’s destruction by a Soviet fighter jet on 1983. Bob and Jim’s work also inspired a made-for-television movie named “Shootdown”, which still occasionally runs on network television.
Though Bob’s list of life accomplishments and experiences could fill a book, his true love was
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spending quality time with family and friends. In 1974, he married TWA F/A Barbara Ziehsdorff, moved to Pittsfield, Massachusetts, raised two more children, Dagan and Kimberly and lived a second full family life in the Berkshire Mountains of New England. He is remembered in his community as a caring person who extended himself to all and shared his love and humor without reservation.. He is survived by wife Barbara; daughters Pegi and Kimberly; son Dagan and daughter-in-law Annemarie; granddaughter, Isla; nieces and nephews on the west coast and his faithful dog, Ziggy. Bob Allardyce, a truly good and gentle man to be remembered. Submitted by Nick Mourginis
IN MEMORY OF CAPTAIN MORRIS J. O’CONNELL MAY 11, 1928 – JUNE 27, 2013 TWA 1955 – 1985
Morrie was born in Grafton, North Dakota and later grew up in Grand Forks, where he attended the University of North Dakota. He then joined the Navy and became a pilot on P2Vs based at Brunswick, Maine. The “Cold War” was in progress, so Morrie and his crew patrolled constantly, far and wide over North Atlantic waters keeping tabs on Soviet submarines. Morrie was hired by TWA in October 1955, and after initial training, was based in Kansas City where he flew the Martins and all models of Lockheed Constellations. He was assigned to the San Francisco Domicile in 1960 where he worked his way up the list flying Convair 880s, Boeing 707s and the Lockheed 1011. He later flew the L-1011 at JFK on International routes. After many years living in Sunnyvale, California, Morrie and wife Carol, realized their dream as avid golfers when they moved to Pebble Beach and joined the adjacent Monterrey Peninsula Country Club. There, they enjoyed both frequent rounds of golf and long walks along the beaches and in the woods. Morrie and Carol were admired by their many friends for their great golf and low scores. They were also envied for their record of playing almost all of the famous golf courses around the world. Morrie was a quiet man, but he had a great sense of humor. His jokes were legendary. They were funny, but never mean. He made friends easily and had more than many. Fifty-eight years ago, my wife Pat and I were among the first at TWA when we met Morrie and Carol as we all started our long careers as TWA Co-Pilots and Hostesses. Morris J. O’Connell will be missed, but remembered by his family and legions of friends. He is survived by wife Carol, daughter Kelly and son Mike. by John P. Gratz
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N MEMORY OF CAPTAIN IRVING W. BOSTWICK SEPTEMBER 23, 1929 – JULY 13, 2013 TWA 1956 – 1985
Irving Weir Bostwick was born in Philadelphia, Pennsylvania to Alexis and Dorothy Bostwick a little after the stock market crash of 1929 that propelled America into what would become known as the Great Depression. Irving’s parents would not remain together during this tumultuous time, so Dorothy took her son to California to live with her parents. … In 1945 at the age of 16, Irving joined the Merchant Marine, a fleet of ships that carries imports and exports during peacetime and becomes a naval auxiliary during wartime to deliver troops and war materiel. He served on and off for five years traveling to various locations in the Orient. On July 25, 1950, military forces of the Democratic Republic of Korea crossed the 38th parallel and invaded South Korea. The United States provided nearly 300,000 troops to help the South Koreans repel the invaders, and Irving was one of them. Irving joined the Army soon after the conflict began, and served as a Military Policeman in several prisoner of war camps in South Korea until 1952. Following the war, in 1953 Irving would begin preparing for a new career as a pilot. In November 1956 Irving was hired by Trans World Airlines. He began by flying the piston engine Lockheed Constellations. Over the span of 30 years Irving would fly a variety of both propeller and jet engine aircraft, including the Convair 880, Boeing 707 and Lockheed L-1011. During his time with TWA, he would also serve seven years as a flight instructor and over three years as a Flight Manager before retiring in 1986. Irving was the father of two children from a previous marriage, a son, Chris, who would follow in Irving’s footsteps and become a pilot with the United States Navy, and daughter, Linda who currently lives with her husband Rick in California. It was in 1979 when Irving met JoAnn, the woman with whom he would spend the rest of his life. They married two years later and he would have two additional sons, David and John who were from a previous marriage of JoAnn’s. Between the two families previous marriages there are now several grandchildren and great grandchildren. … Irving was a distant relative of Washington Irving who was an American author, essayist, biographer, historian and diplomat of the early 19th century who was best known for his short stories, “The Legend of Sleepy Hollow” and “Rip Van Winkle.” Irving possessed several of Washington’s books, his ink well, and a sea chest which he donated to the author’s home in Tarrytown, New York which is now a museum. Irving loved dogs, and specifically disliked cats. His most notable companions over the years were a jet black Labrador he named “Troubles,” whom he had found abandoned on the side of the road, and in his later years, a brown and white boxer named “Rocky,” who was his faithful companion for twelve years. Irving led an active life and enjoyed many hobbies including tennis, jogging and scuba diving in several places around the world. Irving is survived by his wife JoAnn, daughter Linda, son Chris, and stepsons David and John. by JoAnn Bostwick
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IN MEMORY OF CAPTAIN DONALD E. PULLMAN JANUARY 12, 1930 – JULY 14, 2013 TWA 1956 – 1990
IN MEMORY OF CAPTAIN JOHN W. HATCHER JULY 28, 1929 – JULY 17, 2013 TWA 1955 -1989
John W. Hatcher of Hastings, NE passed away on July 17. He formerly lived in Leavenworth and Leawood, KS. He was born in Beckley, WV on July 28, 1929 to John H. and Violet Walker Hatcher. He grew up in Charleston, WV. After high school graduation, he was accepted into the Holloway Plan which included attending the University of Virginia and flight training as a Midshipman in Pensacola. He transferred to the Marine Corps upon completion and was sent to Korea as a fighter pilot in 1952. He flew 85 combat missions in Corsairs and was awarded the Distinguished Flying Cross, four Air Medals and other UN and Korean medals. In 1955, he joined Trans World Airline. He retired in 1989 as Captain after 34 years having flown the ‘Connies’, DC-9, Boeing 727, Lockheed 1011 and Boeing 747 on both domestic and international routes. He also served in the Marine Corp Reserves until 1970, retiring as a Colonel. John was a charter member of the Airline History Museum, life member of the Naval Aviation Museum, Leavenworth Lions Club and Marine Corps Museum. John married Sally Dorr on June 27, 1959 in San Mateo, CA. She survives along with their children, John W. Hatcher, Jr., Austin, TX; Susan Hatcher Overmiller, Hastings; and Sharon Hatcher Tilley, Larkspur, CA; and their spouses, Leslie Hatcher, Tim Overmiller and Christopher Tilley. There are 9 grandchildren to cherish his memory: Taylor, Matthew, Blake and Nathan Overmiller; Jeffrey, Steven and Laura Hatcher; and Andrew and Ian Tilley. John is survived by his sister Carolyn Hatcher McColloch of Austin, TX and her husband, Sam as well as many nephews and nieces in TX, MI, GA and IA. A service will take place on Saturday, July 20 at 1 p.m. at the Livingston, Butler, Volland Funeral Home, Hastings. In lieu of flowers, memorials may be made to the LCHS Foundation for the Future (Leavenworth County Historical Society), [or the] Airline History Museum in Kansas City, MO. Submitted by Sally Hatcher
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Flown West Checklist in the event of death of a Retiree, Spouse or Dependent The following items are to enable you to nd the answers for your estate upon the death of a TWA Retiree or Spouse: Make copies of all correspondence and log all phone calls by name, number & time.
Contact American Airlines HR at 800-447-2000, prompts 1 & 2, ASAP after death of a retiree by a family member. Fax 888-891-3625. MetLife, 800-440-6081 if needed, for proof of insurance. USPS. American Airlines HR Services. Overnight Mailing: P.O. Box 9741. American Airlines HR Services Providence, RI 02940-9741. One Investors Way, Norwood, MA 02062
Information needed: Deceased Employee's Name, Employee Number (AA Number) or TWA payroll #. Date of Death, Cause of Death, relationship of notifying party, Address and Phone number of notifying party. Names of surviving family members, Marriage date (if caller is surviving spouse). AA HR will provide important information concerning any benets that may be provided. They will also send a detailed information package.
Medicare: Forms for Medicare should be at a hospital or Doctor's ofce.
Funeral plans: It is desirable that a person or family member have funeral plans ahead of time. These plans should be in writing and members of the family should know where they are located.
Death Certicate: Several ofcial copies of the should be made, at least 12.
Will/Trust: General knowledge of the contents of either the Will or Trust should be known or easily referenced. It is important to know the Executor or Trustee for the documents. Legal procedures for the Will/Trust need to be followed. Using a Trust/Estate Attorney is the safest route for these procedures. Legal advice will conrm if the Will/Trust needs to be probated or not.
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Internal Revenue Service: An accountant or tax attorney should be contacted to determine the liability of taxes due on the estate for both federal and state. The laws are constantly changing and the allowed deductions and exemptions vary from year to year and state to state. Each state has its own laws and procedures. Ownership in several states may require legal advice in those states. NOTE: Any action of a legal nature should be referred to your attorney.
Stocks and Bonds: It may become necessary to liquidate stocks or other assets so that bills can be paid. Check for ownership and survival succession. Your broker should be notied upon death. Proper forms should be available to your broker or banker to release funds.
FOLLOWING IS A LIST OF ITEMS YOU MAY WANT TO CHECK OR HAVE CHECKED BY YOUR ATTORNEY OR TAX ACCOUNTANT:
Social Security: Notify the Social Security ofce for possible death benets. You may need to return the last Social Security check or have your bank return it if you are using direct deposit. Social Security Administration: (800) 772-1213. Have the Social Security Number available. There is a $255 benet available. Veterans Administration: Check with the VA for benets such as Life Insurance if you are the family of a veteran. Information can be found under US Government in your phone book to obtain a Service Ofcer to render assistance. This can be American Legion, Disabled American Vets, State Ofce of Vet Services, AMVETS, VVA, VA etc. These individuals are the advocates for the veterans and can assist navigating the VA process.
Military Retirement: If the veteran was drawing military retirement they should contact the military service paying the retirement. If they are obtaining and receiving disability compensation from the veterans Administration they should contact the Service Ofcer or the VA Regional at 1-800-827-1000 and provide rst notice of death.
Membership Organizations: Check ALL memberships such as ELKS, AmericanLegion, Moose, VFW, ALPA, Shrine, etc, for possible death benets. Ck online as each organization has a web site. It maybe .Org or .Com, i.e., ALPA.org. For TARPA Members, contact the Flown West Editor:
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Captain John P. Gratz, 14300 Conway Meadows Ct. E#205 Chestereld, MO. 63017 Tel. 314-548-6056. E jpgratz@charter.net
Certicates of Deposits: (CD's), Savings Bonds, Money Market Funds: Check for survival benets, survival succession and survival ownership.
Bank Savings, Checking Accounts, Credit Cards: Check for ownership and joint ownerships or other signatories.
Automobile Titles, Home Deeds or Deed of Trusts, Mortgages or Loans: Check for ownership and survival succession and payoff information.
Automobile Loans, Home Mortgages, and Outstanding Loans: Check to see if they are covered by insurance. Check for procedure to change ownership.
Other Items for Consideration are: The location of Birth and Marriage Certicates, Living Will, Power(s) of Attorney, Divorce Papers, Military DD 214, Veterans Benets Papers, Deed or House Mortgage, Bank Statements, Investment and Broker Portfolios, Partnership or LLC's, Credit Union papers, Life, Health, Home and Auto Insurance, Past Tax Statements and any other items you consider important.
These are some of the many questions and situations that may arise upon the death of a spouse or family member. It is NOT the intent of TARPA or any other TWA Retiree group to act as legal counsel or provide legal opinions. The above information is for your to consideration and planning, to ease the burden on your survivors.
If you use a computer: it would be a good idea to make a list of all your passwords to give to a trusted family member. But DO NOT transmit them electronically, especially by email. Even typing them as a list on the computer can be risky. This is one time to make use of pen and paper.
I know using this check list will be during one of the most trying times of your life and you have my sincere condolences.
Captain Bill Kirschner, TWA Ret. President, TARPA
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TARPA BOARD MEETING October 10, 2013 Doubletree Hotel, Washington, DC
Conferees: President Bill Kirschner First V.P. Dusty West Second V.P./Secretary Mike McFarland Past President Guy Fortier Quorum established 1500 EDT
Treasurer Ed Madigan Senior Director Charlie Wilder Hospitality Director Bob Dedman Event Coordinator Vicki McGowen
President’s Report: Captain Bill Kirschner I would like to update you regarding the MKC TWA Museum and the move of Ed Betts collection from DFW to MKC and UMKC. TARPA led the way for this transfer and its progress. Hopefully this will take place by the end of October. Also, the TWA Museum is having a celebration on the 26 th of October. Please see the brochure in your welcome package and web site for more information. I am planning to attend in uniform as requested. Regarding the AA Chapter 1114 filing, American may not file for it, but can still change our Benefits as they see fit. We are sadly at AA’s mercy regarding our benefits. TARPA’s support for the Grey Eagles select committee of three is truly appreciated. We increased their number of retired employees by almost one third. Their/our attorney, Cathy Steege, is fully apprised of our prepaid situation. She has a war chest and a plan for a law suit should it become unnecessary. I will continue to pass on current information to ALL TWA groups as it is received. You can also check Jet Net for the American Airlines point of view. Again, I sincerely thank the Grey Eagles C-1114 Committee for keeping me updated and I in turn the 11,000 other TWA Retirees. We need to consider the Flown West List and Pilot records addressed by Captains, Charley Wilder, John Gratz, John Bybee and Guy Fortier, as Captain Bob Sherman is looking to step down in the near future. Captain Fortier is willing to step in. BOD’s thoughts? Last year BOD’s consensus was to have Captain Sherman transfer his records to Captain Fortier over time. I have developed our own FLOWN WEST CHECK LIST and e-mailed copies to all of you. It was published in the current Seniors Skyliner and will be published in the November TOPICS. So far it has been well received by the TWA Seniors, Silver Wings, Clipped Wings, the AA Grey Eagles, as well as the US Air Retired Pilots Assn. We received a nice compliment from their President, Bill Knight. Thanks to Jeff Hill for the idea. I/We, TARPA have invited Bob Sherman and his wife Alice to our banquet and paid for their room for one night in appreciation of Bob’s long association and hard work for TARPA. He will be sitting at the head table for a plaque presentation. Wording on the plaque was written by Captain Guy Fortier. Many thanks goes to Captain Bob Willcutts for his excellent work on our beautiful web site and message board. Election slate for the next year? Proxies? Captain Rufus Mosley will present. Captain Guy Fortier will read the “Flown West List”.
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First V.P.’s Report: Dusty West: Dusty elaborated on the development of his idea for the “medallion” which was included in each attendee’s welcome package. He also praised Vicki McGowen for her effort and follow thru which was instrumental in providing the final product. Dusty continued with high praise for all that Vicki does for us. Second V.P.’s Report: Mike McFarland: Mike provided a brief overview regarding his attendance of the most recent Grey Eagle’s B.O.D. meeting in Dallas. He again stated some of his concerns regarding the possible joining together of TARPA and the Grey Eagles in the future. Mike also spoke about attending the recent TWA Seniors convention in Denver. He further said he had a wonderful time and highly recommends joining the seniors and attending their annual conventions. Senior Director’s Report: Charlie Wilder: Charlie reiterated that the Flown West baton was being passed into the capable hands of Captain Guy Fortier. He also reminded us that the TWA 800 memorial located out on Long Island was in great need of money to maintain the facility. Treasurer’s Report: Captain Ed Madigan As of October 1, 2013 the membership is as follows: (R) Retired: 441 (A) Active: 13 (E) Eagles: 329 (H) Honorary: 37 Total: 868 There are also 31 subscribers to Topics and 17 who receive complimentary copies. Following is the financial report for the period from December 1, 2012 thru October 1, 2013: Opening Balance $55,278.68 C.A.C.U. (CD’S) $25,886.64 C.A.C.U. (CK) $3,791.88 Convention Account $27,359.99* Checking Account $26,973.51 Savings Account $19,910.26 Balance 10/1/2013 $103,922.28 *Includes registration, event fees and donation from CACU for 2013 convention.
Don’t let your TARPA Membership expire! Check your mailing label. If it reads 2012 or 2013 then it’s time for you to renew.
Respectfully Submitted, Ed Madigan Hospitality Director’s Report: Captain Bob Dedman: Bob brought the board up to date regarding Didi Young’s medical condition. (Didi has been one of the corner stones in the Hospitality Suite for many years.) The thoughts and prayers of the board continue to be with Didi during her recovery. Bob also provided an overview as to the operation of the hospitality room and the planning thereof for this convention. Past President’s Report: Captain Guy Fortier said he would continue overseeing the “Flown West” duties. Event Coordinator: Mrs. Vicki McGowen: Vicki provided an overview of our tours and options since the Federal Shutdown was in place. She came up with several alternate tour options for us to consider. Vicki also gave an overview of the 2014 convention which will be held in Reno. A cruise to Bermuda is being considered for 2015. Old business: None New business: Captain Guy Fortier made a motion to reinstate the board of directors dinner to be provided by TARPA on the first night of the convention. Seconded by Captain Bill Kirschner. PAGE 44 ... TARPA TOPICS
In favor: 2 Opposed: 4 Abstained: 1 Motion failed. Captain Bill Kirschner made a motion that TARPA make a donation of $500.00 to the TWA museum located at 10 Richards Rd. MKC. Seconded by Captain Guy Fortier. Motion passed unanimously. Motion to adjourn: Captain Bill Kirschner, seconded by Bob Dedman. Motion passed unanimously. Adjourned at 1655.
TARPA CONVENTION MEMBERSHIP MEETING October 14, 2013 Washington, DC Quorum established at 0800 EDT. President’s Report: Captain Bill Kirschner We had our midterm Board of directors Meeting at 1000 PDT, April 10, 2013. A conference call from my office at Lake Tahoe, Nevada was utilized. A quorum was established. By the way, doing the midterm BOD meeting by conference call saves TARPA about $6,000.00 a year. I attended the Grey Eagle convention in Savanna, Georgia September 2012. It was very enjoyable and I was very well treated. I will continue interacting with our counterparts as we may have opportunities to consider a side-by-side convention in the future. We must all be thinking about communicating with our TWA friends to encourage them to participate in our future conventions. Also, we should encourage non-members to join TARPA. I feel that I must commend our new Web Master. I’m sure you will agree that he is doing a wonderful job. Captain Jeff Hill is also to be commended. Jeff has always done a superior job by producing and editing TARPA TOPICS. He also has developed a new format for TOPICS that is both extraordinary and also saved TARPA a bundle of money. Thanks, Jeff. Please encourage all of your friends as well as each of you to update your address, e-mail, and phone number. This is very important. I have developed a “Flown West” check list. I hope it will be helpful to all of you as well as your family. It has been very well received. First V.P. Report: Captain Dusty West Dusty would like to recognize Captain Fred Landbeck. Fred is the V.P. of the Grey Eagles. Fred attended our convention. He is a delightful gentleman. We all enjoyed meeting with him and his wife. Second V.P./Secretary: Captain Mike McFarland I attended the Seniors Convention in Denver recently. A wonderful time was had by all. Often I hear that many people fail to attend our TARPA conventions because they think they won’t know anyone. When I attended the Seniors convention, I only knew four people. By the time I left I had made thirty new friends. I truly encourage you all to come to one of our conventions and feel the truly wonderful interaction that takes place. I had the wonderful experience of talking with a Captain that I had not seen since 1979. Please give it a chance. I know you will enjoy.
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Special recognition must be given to several people without whom our conventions would not run smoothly. Captain Bob Dedman and his lovely wife Ilsa. I went with Bob to the liquor store to assist in the selection and transportation of the libations needed for the hospitality room. Wow, this guy really knows his stuff. I was truly impressed. Then the actual pouring and mixing for one and all. Don’t take this for granted. Bob worked tirelessly for several hours each day. If that is not enough, Bob’s wife Ilsa assembled and presented each day an assortment of goodies to delight the taste buds. Ilsa, you and captain Bob have always been wonderful hosts. Thank you. We all owe a debt of gratitude to three special ladies who are always there for us. They sort of work behind the scene. Captain West’s wife, Lee. Captain Madigan’s wife, Suzie. Captain Charlie Wilder’s wife, Helen. They are there to check us in. They are there to prepare the gift bags. They are there to set up the center pieces on the tables for the diner as well as any special decorations. Without their volunteer contribution to our conventions things simply would not be the same. Ladies, we are in your debt. You are truly appreciated. Thank you. It has been said that a routine flight is rarely thought about or appreciated by the passengers. When a flight goes non-routine and the people are kept informed and treated with a caring respect, they often will respond in a positive way. Well, our Event Coordinator, Vicki McGowen, was working for us tirelessly during our time in Washington D.C. With the government shutdown, Vicki was constantly reworking our tours. She really came thru during this non-routine event. Vicki is a “pro”. She truly showed her stuff. We are very lucky to have her taking such good care of us. Thank you, Vicki. For all remaining reports, please see minutes from the B.O.D. meeting. Captain Guy Fortier solemnly read the names of all who have “Flown West”. Old business: None New business: Election of officers: Captain Rufus Mosely proposed the following names. Bill Kirschner, President Dusty West, First V.P. Mike McFarland, Second V.P. Charley Wilder, Senior Director Ed Madigan, Treasurer Bob Dedman, Hospitality Director Guy Foritier, Past President The membership voted unanimously to elect all of the aforementioned officers. Captain Charley Wilder proposed a motion to contribute $500.00 to the Flight 800 memorial. Seconded by Captain Gene York. Motion passed unanimously. Captain Roger Leach made a motion that TARPA provide one dinner for each board member and his wife in recognition of all the volunteer work performed. Seconded by Captain Bud Kubal. Motion passed unanimously. Captain Mike McFarland made a motion to adjourn at 0915. Seconded by Dusty West Motion passed. Respectfully submitted, Mike McFarland
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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
First
Address 1 (From _________ to __________) every year. If not, explain: _________________________ Month
Month
Street _______________________________________________________________________________ City _______________________________ State _______ Zip ______________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________ Address 2 (From __________ to __________) Month
Month
Street ________________________________________________________________________________ City _______________________________ State ________ Zip _____________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________ Capt. ͚ F/O ͚ F/E ͚ Other ͚ ________________________________ Retirement date _____________ Signature ____________________________________ Date _ _ /_ _/_ _ _ _ Mo
Day
Mo./Year
year
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
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