2014.11_TARPA TOPICS by TWA Active Retired Pilots Assn.

November 2014 Issue 110 TWA ACTIVE RETIRED PILOTS ASSOCIATION

WE’RE CRUISING AGAIN! AUGUST 23 - 30, 2015 K8IG8Û ~ Û:FEM<EK@FEÛÝÛ:IL@J@E>ÛKFÛ9<IDL;8

REGISTRATION FORMS & DETAILS INSIDE!

TWA ACTIVE RETIRED PILOTS ASSOCIATION

Scenes From The RENO CONVENTION SEPT. 8-12, 2014 (See Dore photos on pages 23-27)

TWA ACTIVE RETIRED PILOTS ASSOCIATION

K8 9 C < Û F = Û : F E K < E K J To read the minutes of the SEPTEMBER 9, 2014 TARPA Board of Directors meeting, please go to www.Tarpa.com and click on “BOD Meeting Minutes” Officers .....................................................................................................................................................4 President’s Message ...................................................................................................................................5 Treasurer’s Report ......................................................................................................................................6 2015 TARPA/Grey Eagle Cruise Info...................................................................................................7-8 2015 TARPA/Grey Eagle Cruise Registration Form (perforated for tear out to mail in) ....................9-10 2015 TARPA/Grey Eagle Cruise Registration Form (duplicate copies of forms to keep) .....................11-12 How to Use the New Pass System and ZED Fares ...................................................................................13 The Grapevine ...................................................................................................................................14-17 The Very Best of TWA Cookbook – With Featured Recipe: Coquille St. Jacques – TWA ............................18 >Õ}ÕÀ> Ê" «ÃtttÊUÊBy Bob Kavula ...........................................................................................................19 American Airlines Retiree Photo ID Instructions ....................................................................................20 To Really Live, You Must Almost Die – An Inspirational True Story By Ted Davis ................................21-22 Scenes from the Reno Convention .....................................................................................................23-27 If You Don't Ask … "Pyramid Tour" on take Off Out of CairoÊUÊ ÞÊ iÊ V >À > ` ........................28-29 } ÌÊÌ Ê > À ÊUÊ ÞÊ LÊ ÕV .............................................................................................................30-38 Flown West ........................................................................................................................................39-41 Flown West Reporting .............................................................................................................................42 Remembering Capt. Warren Malvick ......................................................................................................43 -ÌÀ> ì`Ê Ê > À ÊUÊ ÞÊ É Ê >ÕìÊ > iÞ .........................................................................................44-46 / iÊ >Ì iÀÊ vÊ `Ê Þ }ÊUÊ ÞÊ >À Ê7 ÛiÀÌ .................................................................................47-49 American to Pay Tribute to TWA / Happy 200th Birthday to the Star-Spangled Banner .........................50 Interesting “Lynx” ..................................................................................................................................51

Material contained in TARPA TOPICS may not be used except with written permission of the Editor. All inquires concerning this publication should be addressed to: Editor Bill Kirschner TOPICSeit@icloud.com. TARPA TOPICS is the ofﬁcial publication of the TARPA, the TWA Active Retired Pilots Association, a not for proﬁt corporation. The Editor bears no responsibility for accuracy or unauthorized used of contents. Magazine designed by Cathy Gillespie, Catzeye Graphics (www.catzeye.com). Page 3

TWA ACTIVE RETIRED PILOTS ASSOCIATION

OFFICERS

PRESIDENT Capt. S.R. Dusty West dustygator@icloud.com 941-538-0729 941-807-7770

PAST PRESIDENT & TOPICS EDITOR Capt. Bill Kirschner wma1012@me.com 775-588-4223 775-721-4386

FIRST VICE PRESIDENT Capt. Mike McFarland miketwa747@hotmail.com 970-988-3008 970-223-1278

SENIOR DIRECTOR Capt. Charlie Wilder clwilder@optonline.net 732-833-2205

SECOND VICE PRESIDENT Capt. Bob Kavula dalekavula@cox.net (702) 240-6257

HOSPITALITY DIRECTOR Capt. Bob Dedman rwded@cox.net 757-463-2032 757-434-5818

TREASURER Capt. Ed Madigan edmadigan@mac.com 775-233-4068 775-831-1265

MEETING PL ANNER Vicki McGowen McGowen Marketing vicki@mcgowenmarketing.com or vickimcgowen@charter.net 775-722-2811 / 775-849-1377

Stay up to date with the latest TARPA information at www.Tarpa.Com

Page 4

TWA ACTIVE RETIRED PILOTS ASSOCIATION

PRESIDENT’S MESSAGE What an amazing convention we had in Reno in September! Thanks to Capt Bill Kirschner, Capt Ed and Susy Madigan (for the fabulous hors d’oeuvres), and Vicki McGowen, plus all of you who helped in the Registration and Hospitality Rooms. Your hard work helped make Reno one of our most memorable events, and was one of the better attended conventions in recent years! If you missed it, wait until you see what we have in store for you next year ... Vicki McGowen, Fred Landbeck (A/A Grey Eagles 1st V.P.) his wife Caroline, Melanie Jarvi 2nd V.P. and Lee and I went on a “Shakedown” Cruise on the Celebrity Cruise Ship “Summit” June 21-29, 2014! We checked out all the ships features: dining rooms, bars, lounges, shows, exercise gym, pools, Spa – ALL were excellent! Our joint TARPA/Grey Eagles Cruise/Conventions (August 23, 2015) will be departing Newark’s Port Liberty, 15 minutes from Newark Int’l Airport, Vicki has setup a hotel at the airport for the night before departure, with the opportunity to park your car for $7 per day (for the days we will be cruising) if you stay at the “hotel the night before departure” – much better than parking at Port Liberty, etc. On departure, buses will transport us from the airport hotel to cruise ship. On arrival, busses from ship to airport or hotel. We had several meetings on board the ship to coordinate how we (TARPA and Grey Eagles) can have our separate “General Meetings”, and still be able to dine and socialize at our “Hospitality Hours” together! We know you all will enjoy meeting our fellow pilots from A/A – many of whom we may have been in the military with us or with other airlines together during “Furlough Days.” Everyone I have met has been very warm and friendly toward me and Lee. I am sure everyone will enjoy our 7 day Cruise, which includes 3 days to explore Bermuda. It is beautiful and the weather, water and people are friendly. On a another note – please everyone call all your old classmates and former TWA ﬂying buddies to tell them how enjoyable these conventions were and are – and encourage them all to come to our “Joint Bermuda Cruise 2015.” Also, we all need to send in a story of something funny, exciting or historic that happened on some of your ﬂights and/or layovers or furloughs, etc. We all have a neat story to tell – please do not let your story die untold –“TWA was a Great Airline and Legacy – we must not let her memory die.” Please send only TWArelated articles (as a Word document or typed in the body of an email) and pictures (in JPEG/JPG format) to: TOPICSEIT@icloud.com. Sincerely,

Dusty West President Page 5

TWA ACTIVE RETIRED PILOTS ASSOCIATION

KI<8JLI<I¿JÛI<GFIKÛÝÛJ<GK<D9<IÛ Û ~ As of September 8, 2014 the membership is as follows: Cash on Deposit: Wells Fargo Bank ................................................. $49,056.58 C.A.C.U. ............................................................. $29,301.03 Total: ................................................................... $78,357.61

TARPA Topics July: ............................................. $7,500.00 Printed 950 copies:............................................... $7.90/Copy

Membership: ...........................................................894 Delinquent on Dues:...............................................225 Respectfully Submitted,

Ed Madigan TARPA/Treasurer 775.233.4068

?Yn]ÛYfÛafl]j]klaf_ÛklgjqÛ^jgeÛqgmjÛlae]Ûoal`ÛKN8Û l`YlÛqgm±\Ûdac]ÛlgÛk`Yj] ÛN]±\Ûdgn]ÛlgÛ`]YjÛal! EMAIL YOUR STORY & PHOTOS TO:

TOPICSeit@icloud.com Page 6

Don’t let your TARPA Membership expire! CHECK YOUR MAILING LABEL! Û@^ÛalÛj]Y\kÛ ~ Û gjÛ ~ Ûl`]fÛ it’s time for qgmÛlgÛj]f]o

TWA ACTIVE RETIRED PILOTS ASSOCIATION

8ffgmf[af_ÛFmjÛ ~ Û:jmak]ÛlgÛ9]jem\Y

AUGUST 23 - 30, 2015 K8IG8Û¬ Û>I<PÛ<8>C<JÛ

A N N UA L C O N V E N T I O N

E]plÛkmee]j Ûo]ÛoaddÛ[jmak]ÛlgÛl`]ÛZ]Ymla^mdÛakdYf\kÛg^Û9]jem\YÛYdgf_Ûoal`Ûl`]Û American Airline Grey Eagles for even more fun and camaraderie! This 7-night cruise aboard the Celebrity “Summit” departs from Port CaZ]jlqÛafÛ9Yqgff] ÛE]oÛA]jk]q ÛbmklÛ Ûead]kÛ^jgeÛDYf`YllYf Û K`]ÛljahÛaf[dm\]kÛ Û~£ Û\YqkÛYlÛk]YÛYf\Û Û\YqkÛlgÛ]fbgqÛl`]Û]pgla[ÛakdYf\k ÛhafcÛkYf\ÛZ]Y[`]k Û exceptional golf, and/or explore the history and mystery of this nautical wonderland. On board we’ll have two deluxe hosted cocktail parties, dine together each ]n]faf_ÛYf\Û]fbgqÛl`]Û]p[]hlagfYdÛ]fl]jlYafe]flÛl`YlÛ:]d]ZjalqÛakÛ^YegmkÛ^gj ÛÛÛ

www.TARPA.com If you have questions,Û[gflY[lÛgmjÛD]]laf_ÛGdYff]jÛMa[caÛD[>go]f Û na[ca³e[_go]feYjc]laf_ [geÛÝÛ ¤ ¤ ~~ Page 7

TWA ACTIVE RETIRED PILOTS ASSOCIATION

CELEBRITY “SUMMIT” – BERMUDA CRUISE :FEM<EK@FEÛ ~ ÛÝÛ8L>LJKÛ Û¦Û Û ~ If you are planning to attend next year's Cruise Convention, please complete both sides of the Cruise Registration Form, found on the next two pages. D 8 @ C Û : F D G C < K < ; Û : I L @ J < Û I < > @ J K I 8 K @ F E Û = F I D JÛ 8 E ; Û G8P D < E K J Û KF

Ma[caÛD[>go]f D[>go]fÛDYjc]laf_ÛÛCC: ~ ÛDadda]ÛCYf] ÛI]fg ÛEMÛ ~~ P F L Û : 8 E Û 8 C J F Û J : 8 E Û 8 E ; Û < D 8 @ C Û = F I D J Û K F Û

vicki@mcgowenmarketing.com Û=gjekÛ[YfÛYdkgÛZ]Û^gmf\ÛYlÛK8IG8 [geÛYf\ÛD[_go]feYjc]laf_ [ge

Cancellation Policies & Important Dates The initial deposit of $500 is fully refundable until February 24, 2015. From February 25 to April 25, 2015 you may incur a $100 penalty per person. From April 26 through June 24, 2015 you may incur a $200 per person penalty. After June 24, 2015, 50% of the total price of the cabin will be retained as a penalty (taxes & gratuities are refunded). There is a 100% cancellation fee for cancellations between July 25 and August 23, 2015 (taxes & gratuities are refunded). Optional Trip Cancellation Insurance will be made available to all cruisers by Berkely Care. Information will be provided in your conﬁrmation packet.

Any Questions? Gd]Yk]Û[gflY[lÛgmjÛe]]laf_ÛhdYff]j ÛÛ Vicki McGowen Phone: 775-722-2811 Email: vicki@mcgowenmarketing.com Page 8

<---- Tear out, complete and MAIL THIS COPY of the 2015 Cruise Registration Form with your payment.

K8IG8Û¬ÛK?<Û>I<PÛ<8>C<JÛ ~ Û:FEM<EK@FEÛI<>@JKI8K@FEÛ=FID

CRUISING TO BERMUDA ON THE CELEBRITY “SUMMIT" AUGUST 23 - 30, 2015

Last Name ________________________________ Passport First Name ____________________________ Spouse/Guest _____________________________ Passport First Name ____________________________ Address _________________________________________________________________________________ City __________________________________________ State

_______

Zip _______________________

Home Phone ______________________________ Cell __________________________________________ E-mail __________________________________________________________________________________

Are you a (please check one):

o Grey Eagle

o TARPA

o Soaring Eagle

In the section above, be sure to provide your complete name as it appears on your passport. You will be required to carry a valid passport for travel. If you would like a different name listed on your convention name badge, please enter that below.

First Name for Badge ______________________________________________________________________ Are you a US Citizen?* ______________________ Date of Birth ___________________________________ Spouse/Guest Name for Badge ______________________________________________________________ Spouse/Guest US Citizen?* __________________ Date of Birth ___________________________________ *Non-U.S. Citizen Passport or Alien Registration # _______________________________________________

If you are a Captain’s Club Member, please list your number(s) below: Name __________________________________ Captain’s Club #

______________________________

Name __________________________________ Captain’s Club #

______________________________

Please let us know if you are disabled or have special requests. __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ Don't forgot to complete the back of this form to select your stateroom! GY_]Û

Please check the box following the price for the cabin you wish to book. All prices include: Convention Registration Fee, 7-Night Cruise, Full Cabin Fare, Meals, Entertainment, Two Private Hosted Cocktail Parties, Port Charges, Taxes and Gratuities. Call for single pricing. Price PP

Total for 2

Category 09 – Inside Cabin – 170 sq. ft (Decks 7 forward or Deck 9 centered) ....................$1,272.00

$2,544.00

Category 06 – Outside Cabin – Full window, 170 sq. ft. (Deck 3 / Main Deck)......................$1,442.00

$2,884.00

Category 05 – Outside Cabin – Full window, 170 sq. ft. (Deck 6 / forward)...........................$1,482.00

$2,964.00

Category 04 – Outside Cabin – Full window, 170 sq. ft. (Deck 7 / forward) ..........................$1,577.00

$3,154.00

Category “2B” – Outside Cabin w/ Balcony – Superior view, sitting area w/ sofa bed, refrigerator, 170 sq. ft. & 38 sq. ft. Veranda (Decks 6, 8 & 9 forward or aft) ...........................$1,777.00

$3,554.00

Category “2A” – Outside Cabin w/ Balcony – Superior view, sitting area w/ sofa bed, refrigerator, 170 sq. ft. & 38 sq. ft. Veranda (Deck 7 / more centered) ....................................$1,807.00

$3,614.00

Category “C3” – Concierge Class Stateroom – Superior view, sitting area w/ sofa bed, refrigerator, 191 sq. ft. &42 sq. ft. Veranda (Deck 7, 8 & 9 / mostly aft) ..................................$2,020.50

$4,041.00

Category “C2” – Concierge Class Stateroom – Superior view, sitting area w/ sofa bed, refrigerator 191 sq. ft. & 42 sq. ft. Veranda (Deck 8 / most centered to forward, some aft) ....$ 2,050.50

$4,101.00

:<C<9I@K PÛ JLDD@K ÛÛ¦ÛJL@K<ÛFGK@FEJ Category “ S1 & S2” – Sky Suite w/ Deluxe View & Veranda – Sitting area w/ sofa bed, refrig, bathtub, private balcony, superior view; 251 sq. feet & 57 sq. ft. Veranda S2 (forward & aft) ......... $2,391.50 $4,783.00 S1 (more centered)....... $2,481.50

o $4,963.00 o

Category “CS” – Celebrity Suite w/ Veranda – Superior Suite, sitting area w/ sofa bed, refrigerator, bathtub, private balcony, superior view; 467 sq. feet, w/ wrap around Veranda.....................................$3,241.50 $6,483.00

Category “RS” – Royal Suite w/ Veranda – Superior Suite accommodations & view, sitting area w/ sofa bed, refrigerator, bathtub, private balcony, 538 sq. feet & 195 sq. ft. Veranda ..................................... $3,811.50 $7,623.00

Would you like the beds:

o Together as a Queen o Separated as Twins

TOTAL $_________________

Deposits – An initial deposit of $500 per stateroom is required to conﬁrm all accommodations. Pay by credit card below, or make checks payable to McGowen Marketing and mail to the address below. Final payments must be posted by 6/14/15. See Cancellation Policies on page 8 for full details on due dates and possible cancellation fees.

: I < ; @ K Û : 8 I ; Û G8P D < E K Type of credit card:

o American Express o Discover

o MasterCard

o Visa

Card # _________________________________________________________ Exp. Date ______________ Name on Card ____________________________________________________________________________ Authorized Signature _______________________________________________________________________ J:8 EÛ8 E; Û <D 8@C Û F I Û D 8@C Û KF Û D :>FN < E Û D 8I B < K @E >Û Û C C:Û ~ ÛD @CC@<ÛC 8 E< Û Ý Û I < E F Û E M Û ~ ~ Û Ý Û Û ¤ ¤ ~ ~ Page 10

** KEEP THIS COPY of the 2015 Cruise Registration Form for your ﬁles ** K8IG8Û¬ÛK?<Û>I<PÛ<8>C<JÛ ~ Û:FEM<EK@FEÛI<>@JKI8K@FEÛ=FID

CRUISING TO BERMUDA ON THE CELEBRITY “SUMMIT" AUGUST 23 - 30, 2015

_______

Zip _______________________

Home Phone ______________________________ Cell __________________________________________ E-mail __________________________________________________________________________________

Are you a (please check one):

o Grey Eagle

o TARPA

o Soaring Eagle

Y P O

First Name for Badge ______________________________________________________________________

Are you a US Citizen?* ______________________ Date of Birth ___________________________________ Spouse/Guest Name for Badge ______________________________________________________________ Spouse/Guest US Citizen?* __________________ Date of Birth ___________________________________ *Non-U.S. Citizen Passport or Alien Registration # _______________________________________________

If you are a Captain’s Club Member, please list your number(s) below: Name __________________________________ Captain’s Club #

______________________________

Name __________________________________ Captain’s Club #

______________________________

Total for 2

Category 09 – Inside Cabin – 170 sq. ft (Decks 7 forward or Deck 9 centered) ....................$1,272.00

$2,544.00

Category 06 – Outside Cabin – Full window, 170 sq. ft. (Deck 3 / Main Deck)......................$1,442.00

$2,884.00

Category 05 – Outside Cabin – Full window, 170 sq. ft. (Deck 6 / forward)...........................$1,482.00

$2,964.00

Category 04 – Outside Cabin – Full window, 170 sq. ft. (Deck 7 / forward) ..........................$1,577.00

$3,154.00

$3,554.00

$3,614.00

$4,041.00

Category “C2” – Concierge Class Stateroom – Superior view, sitting area w/ sofa bed, refrigerator 191 sq. ft. & 42 sq. ft. Veranda (Deck 8 / most centered to forward, some aft) ....$ 2,050.50

$4,101.00

:<C<9I@K PÛ JLDD@K ÛÛ¦ÛJL@K<ÛFGK@FEJ Category “ S1 & S2” – Sky Suite w/ Deluxe View & Veranda – Sitting area w/ sofa bed, b refrig, bathtub, private balcony, superior view; 251 sq. feet & 57 sq. ft. Veranda S2 2 (forward & aft) a ......... $2,391.50 $4,783.00 o S1 (more ce centere centered)....... $2,481.50 $4,963.00 o Category “CS” – Celebrity Suite w/ Veranda eranda – Superior Suite, sitting area w/ sofa sof bed, bed refrigerator, bathtub, private balcony, superior view;; 467 67 sq. feet, w/ wrap around Veran Veranda.....................................$3,241.50 ........... $6,483.00

Category “RS” – Royal Suite w/ Veranda – Superior Suite accommodations accom & view, sitting area w/ sofa bed, refrigerator, bathtub, private balcony, cony, 538 sq. feet & 195 sq. ft. Veranda ..................................... $3,811.50 $7,623.00

Would you like the beds:

o Together as a Queen o Separated as Twins

TOTAL $_________________

: I < ; @ K Û : 8 I ; Û G8P D < E K Type of credit card:

o American Express o Discover

o MasterCard

o Visa

HOW TO USE THE NEW PASS SYSTEM AND ZED FARES The recent changes to the retiree travel pages on Jet Net have actually made it easier to access what you want to do and get where you want to go.

13. Fill out your personal information on the credit card page, then click "verify," then "NEXT."

I went to the American Grey Eagle convention in LAS in October this year using a ZED fare on Southwest. It is a little complicated at ﬁrst until you know which places to click and in what order. Hopefully this will help you.

Once you do this and your Credit Card is accepted, you will get a PNR, or ticket number, or both. It lists you that ﬂight at the same time, no need to call. Print that page and take it to the airport ticket counter on the day of travel. They will print you out a standby boarding pass.

Passes on USAir

Check in at jetnet.aa.com

Click on retiree travel

Click on travel on other airlines

Click ticket for travel on other airlines

In the ﬁrst sentence, click on "myIDTravel"

Click in either CONFIRM box, then NEXT.

In the upper left hand corner in the travel bar, click in the "Booking/listing" box, .

Click on "Create booking/listing for:", then NEXT.

Select airline you want to travel on from "Flight Schedule Query" and put in your itinerary.

10. Click on "timetable" and select your ﬂight. You will see a smiley face if there is a good chance for you to get on as standby. If you see a red face, no chance.

Check in at jetnet.aa.com

On the upper tab, click on retiree travel

In the box on the right, click on US (underlined in red), then click accept.

On the next page, put in your itinerary and click "search." Select your ﬂight.

Right hand column shows how many seats are available for standby. Click on the seat available number to see Passenger Boarding Totals. To see where you are, click on the full list of non-revs.

On ﬂight selection page, click continue and receive a conﬁrmation code to print out.

To check in 24 hours or less 1.

Check in at jetnet.aa.com

Click on retiree travel

In the TRAVEL US box, click on web check-in.

When the Non-Rev Web Check-in box appears, you will see a badge number request and a US box. Click on the triangle, and go AA and done. This allows you to put in your AA Employee #. Then put in your conﬁrmation # and departure city, and click submit.

Next is a page with your itinerary, showing you are checked in. At that point, you can print the page and/or email it to yourself.

11. Click NEXT on "your current selection."

Good luck! – EIT, Bill K

12. Click NEXT on the price page. Page 13

the

Grapevine

BACK WHEN FLYING WAS FUN …

9]da]n]\Û to be the maiden ﬂight from A=BÛlgÛ DY\ja\

KN8Û9¤ ÛCYf\af_ÛYlÛA=B I]hda[YÛg^Û:Yhl Û9addÛBajk[`f]j±kÛdYklÛya_`lÛ¦ÛDadYfÛlgÛB]ff]\q Û8m_mklÛ Û~

Page 14

The Grapevine

FLIGHT AROUND THE WORLD 9qÛ:YhlYafÛCqd]Û;Û9gZrafÛÛ An autobiography by Captain Lyle D Bobzin; a 36 year veteran pilot for TWA. Growing up during the Great Depression, he was inspired by the solo flight of Charles A Lindbergh to pursue a career in aviation. Follow the author as he is hired by Transcontinental & Western Air, "The Lindbergh Line", the forerunner of Trans World Airlines, known as the airline of international celebrities and motion picture stars. During the 1940s under the ownership and direction of Howard Hughes and President Jack Frye, read about the vision these men shared of creating and implementing an around the world airline, opposition they overcame, and how these events influenced his world perspective as seen from the flight deck. The formative years cover the expansion of TWA from a domestic airline to an international air carrier when in 1946 TWA flew a Lockheed

The Grapevine

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Constellation from New York to Paris and established the TWA International Division. Thus began the route expansion into the cities of Paris, Geneva, Rome, Athens, Tel Aviv, Cairo, Bombay, and Colombo, Ceylon. In addition, flights were flown to the Azores, Lisbon, Algiers, Tunis, and Tripoli to Cairo. Later Madrid, London and Frankfort were added. TWA was the first airline to fly into Tel Aviv, Israel. Innovative and pioneering, TWA was the first airline to fly the Lockheed Super Constellation, the "Connie", and the Super "G". Discover how world politics influenced the route awards. As the airline industry grew, so did government regulation as CAA evolved into the FAA. With the advent of the Boeing 707 and award of landing rights into Hong Kong, TWA now completed the around the world route structure in which TWA flight crews flew completely around the world. In the 1960s skyjacking and terrorism began targeting the airline industry. Enter the Boeing 747 and you have just some of the challenges this pilot and his company faced. J

CAPTAIN GUY FORTIER’S HEALTH CORNER A 10-year study of 48,000 men found that those who drank six 8-ounce glasses of water a day had half the bladder cancer rate as those who drink much less. And those at lowest risk were those who drank 10 or more 8-ounce glasses of water. Water, it turns out, is the best of the liquids to offer this protection. Milk, tea, juice, beer and the like, helped to a lesser degree. Though the study included only men, reseachers think the protection is afforded to both sexes. They theorize that water helps in two ways: 1. By increasing the frequency of urination, speeding potential carcinogens in your urine through your bladder; 2. By further diluting the urine, lowering the odds that carcinogens will come in contact with the bladder wall.

And a suggestion, have an 8-ounce glass of water BEFORE a meal-you will have a full feeling and eat less, a good way to satisfy your appetite and help weight loss/control. And on a positive note, if you're an 80- yearold woman, it may make you nervous to hear that life expectancy has inched up to 80.4 years for American women, and 75.3 for men. BUT that's life expectancy at birth. At age 80, American women can expect to live, on average, another 9.3 years, men another 7.9 years; at age 90, women live 4.8 more years, men 4.1 years, according to government data. One surprising statistic: though Americans rank relatively low in life expectancy at birth as compared to other developed countries, once they reach age 80, they rank near the top for remaining life expectancy ... lets hear a cheer! J

Page 15

PURCHASE LIMITED EDITION TWA PILOT KEEPSAKES!

KN8ÛD]\Yddagf Û

KN8ÛB]qÛ=gZ ÛÛ ~

The TWA medallions are designed after the TWA pilots' uniform cap insignia, and were the welcome gifts during the 2013 K8IG8Û:gfn]flagfÛafÛNYk`af_lgf Û;: ÛÛ

K`]ÛB]qÛ=gZkÛYj]ÛYÛj]hda[YÛg^Û Captains Wings for TWA, and were the welcome gifts during the 2014 TARPA Convention in Reno.

Price for each item includes shipping and handling. Proceeds from all kYd]kÛ_g]kÛlgoYj\ÛYÛ\gfYlagfÛlgÛl`]ÛKN8Û=da_`lÛ ÛD]egjaYdÛYf\ÛKN8Û Dmk]me Ûo`a[`ÛakÛfgoÛYÛ ~¨[©¨ ©Û[`YjalYZd]Ûgj_YfarYlagf ÛÛ KgÛhmj[`Yk] Ûhd]Yk]Û[gflY[l

:YhlYafÛ9addÛBajk[`f]j GFÛ9gpÛ JlYl]daf] ÛEMÛ =gjÛegj]Ûaf^g Û[gflY[lÛ9add ]eYad ÛKFG@:J<@K³a[dgm\ [geÛÝÛG`gf] Û ¤ ~¤ Page 16

The Grapevine

J][gf\ÛhdY[]Û\jan]j ÛYf\ÛCYc]ÛKY`g]Û:gjn]ll]Û:dmZÛD]eZ]j Û9addÛBajk[`f]jÛYf\Û\Ym_`l]j ÛBjakÛBajk[`f]jÛQ]`j]fÛ¨EYna_Ylgj£lae]j©

SOMETIMES THE NEED FOR SPEED IS OVERWHELMING! The fastest road race in the world – the Silver State Classic Challenge – is held the third weekend in May and September right in our own backyard. As a matter of fact the current record is 217.5570 mph for ninety miles. The Nevada Highway Patrol blocks off 90 miles of highway 318 between ELY and Las Vegas. Actually the towns of Lund and Hiko is the start and ﬁnish lines, but we stage out of Ely. Once you qualify you and your car at Mario Andretti's race track in North Las Vegas and run one race as a rookie, unless you have a race driving certiﬁcate from another race venue, you can go as fast as you dare. For more precise information, go to www.SSCC.us. Driver, and Lake Tahoe Corvette Club Member, Bill Kirschner and daughter, Kris Kirschner

K`]ÛeYpÛkh]]\Û^jgeÛ9add±kÛ:gjn]ll]ÛafÛo`a[`Û`]Û[Ye]ÛafÛ k][gf\Ûoal`ÛYÛkh]]\ÛnYjaYf[]Ûg^Û Ûk][gf\kÛ^jgeÛxjklÛ place after ninety miles at an average speed of 135 mph!

Zehren, Navigator/timer, at the most recent race September 21, 2014. We came in second with a time variance of .4869 seconds, between ﬁrst and second place. Our top speed was 162.8 and average of 134.9052 Mph. What fun! J

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THE VERY BEST OF TWA COOKBOOK! Remember how great the TWA First Class meals were? Now you can have the recipes for The Very Best of TWA. Cookbooks can be purchased for $15 (plus $5 s/h per book). To order a cookbook send check or money order, plus the address where youâ&#x20AC;&#x2122;d like your cookbook mailed, to the following address: Mary Sue Till Medical Fund 833 Gladstone Court, Vernon Hills, IL 60061 For more info, email: margesiegal@gmail.com Hereâ&#x20AC;&#x2122;s a preview of one of our favorite recipes from cookbook:

Coquille St. Jacques â&#x20AC;&#x201C; TWA 2 lbs. bay scallops, washed & drained 1 c. dry white wine 1 c. water tsp white pepper c. vegetable oil c. butter or margarine O c. all-purpose ďŹ&#x201A;our 3 c. sliced fresh mushrooms 2 T. vegetable oil Juice of 1 lemon, divided use 1 c. heavy cream ÂŁĂ&#x160;i}}Ă&#x160;Ă&#x17E;Â&#x153;Â?Â&#x17D; c. grated Parmesan cheese Salt and white pepper to taste Topping: 4 T. dry bread crumbs 1 T. butter or margarine Duchess Potato (for border, opt.): 2 c. mashed potatoes ÂŁĂ&#x160;i}}Ă&#x160;Ă&#x17E;Â&#x153;Â?Â&#x17D; 1 T. butter or margarine, melted

Place white wine and water in a 2 -quart saucepan. Add salt and white pepper; bring to a boil. Add scallops to saucepan and bring back to a boil. Reduce heat and simmer for 1 minute. Remove from heat. Drain scallops. Reserve 2 cups for cooking broth. Heat cup of the butter and cup of vegetable oil over low heat in a 4-quart saucepan. When butter is melted, add O cup of all-purpose ďŹ&#x201A;our to saucepan at once. Stir with a wire whisk until it forms a paste. Add the 2 cups of reserved cooking broth to saucepan. Stir with a wire whicsk until smooth. Simmer for 15 minutes, stirring frequently. Meanwhile, heat 2 tablespoons of vegetable oil in skillet. Always wash mushrooms in water with 5% white vinegar added immediately before cooking them to prevent the mushrooms from turning black. Do not let the mushrooms soak. Add the juice of lemon to skillet. SautĂŠ over high heat, stirring frequently until all the moisture is evaporated. Mix and beat slightly the heavy cream, grated Parmesan cheese, egg yolk and remaining juice from lemon. Pour above mixture into the simmering scallop sauce stirring constantly until well combined. Remove fro heat (do not bring back to a boil). Add cooked scallops and sautĂŠed mushrooms. to sauce. Mix well with a wooden spoon. Adjust seasing to taste and keep warm. Mix mashed potatoes, egg yolk and melted butter together well. Place mixture in pastry bag with ďŹ&#x201A;uted tip. Divide scallop mixture into 8 scallop shells or individual ovenproof casseroles or ramekins. Pipe a border of Duchess Potato around the edge of the shells with the pastry bag (if desired.) Sprinkle each shell with 1/2 tablespoon of brea crumbs. Add a dot of butter. Place shells on cookie sheet. Broil for 2 to 3 minutes or place in a very hot (450Âş) oven until the top is golden brown. Place shells on plates, garnish with lemon wedges and baby trees (parsley). Serve at once. Makes 8 servings.

Â&#x153;Ă&#x152;i\Ă&#x160; Â&#x153;ÂľĂ&#x2022;Â&#x2C6;Â?Â?iĂ&#x192;Ă&#x160;Â&#x201C;>Ă&#x17E;Ă&#x160;LiĂ&#x160;ÂŤĂ&#x20AC;iÂŤ>Ă&#x20AC;i`Ă&#x160;>Â&#x2026;i>`Ă&#x160;Â&#x153;vĂ&#x160;Ă&#x152;Â&#x2C6;Â&#x201C;iĂ&#x160;>Â&#x2DC;`Ă&#x160;Â&#x17D;iÂŤĂ&#x152;Ă&#x160;Ă&#x20AC;ivĂ&#x20AC;Â&#x2C6;}iĂ&#x20AC;>Ă&#x152;i`Â°Ă&#x160; vĂ&#x160;Ă&#x153;>Ă&#x20AC;Â&#x201C;Â&#x2C6;Â&#x2DC;}Ă&#x160;vĂ&#x20AC;Â&#x153;Â&#x201C;Ă&#x160;>Ă&#x160;Ă&#x20AC;ivĂ&#x20AC;Â&#x2C6;}iĂ&#x20AC;>Ă&#x152;i`Ă&#x160;Ă&#x192;Ă&#x152;>Ă&#x152;i]Ă&#x160;ÂŤÂ?>ViĂ&#x160; in 400Âş oven until they are bubbling hot; then serve at once. J Page 18

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INAUGURAL OOPS! 9qÛ:YhlYafÛ9gZÛBYnmdY My July 1988 bid award was Berlin. Two crews flying two round trips: Brussels/ Berlin per day in the corridor, three on three off. The wall was still up. TWA would provide a hotel room for the month and our dependents could stay with us – a vacation of sorts. Early in the month we were advised that TWA was adding a round trip to Frankfurt. This meant three round trips per day. Flying time for the month went over 100 hours. I was to fly the inaugural. No one from the officer core at JFK was coming to Berlin. We were advised that a freshly painted 727-31 aircraft was in Brussels. The first flight of the day was Berlin to Brussels. A few problems caused us to leave late. The station manager said he was looking for an on time inaugural to Frankfurt. So it was BARBER POLE in the corridor. Max altitude allowed was 10,000 feet with no speed restrictions. Exiting the corridor it was a BARBER POLE climb and decent into Brussels. Upon landing we were told an ADF radio had to be removed from our aircraft and put in the freshly painted aircraft. ADF was still being used for navigation. The end of the corridor from Berlin to Frankfurt leg had an ADF beacon. This was the reason for an additional radio. When the wall was up, U.S., France, England, and Russia were the only countries able to fly to Berlin. Lufthansa could not.

It was another BARBER POLE flight to Berlin. Upon landing there was only 15 minutes to scheduled departure. The station manager asked me to come out and talk to the press. I told him to have them come on board and see me in the cockpit, as it would save time. The only question asked was how old was the aircraft. Another BARBER POLE flight to Frankfurt. On the jet way I was greeted by two serious German officials. They asked if I was the commandant and I replied “YES”. Then they asked, “ What permission I had to fly Berlin to Frankfurt”. I replied that in my Jeppesen Manual was a list of cities that I could land. After they looked at the manual they said,” TWA did not get route or landing permission from the German government. WE ARE SEIZING YOUR AIRCRAFT’. Off I went to OPS to call Paris and report I had a BOOT AROUND THE NOSE WHEEL. About two hours later I was informed that we could leave. Upon arriving at the aircraft I saw a stack of emergency seat cards. They were for the 727-200 with life rafts and life preservers. The people on the inaugural flight had stripped the aircraft. I got rid of the cards and told the station people we would do a more complete briefing. It was another BARBER POLE flight to Berlin. We had another round trip in the corridor to do. I have no idea what the fine was. The TWA Skyliner never mentioned the inaugural flight. For the non-pilots BARBER POLE is the maximum speed allowed for the aircraft at that altitude.

GY_]Û~

8D<I@:8EÛ8@IC@E<JÛI<K@I<<ÛG?FKFÛ@;Û@EJKIL:K@FEJ Vgn ^[ h h Z X Z Dcan c V cZl i c V l ndj # l^i] 9 # > c V X i# 6bZg^ gZ dc ^ j i X ^ e ndjg

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TO REALLY LIVE YOU MUST ALMOST DIE 8fÛafkhajYlagfYdÛafl]jna]oÛoal`ÛKN8Û:YhlYafÛK]\Û;YnakÛ[gehad]\ÛZqÛKN8±kÛEgjl`o]klÛ :`Yhl]jÛ²K8@CN@E;J²Û<\algj Û:YhlYafÛ9]jlÛ9gllY Ûmk]\Ûoal`Ûl`]ajÛh]jeakkagf

vÌiÀÊÌ> }ÊÜ Ì Ê >«Ì> Ê ÌÌ>Ê> `Ê ÃÊ wife Janeth at our recent August picnic, they encouraged me to share my story of recovery. Even though I didn’t want it to be about me, he encouraged me to share it because of my unusual journey and recovery. He made it very iÝV Ì }Êv ÀÊ iÊÌ ÊÌ Ê>L ÕÌÊ` }ÊÌ Ã°Ê iÊÃ> `Ê hopefully others with similar issues would be able to appreciate my story and be encouraged to live their lives in a new way. – Ted Davis K]\Û;YnakÛYlÛl`]Û8m_mklÛ ~ ÛKN8ÛEgjl`o]klÛ:`Yhl]jÛha[fa[

About three years ago I had a malignant tumor the size of a grapefruit removed. It may have affected other organs near the area. The medicine to treat the tumor was very expensive, $100 a day, and it was supposed to help. When I went to a 2012 TWA Northwest chapter Christmas gathering, I felt poorly and had trouble breathing. Later that year I started losing weight feeling poorly and just feeling uncomfortable. I went to the doctor and found out I had a ruptured heart valve. By July 2013, I had lost 80 pounds, was in bad shape, diagnosed terminal and was assigned to a Hospice that would be in my own home. Hospice was told I had 4 to 6 months to live. That kind of shook me up, but I wanted to stay positive and not get depressed or feel sorry for myself. Reality is discouraging but it can be managed. The main reason I wanted to do things this way is that it would be easier for me; but more importantly it would ease the burden on my children and loved ones. That would help them to accept my loss. It worked! There were rewards which I mention below.

The TWA picnic in August 2013 was a blank for me. Captain Joe and Irene DeCelles drove me there. They were there for me whenever I needed them. I could never thank them enough. Joe cut my lawns and did any chores that were needed for well over a year, never asking for anything. What patience and care they showed for me. Two pictures that were taken of me at the picnic showed how much weight I had lost. Hardly anyone recognized me. I did see my daughter there with her friend. I can't remember anything else. Later I received some cards and letters. They really helped me. I would often hallucinate and once I remembered someone putting a hand on my shoulder. When I turned around he was walking through the wall. During those hallucinations, I had many visits from people that I did not know and they looked at me and just smiled but never talked. I knew it was the medicine causing the visions and sometimes I just laughed. Once a young lady was in bed beside me smiling. I told her to leave, that this was my bed and there are other rooms here. I told her, “Next time you come here, bring your Mother!” She smiled and vanished into the wall.

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KF Û I < 8 C CP Û C @ M < Û PF L Û D L J K Û 8 C D F J K Û ; @ < Û Ý Û 9 P Û K < ; Û ; 8 M @ J I used to hear the phone ring, but of course, on? Right away I knew that I was finally releasing my no answer. One morning, around 6:00 A.M., I heard feelings. So I thanked Him for his help and for taking my doorbell ring. It was dark. I stood up too fast care of my loved ones and friends that I have not yet and fainted, hitting my right lower side on the back thanked. Was that His hand on my shoulder? bed post. I had pain on the right side, but I made Later, two things came to mind: remember the sure there were no injuries to my legs, arms or hip. movie The Hanging Tree with Gary Cooper? People Just the ribs were hurting. I also felt wanted his gold, and said if you "… what saved my life my lower right side and my hand do not give us your gold we will con-caved to where the ribs were. hang you. Well he said take the was the teamwork of Thats when I knew some ribs were gold and they freed him from three teams … The probably broken. I do not know the hanging tree. Marty Robbins how, but I called Joe. After calling sang the song "The Hanging Doctors helped saved 911, he came over since he had a key Tree" for the movie, and it was my life medically. The to my house. They took me to the a big hit. One line in it said, and Deity did His share. Most hospital and I was x-rayed. I asked I quote "To really live you must the operator how many ribs did I important were the cards, almost die." Sound familiar? break? He said none were broken Then there was The letters, care, strength, but a few were pretty well bent. I Serenity Prayer. It goes like this. concern and prayers from was put on morphine for a while. “God grant me the serenity The ribs remained bent, but I had my children, friends and to accept the things I can not no pain and no more morphine. change, the courage to change you fellow TWAers." By December 2013, the the things I can and the wisdom fifth month in Hospice, I had put on 10-13 pounds to know the difference.” The author I believe is and the nurses were impressed with my slow unknown. More tools. improvement. A Hospice Supervisor heard about The latest TWA Northwest Chapter 2014 this and wanted to come over and talk with me. I picnic at Penngrove was a royal treasure for me. had a feeling I was going to be released from their By then, I had gained 35 pounds, I was driving, and care, which happened later that month. All I could remembering who I saw. I gave – and got – a lot of say was Merry Christmas to me, and "Bye-Bye" to hugs and answered questions. What a change from Hospice. Shortly after I was discharged, I attended last year! After arriving back home, I briefed Joe and the 2013 TWA Christmas luncheon and saw many told him that when I get better, I’ll play golf with TWA friends there. I left early before the raffle, but him and Irene. I told Irene I’ll play from the red tees at least I was recognized. with her until I get stronger. Why not! Later I received a card from one of the As I reflected, what saved my life was the women in the group that mentioned what a fighter teamwork of three teams. These are the rewards I I was. That surprised me, but when I thought about mentioned earlier: The Doctors helped saved my life it, staying positive, etc. was worth fighting for. I do medically. The Deity did His share. Most important thank her for the encouragement and awareness. were the cards, letters, care, strength, concern and Before Easter 2014, I was feeling a lot better. prayers from my children, friends and you fellow My voice was getting stronger and I wanted to go TWAers. You mentally helped save my life. To you to church and light some candles and chat with all I unashamedly say I love you. Thank you again! the Deity. This I did on Easter Sunday, and when I kneeled in the front pew and talked with the Lord, I – Captain Ted Davis J noticed tears dripping on my chest. What was going Page 22

J : < E < J Û = I F D Û J < G K Û ~ Û : F E M < E K @ F E Û Ý Û I < E F Û E M

A GRAND TIME IN RENO!

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J : < E < J Û = I F D Û J < G K Û ~ Û : F E M < E K @ F E Û Ý Û I < E F Û E M

TARPA President Dusty West (left) with Grey Eagles Gj]ka\]fl Û=j]\ÛCYf\Z][cÛYf\Û9addÛBajk[`f]jÛ¨ja_`l© Page 24

J : < E < J Û = I F D Û J < G K Û ~ Û : F E M < E K @ F E Û Ý Û I < E F Û E M

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J : < E < J Û = I F D Û J < G K Û ~ Û : F E M < E K @ F E Û Ý Û I < E F Û E M

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J : < E < J Û = I F D Û J < G K Û ~ Û :9]`af\Ûl`]ÛJ[]f]k ÛKN8Û=da_`lÛ:]fl]jÛYlÛA=B FEM<EK@FEÛÝÛI<EF ÛEM

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IF YOU DON'T ASK … "PYRAMID TOUR" ON TAKE OFF OUT OF CAIRO 9qÛDac]ÛD[=YjdYf\ I first flew to Cairo as f/o on the 707 in 1969. During the course of my career I flew to Cairo dozens of times and always enjoyed the experience immensely. While flying the L-1011 during the late 80's and early 90's, I would request a "pyramid tour" if the landing runway was to the northeast. Almost always the approach controller would approve my request. This would allow for a left turn around the pyramids

at Giza before lining up for the approach to the northeast. I would alert the passengers to they could enjoy this extraordinary view out the left side. One early morning from Cario to Paris the active runway was to the northeast. The pyramids at Giz, being southwest of the airport, would not even

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@=ÛPFLÛ;FE±KÛ8JBÛ ÛÝÛ9PÛD@B<ÛD:=8IC 8E; ler if I could proceed out to the west a few miles, be close to our route as our normal departure would followed by a left tear drop turn and proceed back take us directly to Alexandria on a NNW course. to the pyramids and make a left turn around them. Well, I decided if you don't ask, you'll never know. The controller approved my So I picked up the 'mike' request, and I did just that. before taxi and I asked: " 'Cairo ground, this is I gave the airplane to the "Cairo ground, this is TWA with a special request … f/o and took several pictures TWA with a special request," from my side. I said. "I would like a right I would like a right turn after After completing my turn after departure for a low departure for a low level "pyramid tour", right and level fly-by of the pyramids fly-by of the pyramids at Giza left, I turned on the seat at Giza before climbing on belt sign and proceeded on a course direct Alexandria." before climbing on course Ground control redirect course to Alexandria, direct Alexandria.' Ground plied, "your special request beginning my climb 30 control replied, 'your special is approved." I couldn't beseconds later. lieve it. I then informed the After returning home, request is approved.' " passengers on the P.A. as to I of course had my pictures what to expect and told developed. Upon my them that approaching next trip to Cairo, I gave the pyramids I would 8x10 copies to the Cairo turn off the seat belt station manager, and also sign so they could get asked him to deliver two up and move about the 8x10 copies to the Cairo cabin as necessary to enapproach/departure conjoy the wonderful view. trol, along with a thank I also told them that I you letter from me on turned the seat belt sign TWA stationary. on again, they would The next trip into have 30-seconds to reCairo, they were landing to turn to their seat before the Northeast. I requested I began our climb. a "pyramid tour" on our I leveled the airarrival. The controller plane at about 1,500 replied, "is this Captain feet above the ground McFarland?" I replied in and proceeded directly the affirmative. He then toward the pyramids. replied, "Welcome, welHaving handed my come! Of course you can. camera to the f/o, I The pyramid tour is apturned off the seat belt proved." sign and made a 30-deThe picture of the gree bank to the right pyramid from the ground of about 90-degrees duration around the pyramids was taken by me from on horseback while riding in while he snapped several pictures. While doing this, the desert of my first trip to Cairo in 1969. I was enjoying it so much that I asked the controlSo many wonderful memories! J Page 29

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FLIGHT TO CAIRO K`]Û^gddgoaf_ÛoYkÛj][]an]\Û^jgeÛIgZÛ9m[c Û^gje]jÛ;]dlYÛ:YhlYafÛYf\ÛkgfÛg^Û KN8Û:YhlYafÛIgZ]jlÛE Û²9gZ²Û9m[c Û=gjoYj\ÛZqÛDYj[Û9]j[q Ûoal`Ûh]jeakkagf Û IgZÛ9m[cÛYf\ÛAir FactsÛöoo 8aj=Y[lkAgmjfYd [ge© From time to time, we revisit an original Air Facts article that we think would make enjoyable and worthwhile reading today. So it is with Bob Buck’s Flight to Cairo, the legendary airline pilot’s story of flying a TWA Constellation from Paris to Cairo in the days before jet engines and GPS. This is a detailed description of a flight, and like us, you will no doubt marvel at how much has changed. It was originally printed in the February 1951 edition of Air Facts – Editor

=gjoYj\ÛZqÛIgZÛ9m[cÛ¨9gZ±kÛkgf© The story on the next page, written by my father, tells of a TWA 749A Connie ﬂight from Paris to

> À ]ÊÛ >Ê<ÕÀ V ]Ê > Ê> `Ê, i°Ê ÃÊ }L ÊÃ>ÞÃÊ 10 hours and 11 minutes of flying time, arriving Cairo the morning of November 3, 1950. This visceral story recounts concerns of weather and vaguely accurate navigation, as well as Europe just five years after WWII. Four decades later, then in my own airline career, I wandered Paris on a lovely afternoon. This little >`Ûi ÌÕÀiÊÜ>ÃÊV V VÌi`ÊLÞÊ ÞÊv>Ì iÀ]Ê>ÃÊ ½`Ê vÌi Ê>Ã Ê him of secret places to visit in his beloved Paris … this iÊÌ ÊÃiiÊ vÊ>Ê ÌÌ iÊL ÃÌ ÀiÊ Ê,ÕiÊìÊ-i i]ÊÌ >ÌÊÃ `Ê Ì }ÊLÕÌÊL ÃÊ ÊÌ iÊ «Ã]ÊÜ>ÃÊÃÌ Ê ÊiÝ ÃÌi Vi°Ê There it was … Librairie des Alpes! Fascinated > `ÃÌÊÌ iÊVÀi> ÞÊy ÀÃ]Ê ÕÃÌÞÊ>À >Ê> `Ê` ÌÊ } Ê Ã i ÛiÃÊ vÊL Ã]Ê ÊiÛi ÌÕ> ÞÊÀ> Ê>VÀ ÃÃÊ iÊ Ê ÀÊ ` >Êy } ÌÊÓ{x°Ê ÌÊÜ>ÃÊ>Ê iÊy } ÌÊÌ >ÌÊÃÌÀÕV Ê Ì°Ê Blanc, while churning through horrid weather over the Alps, losing all aboard. Too lovely a day and too sad a

9gZÛ9m[cÛ¨[aj[YÛ~ £ ©ÛafÛ^jgflÛg^ÛYÛYÛ~ >Û "Super G" Connie; part of a PR photo which was run in newspapers as a TWA ad.

ÃÌ ÀÞ]Ê Ê` ` ½ÌÊLÕÞÊÌ iÊL ]Ê i ViÊ ÃÌÊ`>ÌiÊ vÊÌ iÊÌÀ>}i`Þ°Ê ÞÊv>Ì iÀ½ÃÊÃÌ ÀÞÊ >ìÊ iÊVÕÀ ÕÃ]Ê> `ÊÌ iÊV «ÕÌiÀÊ Ã Ûi`Ê Ì iÊ µÕiÃÌ Ê Ü Ì Ê Ã V }Ê À Þ°Ê L ÕÌÊ the same time TWA 926 was landing in sunny Cairo, ÀÊ ` >ÊÓ{xÊÃÌÀÕV Ê Ì°Ê > V]Ê Ûi LiÀÊÎ]Ê£ xä°Ê You’ll read of a second weather front behind my father’s flight … it brought heinous wrath to the Alps. Of brighter ending, my wife and I were watching the movie “Julia, Julia”, about renowned chef Julia Childs. As she and her husband arrived at their Paris flat, it was on Rue de Seine, and there was the LibraiÀ iÊìÃÊ «iÃtÊÊ ÌÊ> Ã Ê i`Ê iÊ>Ê Ûi ÞÊ>vÌiÀ Êo unfortunately I wasn’t there.

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Read Bob Buck’s story "Flight To Cairo" on the next page…

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FLIGHT TO CAIRO ZqÛ9gZÛ9m[c =IFDÛ=<9IL8IPÛ~ ~Û<;@K@FEÛF=ÛAIR FACTS

The weather map in the Paris office looked like a typical late fall European map, one front close behind the other. On the Continent weather moves fast — a front passes and before you’ve settled to the respite the next one has come along. That’s the way this was; a cold front had passed Zurich, Switzerland, our first stop; here in Paris it was overcast and a light cold rain fell in the early evening; it was the beginning of a new front moving toward Paris from the west. The three hundred and forty mile flight from Paris to Zurich was between the fronts. Actually neither front was going to bother us much. A departure in the rain and an arrival at Zurich where there would be a broken stratocu deck left over from the cold front. We taxied the Connie into the wet night. On VHF, in English, the Paris tower had cleared us to the runway. All the world of the air speaks English as it is the official language and so no matter where you go you call the tower in English. Sometimes it’s pretty shaky English you get back, but you get it. In Paris they speak well with enough French accent to make it attractive. We ran up the engines and called the tower for ATC clearance. He gave us, “TWA 926 cleared

to Peter Easy marker, contact Paris Control immediately after take off on 112.1.” Peter Easy is a homing beacon forty-eight miles out on the east leg of Orly Field range; it’s on 328 kilocycles. Orly Field is the one used by us and the intercontinental traffic and is southeast of town. Le Bourget is used for intra-continental traffic and is northeast of town. In the air the rain changed to snow and the temperature went down with altitude. We called Paris Control and he cleared us to Zurich at 7,500 feet to report over Peter Easy Marker. The propeller alcohol was on and an exploratory look at the lighted leading edge showed no ice. After giving our time off to Paris Control we gave our company radio the time off also on another frequency. This “company” station is maintained by more than one airline and handles the traffic which goes to the company dispatch offices and is also relayed to the various ATC control agencies; actually most of the traffic control is handled directly with the control itself on VHF as we did with Paris Control. We crossed the PE marker, told Paris Control and headed out toward Zurich. We left the Paris range and that’s the end of range stations for some distance. We use homing beacons to find Zurich.

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=C@>?KÛKFÛ:8@IFÛÝÛ9PÛ9F9Û9L:B about thirty degrees and holding steady, and just when you begin to think about believing it, the needle jiggled to a point ahead and then to the left. You watch these erratic movements and gradually get a pattern, an average. I felt we were to the left, or north of Zurich. In the meantime the radio operator had gotten me a clearance into the Zurich area. He did this on CW (With Original oil painting of a TWA Connie from www.twapilot.org >Ê Ìi i}À>« Ê iÞÊ > `Ê ` ÌÃÊ > `Ê dashes on a Continuous Wave transmission.—Editor) The Swiss still want to use The snow stopped and we were between layers; code into and through their areas and so it’s done the radio reception was very good and that’s more of that way until you get local clearance at the field, a bother than a help. In Europe there are many radio through the tower, on VHF. stations and their frequencies are too close together and it makes it tough to tune what you want. Tuning The legendary Constellation, a mainstay of TWA. various beacons along the way didn’t find anything And then being a little uncertain I used a very that the ADF needle would take a good bearing on. nice thing that you find in Europe, their DF (DirecThe noise was a mass of squawks, tones of tion Finding) facilities. To go back a little it’s worth keyed signals and music, a useless jumble. The pointing out that the European idea of radio navigathing you do is use the flight plan heading and keep tion and ours has been different. In ours you carry a toward Zurich. Having a radar type altimeter allows radio on which you tune a ground station and then a constant “look” at your elevation above the ground either ride a beam or take a bearing. In Europe you and an idea if the terrain is raising or lowering. The call the ground and say, “Where am I?” Mostly this navigator keeps track of it. was done by code on frequencies near 300 kilocycles, Getting close to Zurich we were on top of but now they also have VHF voice and a large share that post frontal stratocu deck and occasionally the of them understand English. We will have a thing ground could be seen through breaks, a light now and like it in the United States before long. then. The lights are few because Europe doesn’t light So in this case I selected the frequency of up like the United States and even a city like Rome 118.1 and gave Zurich a call. “Give me a QDM.” doesn’t look any bigger than Amarillo, Texas at night. Which is the same as saying, “What is my no-wind So the few lights you see aren’t much help. magnetic course to you?” The efficient Swiss never I tried to tune the Zurich beacon on 265 keep you waiting long. “TWA 926 QDM one seven kilocycles, but instead of getting it kept getting a stazero.” That means if there wasn’t any wind and I flew tion in Northern Ireland. The many other beacons 170 I’d get to Zurich, it also meant I was north northaround Zurich did not come in any better. In that west of the field which fitted in with the tendency of case you hold the heading and wait. We flew closer the ADF needle. I turned and flew the 170 and added with only ten minutes left to our ETA. The Zurich a few degrees for the west wind. In a few minutes I beacon attracted the needle of the ADF, but in an erasked for another QDM and it was still 170. ratic manner with the needle pointing off to our right Page 32

=C@>?KÛKFÛ:8@IFÛÝÛ9PÛ9F9Û9L:B By now the ADF needle had settled down and pointed ahead at the HEZ beacon which is the first beacon for approach and is located fifteen miles north of the field. It is one of four beacons. Zurich is loaded with radio aids once you get near the field. There are four beacons in a row which you progressively pass from northwest to southeast as you approach the field. At each beacon you descend to a lower altitude. These beacons are tuned in on our ADF’s and give us constant bearings. Along with the beacons there is an ILS on the runway you are headed for and on top of all that you can get continual QDM’s by voice as fast as every twenty seconds if you want them. All this leads to the runway which is almost 9000 feet of smooth cement and lighted like Broadway. It’s a wonderful approach. The Swiss believe if you are going to do it, do it first class. For us there were scattered clouds at Zurich and we landed without fuss or bother. The stop is for about forty minutes. You have it systematized at these stops: I get off and go through a quick customs; because I’m not leaving the field this amounts to an exchange of greetings between me and the customs man, then I go into the weather office where the Swiss meteorologist briefs me on what’s ahead and I tell him what’s behind. The meteorologist is efficient and very neat in a white coat about like your garage foreman wears. His office is in one of the many small wooden buildings of the field. They remind you of carved things, music boxes, mountainside chalets and the Alps. From the weather man I dash over to the bank and cash a check to get a few Egyptian pounds for use in Cairo. I do it here because the rate is best, on the way back I’ll get some French francs. From the bank I go to our office, sign the clearance and look over the Notams. I’ve done all this quick and so there’s fifteen minutes left. The rest of the crew joins me and we go into the little building which has a refreshment stand. They serve coffee, about the most American in Europe, and they sell pastries and chocolates that are delicious and fattening too. We buy some candy bars to take along and after finishing the coffee go back to the airplane.

Egn]eZ]jÛ~ Û~ Û9gZÛ9m[cÛyYk`]kÛàkÛka_fYlmj]Ûkead]Û Ÿdgf_ka\]Ûoa^]ÛA]YfÛYf\Û\Ym_`l]jÛ=]jjak©ÛgfÛl`]Û\YqÛg^Û l`]Û\]dan]jqÛg^Ûl`]ÛxjklÛ:gfkl]ddYlagfÛlgÛKN8ÛŸdkgÛl`]Û day of his daughter's 5th birthday!) Notice part of the gd\ÛBYfkYkÛ:alqÛDmfa[ahYdÛl]jeafYdÛafÛl`]ÛZY[c_jgmf\

Now we have an almost silly ﬂight; one hundred and forty-four miles to Milan, Italy, but it’s a highly interesting one hundred and forty-four miles because we go over the Alps. For the weather set-up that front which passed Zurich now becomes interesting to me because it has shoved up against the big hills and when a front and mountains collide something happens. In this case, however, the front had been weakening, the discontinuity wasn’t there and I know from past experience it will only mean a lot of stratus type clouds over the big hills. “The Alps are not bad to ﬂy over … It’s a simple problem in one word, altitude!”

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=C@>?KÛKFÛ:8@IFÛÝÛ9PÛ9F9Û9L:B The Alps are not bad to ﬂy over, as they might seem. It’s a simple problem in one word, altitude! You get a lot of it before you go over and then make certain you hold it until you have a positive check that says you have passed the mountains. In this manner it’s safe and simple. The minute, however, you take something for granted you may try to push an Alp over and they don’t push! So off from Zurich which is 1,400 feet above sea level bound for Milan which is 800 feet above sea level, but with some things 15,000 feet high in between. Our cruising altitude is 19,000 feet, thanks to pressurization and the Connie. We get most of the altitude right over Zurich since it’s a short way from Zurich to those Alps. We lazily circle in a climb between two of Zurich’s radio beacons. At 12,000 feet there is a stratus deck and we enter it. There is a little rime ice, not much. At 16,000 it is safe to head south toward Milan and we proceed on course, but still climbing. At 18,000 the stuff is shred-like and I glimpse through breaks. At 19,000 thousand we break clear and are just on top racing past the moonlit clouds tops at what seems tremendous speed because of their closeness. It’s that old ﬂuffy moonlit world below and the big clear starry sky above. There isn’t much to check enroute. The navigator watches our positive altitude and he “sees” the ground climb toward us and he can tell when we are over the highest mountains. But Rome radio is trying to get us, the company dispatcher has a message. He is worried about Milan. It has only a one point spread between temperature and dew point and he’s afraid it might go down, or even if it did stay up for our landing, he is afraid it might go zero after I land and then we would not be able to get out. And he’s worried about Rome, our alternate, there might be fog there, so change our alternate to Nice. I like that, I wouldn’t mind going there, for about a week. Rome doesn’t worry me because it’s really rare that Rome gets fog and if it did I have enough gasoline to reach Tunis and I know that’s a good deal. As for Milan, well I don’t think it will fold. It

FfÛd]^l Û:Yhl Û9m[cÛk`Yc]kÛl`]Û`Yf\Ûg^ÛAg`fÛ8 Û:gddaf_k Û Ma[]ÛGj]ka\]flÛg^Û=da_`lÛFh]jYlagfkÛafÛ^jgflÛg^ÛYÛCg[c`]]\Û Û:gfkl]ddYlagf Ûl`]Û\YqÛ9gZÛYf\Û[j]oÛ\]dan]j]\Ûl`]ÛxjklÛ :gfkl]ddYlagfÛlgÛKN8ÛafÛBYfkYkÛ:alqÛ¨Egn]eZ]jÛ~ Û~ ©Û

does look it. I can visualize the ﬁeld way out from town in the Po valley. It is isolated, the late night air is cold and goes through your clothes and into your bones. Because it is a valley, cold air is draining into it and you can almost feel the fog. But the thing that makes me conﬁdent is an overcast; some of the stuff from the Alps is hanging out over Italy and it gives a cover that should prevent much cooling and give us enough time to get in and out. The cockpit of the Connie is full, and everyone has a job. The navigator informs me we’ve passed the highest mountain, the radar altimeter told him so, but we hold our altitude for more checks before descending. On VHF we get Milan Control and are cleared down. It’s not like the states over there, it’s seldom, at an odd hour like this that there is any

Page 34

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other traffic and you almost always are cleared down be on instruments. Down to 1,400 feet at the range quickly. We descend to 16,000 feet, which is still a station, which is the final altitude, and at the range safe altitude to fly between Zurich and Milan, and station those runway lights show up, two rows along hold it to the Milan range station. The range doesn’t the side of the runway, they are the only lights clearcome in at all until you’ve passed the Alps, and then ly visible. it comes in shaky, but near the field it’s okay. We It looks weird to see two rows of lights just keep that 16,000 and now are on instruments in sitting there in dark space, you turn a little and these light snow or ice crystals. lights sweep up to one side, you nose down and they In a few minutes we pass over the Milan climb into the sky, it’s a strange and poor visual referrange and we are, for sure, over ence. You fly mostly instruments that wide valley. We start down and since there is an ILS, check the "It is raining inside the making the descent on the south glide path and stay above it, and use airplane, not because leg of Milan away from those big the altimeter too for obstruction of any rain outside, this hills. At eleven thousand feet we clearance. Very close to the field break out underneath and see the the runway itself, the pavement, rain which is annoying lights of the little villages in the becomes dimly visible and now we me and the co-pilot valley, there seem to be hundreds can let down and land. It is very is the condensation of villages, little groups of dim yelhazy down low and we glide swiftly low lights. through thin stuff, fifty feet off the that all pressurized It is hazy, almost foggy. Out ground, that looks like the exhaust airplanes collect. It by the airport it is very black; they from a big bus hanging there. It’s was frost on the inside do not turn on the runway lights fog trying to form. The flight from until you are close and so you seem of metal window sills … Zurich took one hour and thirtyto be circling over nothing and it seven minutes for the one hundred As one pilot put it, 'That seems pointless; the cockpit is dark and forty-four miles, but the time Connie loves to fly… with only the red glow from the inwas spent going up and down. struments, the wind presses around Although I still think the so much it cries every the outside of the plan, but the only overcast will keep the place open I time you come down!'" indication of speed is that indicator tell our Italian agent to hurry it up which says 250! It is raining inside and get us out quickly. the airplane, not because of any rain outside, this rain While they load and unload baggage, add which is annoying me and the co-pilot is the congasoline and all the busy things of a stop I go to densation that all pressurized airplanes collect. It was weather and clearance. It is an automobile ride. frost on the inside of metal window sills and braces With the co-pilot and an Italian employee we strugup high, but now, descending with the temperature gle into a little Fiat station wagon and go almost a rising, this melts and it melts all over you. As one pimile to what was once an Italian air force base. It is lot put it, “That Connie loves to fly, it loves to fly so very attractive in its old way but suggests something much it cries every time you come down!” that once was, but now is finished. At three thousand feet on the south leg the The buildings are stone and mortar and very procedure turn is started, the tower contacted for fiItalian, lovely bushes and tall trees surround the area, nal and the cockpit items checked over the last time. behind the main building is a pleasant garden, drab Headed toward the field we descend, but only to now, but once, in summer, there were arches of vines, the instrument approach minimums because even formal cropped bushes, all in foliage, tables that sat out though we are contact it’s so dark we might as well on the patio, lighted lanterns, the murmur of voices, Page 35

=C@>?KÛKFÛ:8@IFÛÝÛ9PÛ9F9Û9L:B soft romantic music, a tinkle of crystal that held good red wine, Italian officers resplendent in their uniforms, black boots shining, the quiet voices of visiting ladies. You glimpse a vision of all this that had been as you pause before the building, but it is gone now. Inside, the building is very worn and dark and cold. It has been beat up by the war. The little room of the weather office has two dim light bulbs that hang on long cords from the high dark ceiling, the faded blue plaster walls are marked and chipped, the desks, the benches are all used very much. The weather man speaks in Italian about the weather to Rome and my TWA man translates, but I stop him since I want to see if I can understand. I can because it is very simple, clear weather. “Fog in Rome?” I ask him. “No, no,” he says emphatically. And I am happy to see he feels as I do and not all worried like the dispatcher. From the weather office I go to the clearance room. You file an Italian clearance much like our ATC form. This room is drab too, only one dim light, a table, a desk, two sleepy men dressed in uniforms that once were fancy and important looking, but now are tarnished and beat up like the walls of the building, it is sad. After pleasant greetings we depart and drive back through the chill dark night. Near the airplane is an administration building under construction and partly finished and serviceable. The ticket counters are new and finished in natural wood and of modern Italian design. They are attractive and show the sense of beauty and fine craftsmanship these people have. You feel, looking at this, that they are coming back. A refreshment stand is finished in the same pleasant style. You can get pastry, coffee, a drink. I ask for cafe espresso. This is a small cup of very potent black stuff. Its making is a real production and much machinery is involved. There, on the counter, is a big steam tank with valves to turn, gauges to watch. A small container of powdered looking coffee is put in it, a tiny cup placed under the big chromium machine, the operator turns valves, steam hisses and slowly, drop by drop, the black fluid falls into the tiny cup.

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I think the steam, under pressure, passes through the coffee and condenses. With an air of accomplishment and artistic flare of arm, the cup is placed before you. You half fill it with sugar and sip slowly, it will keep you awake to Rome easily. The flight to Rome is simple and short, only 330 miles, the highest hill a little over 7,000 feet. These mountains are the Apennines and sometimes they cause a lot of weather. In summer there always seems to be big cumulus and thunderstorms hanging over them during the hot days, but tonight they are clear. The first good check is Pisa, 150 miles from Milan. It has a range station and pretty good homing beacon. All these aids I speak of probably sound better than they are. Because of that too close frequency business these aids are difficult to turn and do not give the indication you like until you are close, but with the expedient of holding a heading until something is audible, of keeping plenty of safe altitude until you are sure, of lots of gasoline in the tanks, and of a lot of little tricks you’ve learned through the years, it comes out all right. It is more interesting than flying in the states because it is the kind of problem which requires the craftiness you had in barnstorming days, you just don’t simply tune the radio from one aid to the next. At Rome we have approach control and all the systems of home. There’s a difference, however, in that they are new here, the nationals running them haven’t completely gotten the ideas. They have

Page 36

=C@>?KÛKFÛ:8@IFÛÝÛ9PÛ9F9Û9L:B the language trouble too and it is difficult for them The mountainous country is brown and barren and to grasp the problem and think in another language. looks like poor growing land. I imagine all the manuals they have been supplied After crossing the toe we steer more east and probably confuse the issue too because manuals are lay a direct course toward a point a few miles east of confusing anyway. Alexandria, Egypt. The sky is blue and it’s a lovely So while we work the procedures and respect day, but far ahead I can see cumulus. From a distance their wishes, we also monitor the they seem low, but you know it’s "… Rome has one main air and check other aircraft and that front and when you get up keep our own traffic problem in to them they will not be low. We runway of 6,800 feet, a line. Time and experience will are flying at 17,000 feet. range station and an ILS get it worked out. From the distance it is a that does not work very Rome has one main runline of small cumulus, closer it is way of 6,800 feet, a range station a line of big cumulus and even often… The airport was and an ILS that does not work closer they are cumulo nimbus. knocked about during very often, but Rome weather is There isn’t much to get excited the war, but they’ve been good, very much like Southern about until you get even closer. I California without the smog. putting it back together … study the clouds and try to pick The airport was knocked about a hole through the line or a place There’s a good restaurant during the war, but they’ve been to go around. We are still in and the crew settled putting it back together and now clear air and far below the sea is there is a very modern and atrich blue. We get very close and down to a 4:00 A.M. tractive administration building the clouds tower thousands and spaghetti dinner." almost finished. There’s a good thousands of feet above us. There restaurant and the crew settled is a place to the south that looks down to a 4:00 A.M. spaghetti dinner. better and I turn that way. I am almost certain it is Now the up and down part of the flight is a wasted turn because sooner or later we will come over and we have one more hop, but one longer than to a place that does not have any holes or easy places the entire distance we have flown so far. It is to Cairo and you will have to go through. which is 1,328 miles across the Mediterranean. And that is correct because as I round that The map studied at Rome showed typical Fall easy looking corner a big white wall faces me. This is weather enroute to Cairo; there always is, at this time the place. The seat belts go on, we slow to 180 indiof year, a front between the two places, and being this cated, pitot heat, carburetor heat, propeller alcohol far south it means thunderstorms. This front is beand the time is here: the spot looks as soft as any, tween the toe of Italy and the island of Crete. there is a good chance it will not be bad because at The weather people in Europe are much the this hour the storm should be weak; and you think same as ours at home, good on their own ground, about this as the cloud comes slowly closer, then it around their own terminal, but more vague the furcomes quicker and in a rush we go on instruments ther they get from it. Also, overseas, they do not and it begins to snow. There is choppiness and the have the spot hourly reports as we have and so have static is very loud. The static builds to a roar in the less to work with and it is more difficult for them. ear phones as the snow increases, and then the static All in all they do pretty well. quiets down to a buzz and we relax a little, but then From Rome we head southwest toward the it builds up again and the air gets rougher, we go toe of Italy. Near Naples, over Capri, the sky begins up quickly, but rather than fight it and increase air to get light. By the time we cross the toe it is day. speed I let the altitude go up knowing we will run Page 37

=C@>?KÛKFÛ:8@IFÛÝÛ9PÛ9F9Û9L:B out of that up draft before long and we do, and then the howl of the static quiets to a hum, but the air remains choppy, and then the static becomes very quiet, as a whisper, and the snow is light. We slide out of the side of the huge clouds like walking out on an old fashioned porch with a big roof, because a wide layer of cloud hangs over us and from it light snow falls, the sun ahead makes the snowflakes sparkle like a million sequins being thrown at us; directly below, way, way down, the sea is that rich blue. In a few minutes we are away from the clouds and the front and now it is only the sky and the sea. The navigator gives us a new heading and we settle down. Until now the navigator wasn’t used :Yhl Û9gZÛ9m[cÛ¨[]fl]j©Ûoal`ÛKqjgf]ÛGgo]jÛYf\ÛYÛdgn]dqÛ`gkl]kk Û much, he acted more as a secondary aid, a G`glgÛoYkÛYÛKN8ÛGIÛk`gl Ûka_f]\ÛZqÛGgo]jÛafÛ^ja]f\kàhÛlgÛ9gZ nice thing if you get into a position where you might need a celestial fix, so through Europe Farouk Field is big and a great number of C-46s he more or less follows you, but now, across the water left over from the war lie in the hot sun, unused, he takes drift sights, works pressures, takes a sun line slowly rotting to useless metal. and does it much as we do across the Atlantic. The sun feels warm and good as we get out of The cute French hostess brings me breakfast the Connie. There is the feeling of a different land; and there is not much to do except stay awake. It is the red fezzes, the long robes, the sound of a strange sleepy too because the bright sun beats down on the language, the dark skinned baggage handlers, wide airplane and the world is warm and lazy. bare feet padding across the ground, it is Africa and The coast of Africa first shows as a brown it is different from Europe. haze on the horizon. It comes in from our right and Now for a day’s sleep and a night’s too, then, finally, when you can see it plainly, it is just desert, tomorrow, back to Paris and a day or so after that home desert that comes from far south in the Sudan to the to New York, but now New York seems far away. J sea, that goes east and west for thousands of miles, “A hell of a big beach!” one GI called it. Thank you Captain Buck, As we cross the coast the fabled city of AlexCaptain Rob Buck, Air Facts and andria is to the left, ahead is the fertile area, created by man and Nile; an abrupt sharp line of change Chief International Dispatcher and from the tan sand to the fertile green where the irTWA Seniors Web Master for forwarding. rigation of centuries, the flooding of that great river Anyone that has been around TWA turns the desert into a garden. We descend toward Farouk Field—it was called Payne during the war. for any length of time is familiar with Over the big Nile, flying lower, we can see Bob Buck’s great gifts to aviation in the sail boats, as old as civilization with their trianthe Prop and Jet age. – Editor. J gular sails pushing them so slowly along. Page 38

FLOWN WEST

IN MEMORY OF

CAPTAIN FREDERICK WERNER September 7, 1925 - September 26, 2014 TWA 1953-1985 “What the caterpillar calls IN MEMORY OF

the end of the

CAPTAIN JERRY D. RICHARDS

world, the master

August 25, 1938 - September 11, 2014 TWA 1966 – 1998

calls a butterﬂy.” – Richard Bach (Illusions)

IN MEMORY OF

CAPTAIN ROBERT WALTER September 7, 1921 - September 6, 2014 TWA 1947-1982

Page 39

=CFNEÛN<JK

@EÛD<DFIPÛF=

CAPTAIN FRANK KULESZ AYfmYjqÛ ~ Û~ Û¤ÛJ]hl]eZ]jÛ Û ~ KN8Û~ ~Û¦Û~

@EÛD<DFIPÛF=

F/O JAMES E. CUSHMAN 8hjadÛ~ Û~ Û¤Û8m_mklÛ Û ~ Û KN8Û~ ¤~

@EÛD<DFIPÛF=

CAPTAIN CHARLES M. GREEN =]ZjmYjqÛ Û~ Û¤ÛAmdqÛ~ Û ~ KN8Û~ ¤~

“Don’t be dismayed at goodbyes. A farewell is necessary

@EÛD<DFIPÛF=

CAPTAIN HAROLD F. ELLINGTON 8m_mklÛ ~ Û~ ~ Û¤ÛAmf]Û~ Û ~ KN8Û~ ¤~

before you can meet again. And meeting again, after moments or lifetime, is certain for those who

@EÛD<DFIPÛF=

CAPTAIN HARRY L. KLIMT AYfmYjqÛ~ Û~ Û¦ÛAmf]Û Û ~ Û KN8Û~ ¤~

Page 40

are friends.” – Richard Bach

=CFNEÛN<JK

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CAPTAIN HAROLD F. MOKLER AmdqÛ~ Û~ Û¦ÛAmf]Û Û ~ Û KN8Û~ Û¤Û~ “A plane is built to get off the ground,

@EÛD<DFIPÛF=

to leave the word,”

CAPTAIN RICHARD V. FERTAL

Andrei says. “That is what Heav-

AYfmYjqÛ Û~ Û¤ÛDYqÛ ~ Û ~ KN8Û~ ¤~

enly Father wants for us. With regular maintenance, we’ll

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safely get where

CAPTAIN EVERETT E. GRUBER

we want to go –

;][]eZ]jÛ~ Û~ ~ Û¤ÛDYqÛ Û ~ KN8Û~ ¤~

back to heaven.” - NE Note: See Thomas S. Ã ]Êº/ iÊ ÞÊ Temple – a Beacon to the World,” Ensign, >ÞÊÓä££]Ê Ó°

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CAPTAIN LLOYD B. GARRIOTT F[lgZ]jÛ Û~ Û¤ÛDYqÛ Û ~ KN8Û~ ¤~

Page 41

=CFNEÛN<JKÛI<GFIK@E>

FLOWN WEST REPORTING The procedure for reporting a pilot’s death is for survivors to call American Airlines Survivor Support: 1-800-447-2000. This is important, so as to determine eligibility for insurance benefits. During that call, American Airlines Survivor Support will request the following information about the deceased and beneficiary(s): UÊ Full names and addresses UÊ Social Security numbers (for both) UÊ Date and cause of death UÊ Beneficiaries’ relationship to the deceased UÊ Funeral home information UÊ Beneficiary will later be asked to submit a certified copy of the death certificate

For inclusion in this publication as tribute for TARPA Members who have Flown West, family and friends are encouraged to send memorials and photos to: Capt. Bob Willcutts 3 Dale Terrace Sandwich, MA 02563 Email: Tarpa@tarpa.com 774-413-9003

Again, the number for American Survivor Support is: 1-800-447-2000

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Initial contact must be by telephone. American Airlines wants voice contact. Have the above information on hand before the call. If beneﬁciary is unable to call, and if someone else calls for him/her, beneﬁciary must be on hand. American Airlines and TARPA maintain these records. TARPA uses the information for the Flown West section of TARPA TOPICS, and also for inclusion in the In Remembrance page on our TARPA Website and also in the Directory. All TARPA Members should save this notice and provide a copy for their family members. J

REMEMBERING CAPT. WARREN MALVICK Submitted by Helen Wolfe, former hostess and wife of the co-pilot in the photo Below is the caption that accompanied this photo; it was from the Chicago Tribune, April 15, 1965, and I don't remember ever seeing another photo published when a pilot retired in Chicago from any airline! It was a really memorable event, and Bud Wolfe (my husband) was so proud to be a part of it! _Helen Wolfe Chicago Tribune photo caption, April 15, 1965:Û²:Yhl ÛNYjj]fÛDYdna[cÛ¨[]fl]j©Ûg^ÛKjYfkÛNgjd\Û8ajdaf]kÛ]f\]\ÛàkÛ ¤q]YjÛ [Yj]]jÛYkÛYÛhadglÛlàkÛo]]c]f\Ûoal`ÛàkÛdYklÛya_`lÛ^jgeÛJYfÛ=jYf[ak[gÛlgÛ:à[Y_g±kÛF±?Yj]Û8ajhgjl ÛDYdna[c Ûg^Û ~ ÛJ ÛDgfalgj ÛFYcÛ CYof Ûha[lmj]\ÛafÛl`]ÛhdYf]±kÛ[g[chalÛoal`Û[j]oÛe]eZ]jkÛK]\ÛDj]fk[gÛ¨d]^l© Ûl`]Ûya_`lÛ]f_af]]j ÛYf\Û9m\ÛNgd^] ÛxjklÛg^x[]j Û?]Û d]Yjf]\ÛlgÛyqÛ\mjaf_Ûl`]Û~ ±kÛYf\Û`YkÛY[[memdYl]\Û Û`gmjÛafÛl`]ÛYaj Û?]Ûj]laj]kÛoal`ÛYÛh]j^][lÛj][gj\Û¦ÛfgÛY[[a\]flk ²

Note from Helen: A few weeks after the "big event", we had quite a remarkable turnout at a dinner for Warren and his family at a restaurant in Bensenville, IL. After the dinner, many, many stories about Warren's eccentricities were told which literally kept the crowd in stitches! He did everything from shooting out runway lights from his cockpit window to nailing Jack Davis' shoes and nav kit to the floor in a crew room – Jack almost had an attack freeing those necessary items so he could board his flight! My husband, Bud and Norm Sorenson flew most of the last couple of months of Warren's TWA career with him. Between the two of them, they took movies (Super 8) and spent countless hours editing, splicing until they had what they considered a masterpiece of film making. The movie in its entirety was shown at Warren's retirement dinner. I don't think I've ever witnessed a "silent movie" that elicited so much laughter as that one did! Norm lived in Warren's neighborhood, and a couple of months after the event, stopped at his house to pick up the film to have a copy made of

it. Unfortunately, Warren didn't know where it was, and it remains a "buried treasure". Warren's hair was always shaggy and badly in need of a trim, and often the crew flying with him chipped in to pay for the haircut! I flew many trips as a TWA hostess with him, and the one I most clearly remember was in January, 1955 when we had a "Connie" all loaded and ready for departure from Chicago to New York, but no Warren. We were all concerned where he was, the steps were still at the main cabin door when all of a sudden Warren came up those steps carrying a huge box – probably at least 4 feet tall and 8 feet around the four sides. He walked up the aisle toward the toward the cockpit carrying the box when all of a sudden to everyone's surprise, a big dog poked his head out of the top! We found out later the dog belonged to a neighbor of Warren who was driving to New York for the Westminster Kennel Dog Show at Madison Square Garden – Warren had offered to keep the dog and fly him to New York to avoid the long car trip. J

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STRANDED IN CAIRO JmZeall]\ÛZqÛ8da[]ÛC]]Û:gYcd]q Ûoa^]Ûg^Û=da_`lÛ<f_af]]jÛ:dYm\]Û:gYcd]qÛg^Û Harrisonburg, VA, from a newspaper article written in the ²;YadqÛGjg_j]kk ²Û[aj[YÛ~ ÛÛ¦Û<@K

TWA Flight Engineer (F/E) Claude Coakley was stranded in Cairo when the outbreak of hostilities halted air travel out of <_qhl ÛÛ?]ÛYf\ÛàkÛ[j]oÛkh]flÛk]n]fÛkmkh]fk]¤xdd]\Û\YqkÛafÛ Egypt before they were able to get ship passage to Greece. Claude Coakley, a flight engineer for TWA told the story of those harrowing days to correspondent's for the "Daily Progress" f]okÛhYh]jÛ^gddgoaf_ÛàkÛj]lmjfÛ`ge] ÛÛ9][Ymk]Ûg^Ûl`]ÛdY[cÛg^Û [geemfa[YlagfÛ\mjaf_Ûl`YlÛlae] ÛDjk Û:gYcd]qÛkh]flÛYfÛYfpagmkÛ week without word from anyone. Flying the TWA route from New York to Israel and Cairo, Coakley arrived in the Egyptian capital on Saturday, October Û~ Û?]ÛoYkÛk[`]\md]\Û^gjÛYÛ\YqkÛj]klÛYf\Ûl`]fÛYÛ return flight to New York on another airplane the next day. The outbound aircraft never arrived due to rising tensions afÛl`]ÛDa\\d]Û<Ykl Û9][Ymk]Ûg^Ûl`gk]Ûl]fkagfk Ûl`]ÛYaj[jY^lÛ was halted at Athens, Greece. F/E Coakley and other crew members were stuck in Cairo when the Israelis started their YllY[cÛgfÛ<_qhl ÛÛ@lÛoYkÛbmklÛl`]fÛl`YlÛ9jalak`ÛYf\Û=j]f[`ÛZgeZkÛZ]_YfÛàllaf_Ûl`]Û<_qhlaYfÛYajx]d\k The article on the following pages is Flight Engineers Coakley's story as told to the correspondent, Djk ÛBaddaYf Û^gjÛl`]Ûf]okhYh]jÛ²Daily Progress²Û

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STRANDED IN CAIRO 9qÛ=£<Û:dYm\]Û:gYcd]q We arrived in Cairo Saturday, October 27, 1956 at 2:00 A.M. local Cairo time and scheduled to depart Sunday, October 28 at 9:30 A.M. Cairo to New York. The flight we were supposed to take was terminated in Athens rather than coming to Cairo so the departure date was moved back to Monday. Later, when the report of the nationwide Arab strike protesting the capture of five Algerians by the French in North Africa, the departure date was delayed two stranded plane crews.) We had an air raid alert until Tuesday. shortly after dark on Wednesday. A plane dropped Monday afternoon the American Council five parachute flares over Cairo international airport called advising us to leave Egypt. We called TWA about three minutes later bombs begin hitting the and they said there was no cause for alarm. On airport area we could see the glow of fires against the Tuesday morning, when TWA did not call us for sky. An all clear sounded after about 45 minutes. the flight copilot Win Burbank called flight control. We ate dinner about 10:00 P.M. that night They told him the airport was closed and nothing and had a second alert. Five parachute flares burst was coming or going. We were stuck. over the hotel. Shortly bombs begin hitting a military We sat around in the Heliopolis Hotel Tuesday field located close to the hotel, almost across the morning wondering what was going on. Then word street. Antiaircraft fire was going off all around. We came of the Israeli attack. Tuesday afternoon Egypcollected in the lower hallway of the hotel for cover. tians fired a few rounds of antiaircraft fire as MIG The walls were shaking from the concussions of the fighters passed over the hotel all afternoon. We had exploding bombs. The bombing stopped after about an air raid alert and a black out Tuesday evening, half an hour. I went to bed and again slept very little. there was no gunfire or planes so apparently it was I got up about 4:15 and ate breakfast. The group only practice. assembled in front of the hotel at Early Wednesday morning I "We had an air raid alert 5:00 A.M. There were 16 of us in went to bed but slept very little; there the party now, eight Americans and shortly after dark on was another air raid alert just before eight French stewardesses and hostWednesday. A plane dawn, but no action. I got up early esses working for TWA. We drove and set around the hotel listening to dropped five parachute to the American Embassy at dayrumors and plans of action. Everybreak and were checked and given flares over Cairo thing was confused and MIG's conclearance to leave for Alexandria. international airport tinued flying over all day. The trip to Alexandria was We learned Wednesday eveabout three minutes uneventful. We saw wrecks along ning that we were to leave Cairo the desert road, a truck upside later bombs begin early Thursday morning in an down, a badly mangled Jeep with auto convoy to Alexandria where hitting the airport area two bodies under blankets beside we were to board a Greek passenwe could see the glow it. Outside Alexandria we joined a ger ship. (There were now eight of fires against the sky." larger convoy with a police escort. numbers in the party consisting of Page 45

JKI8E;<;Û@EÛ:8@IFÛÝÛ9PÛ=£<Û:C 8L;<Û:F8BC<P We drove through the narrow crowded Alexandria streets. People lining the streets were mostly quiet. One man was throwing water on the cars and another was shouting. We had the feeling we were sitting on a powder keg. Finally reaching the dock customs was in an uproar. People were milling about and everyone was trying to get paperwork done. The French employees with us were not permitted to leave the country. The poor French hostesses were frightened to the depths of their beings and gave us addresses to contact in Paris. The paperwork was done after about two hours. We walked out on the dock towards our ship which was still loading cargo. An air raid was in progress and ackack guns were booming all around us. We boarded the ship at 1:00 P.M. and were assigned pleasant state rooms and served a very good lunch. I spent the afternoon looking around the ship and I talked to the ships ﬁrst ofﬁcer. I learned the harbor was closed and we couldn't leave! I mingled with other passengers and met a man from Roanoke. Later I met the former Miss Jean Newman of Harrisonburg, Virginia with whom I graduated from Harrisonburg high school. She was the wife of American Vice Council Waltz and was stationed in Alexandria. We talked about old friends all during the afternoon to pass the time. We were served dinner at 7:00 P.M. It was very good with seven courses and very unlike the Egyptian hotel meals. The dining room was elegant with a whole corps of waiters. Booming Guns awakened us with a start at daybreak on Friday. We could see the explosions on the other side of the harbor. Mrs. Waltz's husband told her they were trying to get permission to leave. Another air raid occurred at 3:00 P.M. We saw two formations of four planes each. Ack-ack was really booming.

The Egyptians had two gun boats tied up near our boat and their guns shook us. About 4:00 P.M. they begin to maneuver our ship away from the dock. We began moving towards an opening in the breakwater. Soon, out on the Mediterranean, we

picked up speed and the sound of the water against the ship's bow sounded good. We ate dinner at 7:00 P.M. and the conversation was louder and more pleasant than any time since coming aboard. The ship reached Athens at 11 A.M. Sunday, local time. We boarded a TWA plane at 1:50 P.M. in Athens and reached New York at 10 A.M. Monday morning New York time." At home Mrs. Coakley learned by radio that the Cairo international airport was closed and realized her husband was stuck in Egypt. She received official notice on Tuesday from TWA that Coakley was marooned. On Wednesday she was told they were trying to make plans to remove the personnel by ship. I never felt fully relieved until TWA called Sunday, telling me he had left Paris for New York for the flight home, Mrs. Coakley related. F/E, Coakley will report back for duty after the ten-day leave but he said he didn't know what his new flight schedule will be. He knows the Cairo airport is ruined so perhaps that rules out future flights to Egypt. It seems unlikely he will travel to Israel on his next trip. J

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K ? < Û =8K ? < I Û F = Û 9 C @ E ; Û = CP @ E > Û Ý Û 9 P Û D 8 I B Û N F CM < I KF E

THE FATHER OF

BLIND FLYING William Charles Ocker knew there were times when a pilot couldn't trust his senses. 9qÛDYjcÛNgdn]jlgf

Army pilot in World War I, he had known too many A typical flight instructor in 1917 would competent fliers who became disoriented and died point to the instruments in a cockpit and tell his needlessly; he himself had narrowly escaped death in students to "pay no attention to them." In aviation's early days, pilots flew by the 1918 while testing one of Elmer Sperry's early turn "seat of their pants." They trusted their eyes and indicators. Lost in clouds with no visibility, Ocker gut feelings, even though doing so discovered that the indicator showed sometimes killed them, especially "In aviation's early his plane in a turn while his senses told him he was straight and level. when vertigo set in at night or during days, pilots flew bad weather. Such loss of equilibrium The confusion sent him into a by the "seat of was considered part of the business, spiral dive: emerging from the clouds, a rite of passage that fliers just had their pants." They he had just enough time to regain to handle. A pilot who relied on any control. Others might have blamed the trusted their eyes instruments other than the compass, instrument. Ocker understood that, and perhaps the altimeter, was a despite his training and experience, and gut feelings, lightweight-or even worse, a coward. even though doing his pilot instincts had failed him. The bowlegged, bifocalWilliam Charles Ocker, "the so sometimes father of blind flying," didn't buy wearing Ocker hardly fit the stereotype of a daring pilot or one who might into such macho posturing. As an killed them…" Page 47

K ? < Û =8K ? < I Û F = Û 9 C @ E ; Û = CP @ E > Û Ý Û 9 P Û D 8 I B Û N F CM < I KF E challenge conventional wisdom, but he had a passion for flying and a fierce sense of mission. Born in Philadelphia in 1876, he enlisted in the Army at 22 and fought in the Spanish-American War and the Philippines as an artilleryman. In 1909 he met the Wright brothers while guarding their Wright Flyer during military tests at Fort Myer, Virginia. Fascinated by airplanes, he transferred to the Signal Corps' Aviation Section in 1912. "In 1909 he Starting out as an aircraft met the Wright mechanic, he earned his brothers while wings in 1914 and an officer's commission three guarding their years later. Wright Flyer Throughout his during military career, Ocker remained haunted by his close call tests at Fort and the reasons why it hapMyer, Virginia." pened. A routine physical exam in 1926 at CrissyField in San Francisco finally provided him with some answers. The flight surgeon, Capt. David Myers, sat Ocker in a Jones-Barany chair, a swiveling, spinning seat designed to measure a person's sense of balance and equilibrium, and challenged him to take the exam with his eyes closed. Ocker discovered that when robbed of visual cues he couldn't tell whether the chair was spinning or stationary, or even what direction he turned. Myers had re-created the same disorientation that Ocker had experienced eight years earlier. Ocker devised a way to beat Myers's test by rigging a turn indicator and penlight inside a covered shoe box with a viewing hole cut in one end. Seated in the chair, he held the box up to his face and watched only the instrument. Even though he was "flying blind," he could now tell Myers precisely which way he moved and how fast. Ocker had proved that conflict can exist between a pilot's subjective perceptions and the readings of his instruments-and that he should

trust the instruments, not his instincts, when that occurred. With evangelical zeal, Ocker spread news of his discovery to other pilots. He perfected his "Ocker box," adding standard aircraft instrumentation such as a compass and artificial horizon, so that pilots could use the box in conjunction with the Jones-Barany chair as a training device. Even the most experienced, instrument-skeptical aviators could not help but be convinced after a spin in Ocker's rudimentary flight simulator. Despite the evidence, the Air Corps stubbornly insisted that "blind" instrument flying was unnecessary, dangerous, and would not become part of its pilot training program. Many pilots learned it anyway "Ocker discovered under Ocker's tutelage. Some of his superiors that when robbed remained suspicious of this odd officer who of visual cues liked to spin in chairs, he couldn't tell more than once forcing whether the chair him to undergo psychological examinations. was spinning or Ocker persiststationary, or even ed, taking his ideas what direction he with him to his new assignment at the Air turned… Ocker Corps' main training devised a way to center at Brooks Field beat [the doctor's] in Texas. Along with the Ocker box, he intest by rigging vented the notion of a turn indicator the covered cockpit, in and penlight which a pilot has to rely strictly on instruments inside a covered in flight training. The shoe box with a Army Air Corps might viewing hole cut have disapproved, but Pan American Airlines in one end…"

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K ? < Û =8K ? < I Û F = Û 9 C @ E ; Û = CP @ E > Û Ý Û 9 P Û D 8 I B Û N F CM < I KF E soon adopted his methods in their flight school. that displayed a plane's movements with a miniature He challenged the instrument-flight skeptics furplane on a screen depicting a sky complete with ther by making the first cross-country flight in a clouds. More concerned with the welfare of his completely covered cockpit, a nearly 900-mile fellow flyers than with profit, he assigned his patents jaunt from Brooks Field to to the government. "In 1932 Ocker and Crane Scott Field, Illinois, on June Controversy continued 24, 1930. (The year before, distilled their research into to stalk Ocker. In 1934 he was young Army officer Jimmy court-martialed for supposedly the world's first instrument Doolittle had become the first making insubordinate comflight manual, Blind Flight in pilot to take off, fly, and land ments about a superior officer. but that had only been a brief When he proved that the offiTheory and Practice. While circle around an airport. cer had falsely doctored Ocker's the U.S. military was slow Ocker's research caught medical records to keep him to acknowledge the book's the attention of Lt. Carl J. grounded after an accident, he Crane, another pilot who'd was quickly acquitted. value, the Soviet air force had a close call when he lost Ocker also made some quickly adopted a pirated his bearings on a flight in 1925 influential friends along the edition as a standard text." and just missed the top of way, including Orville Wright, Detroit's Statler Hotel with a who called him a "missionary" congressman's son in the back seat. Ocker and Crane with "more influence in bringing about the use of conducted numerous experiments on instrument instruments than any other person." He counted flying and pilot disorientation, most famously by Eddie Rickenbacker, Billy Mitchell, and Jimmy tossing blindfolded pigeons out of an airplane in Doolittle among his supporters. Charles Lindflight. They found that these birds exhibited the bergh, Amelia Earhart, and pioneering Australian same disorientation as did pilots when confronted aviator Charles Kingsford-Smith learned about with severe cloud cover or darkness. (Most of the instrument flying from him personally. When he birds recovered their bearings or managed to shed retired as a full colonel, he was the oldest serving their blindfolds.) pilot in the U.S. military. In 1932 Ocker and Crane distilled their Ocker died at Walter Reed Hospital in research into the world's first instrument flight Washington, D.C., on September 15, 1942. The manual, Blind Flight in Theory and Practice. While following year, the military authorities finally the U.S. military was slow to acknowledge the book's made his instrument training procedures stanvalue, the Soviet air force quickly adopted a pirated dard for all pilots. edition as a standard text. Few remember Ocker today; no airports, Ocker's restless energy led him to pursue other aviation companies, or museums bear his name. Yet aviation innovations. In 1938, along with Lt. George he would be happy enough to know that he rides Smith, he patented a propeller with hinged blades with every pilot who relies on instruments to find for quieter flight. In 1941 Ocker and Crane created the way home. J a "preflight reflex trainer," essentially a ground flight simulator "pilot buggy" with a cockpit that could move in three axes, powered with a one-cylinder engine and complete with a .22-caliber blank-firing machine gun for target practice. Ocker also invented a "flight integrator," a gyroscope-driven instrument GY_]Û

AMERICAN TO PAY TRIBUTE TO TWA American Airlines President Doug Parker is painting all aircraft in various airline colors that were absorbed by American. This is how the TWA heritage aircraft will look, and is coming on line soon.

HAPPY BIRTHDAY STAR-SPANGLED BANNER! 200 Years Old on September 14, 2014 9qÛ9addÛBajk[`f]j The lyrics come from “Defence of Fort M’Henry”, a poem written in 1814 by a 35-yearold lawyer and amateur poet Francis Scott Key after witnessing the bombardment of Fort McHenry by British ships of the Royal Navy in the Chesapeake Bay during the Battle of Fort McHenry in the War of 1812. The poem was set to the tune of a popular British song written by John Stafford Smith in 1780 for the Anacreontic Society, a men’s social club in London. “The Anacreontic Song” (or “To Anacreon in Heaven”), with various lyrics, was already popular in the United States. Set to Key’s poem and renamed “The Star-Spangled Banner”, it would soon become a well-known American patriotic song. With a range of one octave and one fifth (a semi-tone more than an octave and a half ), it is known for being difficult to sing, but one of my favorites to whistle (ed). Although the poem has four stanzas, only the first is commonly sung today. “The Star-Spangled Banner” was recognized for official use by the Navy in 1889, and by President Woodrow Wilson in 1916, and was made

8ÛhYjY[`ml]Ûbmeh]jÛhjgm\dqÛya]kÛl`]Û8e]ja[YfÛ=dY_Û during the National Anthem at the Reno Air Races

the national anthem by a congressional resolution on March 3, 1931, which was signed by President Herbert Hoover. Consider the irony of the situation. The British are bombarding one of our forts, Francis Scott Key writes the lyrics which are then incorporated into a British melody to become our national Anthem!

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INTERESTING “LYNX” N]Ûl`gm_`lÛqgmÛea_`lÛ]fbgqÛl`]k]Ûo]ZÛdafckÛDYfqÛoaddÛ Zjaf_ÛZY[cÛe]egja]kÛ¦ÛYf\Ûkge]ÛYj]ÛbmklÛafl]j]klaf_ÛgjÛ a heck of a lot of fun. Please type the links in your web browser to view. <fbgq ÝÛFlight 800 update: ooo qgmlmZ] [ge£oYl[` nº@qdm=Mpi9dg ÝÛSR-71 ooo [`gf\Yq [ge£Ma\]gk£kj ~b]lhdYf]~ ÝÛThis is spectacular! ooo qgmlmZ]¤fg[ggca] [ge£]eZ]\£ giGI ¤>Cm8 j]dº ÝÛThe Train vimeo.com/85413670 ÝÛBoeing Laser www.boeing.com/defense-space/ic/des/hel_md_0514_vid.html ÝÛA GREAT EXAMPLE OF “AGING GRACEFULLY!” ooo qgmlmZ] [ge£oYl[`ähghmh nº^P BZ:hlKg ÝÛRemember the good old days, Straight deck Carrier Ops? ooo oYjZaj\af^gjeYlagf]p[`Yf_] gj_£h`h99 £na]olgha[ h`h ^º ¬lº É <É ¬lº ÛÛÛÛ ÝÛIf you like dogs ooo qgmlmZ] [ge£]eZ]\£88 C_h=ZJo j]dº ÝÛFlying from another perspective, amazing ooo qgmlmZ] [ge£]eZ]\£C ^YNf¤kY ÝÛWhat an air show! allthingsaero.com/airshows/video-smokin-hot-video-highlights-from-the-cameron-airshow

HAVE AN INTERESTING WEB LINK YOU'D LIKE TO SHARE? EMAIL IT TO US AT: TOPICSEIT@ICLOUD.COM Page 51

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PAID TWA ACTIVE RETIRED PILOTS ASSOCIATION

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TWA ACTIVE RETIRED PILOTS ASSOCIATION

SCENE FROM THE RENO AIR RACES DURING THE 2014 CONVENTION