2015.05_TARPA_TOPICS by TWA Active Retired Pilots Assn.

May 2015 Issue 111

TWA MEMORIES

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TWA ACTIVE RETIRED PILOTS ASSOCIATION

2015 CONVENTION CRUISING TO BERMUDA WITH THE AA GREY EAGLES

AUGUST 23 - 30, 2015

There's still room on the ship for YOU! Look for registration forms and details on pages 7-12.

TWA ACTIVE RETIRED PILOTS ASSOCIATION

TA B L E O F C O N T E N T S Photos featured on the cover of this issue: (upper-left) Super Connie / (upper-right) Illustration of TWA Captain's uniform – to this day regarded by many as the best looking uniform in the industry! / (bottom-left) Advertisement for TWA's Lindberg Line, circa early 1930's / (bottom-right) Emblems from the Air Transport Command operated by TWA Pilots Officers .....................................................................................................................................................4 President’s Message ...................................................................................................................................5 Treasurer’s Report ......................................................................................................................................6 2015 TARPA/Grey Eagle Cruise Info .....................................................................................................7 Pre-Cruise Hotel Info .............................................................................................................................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 ...................................................................................................................................14-18 The Miracle On Galway Bay (1949) – By Dr James Patrick Keating ..................................................19-25 Tin Goose: Have You Flown a Ford Lately? – By Barry Schiff ............................................................26-32 Star of Paris: TWA's Inaugural International Flight 2/5/46 – By Marc Bercy ...........................................33 Flown West ........................................................................................................................................34-39 Flown West Reporting (Pgs 41-42 perforated for tear-out)....................................................................40-42 Best of TWA Recipes (perforated for tear out) ....................................................................................................43 Birth of the TARPAtini – By Captain Stu Nelson (perforated for tear-out) ................................................44 The Longest Day – By Jon Proctor .....................................................................................................45-47 Planes & Trains – By Jeff HIll ............................................................................................................48-49 Saving a Million – By Bob Kavula ...........................................................................................................50 Interesting “Lynx” ..................................................................................................................................51 Have an interesting story from your time with TWA that you'd like to share? We'd love to hear it!

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 use 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

PRESIDENT’S MESSAGE

TWA ACTIVE RETIRED PILOTS ASSOCIATION

Spring is finally here for some, and it’s been a really long, cold, snowy winter for many! I know a lot of you wish you were in a warm place like Bermuda right now … and wouldn’t it be wonderful to be there sharing the fun and good times with a great group of old friends? Well, we can make that happen! Join us August 23-30, 2015 as we cruise to Bermuda for the 2015 TARPA and AA Grey Eagles Joint Cruise Convention. Our 2014 Convention in Reno was so much fun, and had such a great turn out, that many who attended signed-up right away to cruise to Bermuda with us! Now is "the time" to contact all of your TWA cockpit friends and family members and ask them to make plans to join us on the Celebrity Cruise Ship “Summit” for our fun-filled excursion. Bermuda is a wonderful, warm, sunny and interesting place with very friendly people. For water adventurers, there’s scuba, snorkeling, and jet skiing available. There’s also great golf courses, or relax on the pink sand beaches with blues skies that will take your breath away! The island is very easy to get around on via ferries, busses or taxis. There are also day trips available in vans to the cities of Hamilton, St. Georges and Somerset, as well as to the Flats Bridge and the beautiful inlet leading to Harrington Sound! There’s great shopping, friendly pubs and restaurants all over the Islands of Bermuda. PLEASE come and enjoy this “Bermuda Venue” with the TWA and American Retired Pilots, spouses, family and friends. We’re looking forward to great times, amazing food, plus wonderful camaraderie with old and new friends. It is really going to be an unforgettable experience, so if you haven’t already signed up, you'll find information and registration forms on pages 7-12 in this issue. DON’T MISS THE BOAT! Sign up for the Bermuda cruise today! And, last but not least, be sure to mark your calendars for October 30 through November 4, 2016 when we will once again have a joint convention with the AA Grey Eagles – this time in New Orleans! In March, my wife and I, along with Fred Landbeck and his wife Carolyn (President of AA’s Grey Eagles), Melanie Jarvi (V.P. of AA’s Grey Eagles) and Vicki McGowen (our Meeting Planner), ventured out to New Orleans to check out our venue and places of interest. With that, we are proud to announce the site of our 2016 Joint Convention is the historic Hotel Monteleone, located in the heart of the “French Quarter”. We are planning a phenomenal event for all! Watch for details on all of the facilities and tour sites coming soon … Hope to see you all in Bermuda this August! Sincerely,

Dusty West President Page 5

KI<8JLI<I¿JÛI<GFIKÛÝÛD8I:?Û Û ~

TWA ACTIVE RETIRED PILOTS ASSOCIATION

Cash on Deposit, March 20, 2015:

C.A.C.U (CD’S) ..................................................... $ 26,004.70 C.A.C.U. (CK) ....................................................... $

3,394.82

Convention Account ............................................... $

5,094.39

Checking Account................................................... $

40,185.57

Savings Account ...................................................... $

19,928.15

Balance March 20, 2015: ........................................$ 94,607.63 Membership:________________862 Hope you can make the cruise this year. Respectfully Submitted,

Ed Madigan TARPA/Treasurer 775.233.4068

Don't let this be your last issue of TARPA Topics! Please bring your TARPA dues up-to-date! Check the mailing panel on the back of this issue.

If the date shown near your name is prior to 2015, then it’s time for you to renew. Contact TARPA Treasurer, Ed Madigan at edmadigan@chartner.net to renew today!

Page 6

2015 ANNUAL CONVENTION CRUISE

CELEBRITY “SUMMIT” BERMUDA CRUISE TWA ACTIVE RETIRED PILOTS ASSOCIATION

AUGUST 23 – 30, 2015 TARPA CONVENTION WITH THE AA GREY EAGLES There's still time to register to attend the 2015 Cruise Convention to Bermuda! Simply complete both sides of the Cruise Registration Form found on pages 9-10. (Pages 11-12 are duplicates copies of the form for you to keep.) Mail completed cruise registration forms and payments to: Vicki McGowen, McGowen Marketing LLC 15600 Millie Lane, Reno, NV 89511 Or, scan and email forms to: vickimcgowen@charter.net (Forms can also be downloaded from www.TARPA.com and www.mcgowenmarketing.com)

CANCELLATION POLICIES & IMPORTANT DATES Cancellations made by April 25, 2015 may incur a $100 penalty per person; from April 26 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.

Questions? Please contact our meeting planner: Vicki McGowen: 775-722-2811 Email: vickimcgowen@charter.net Page 7

PRE-CRUISE HOTEL

TWA ACTIVE RETIRED PILOTS ASSOCIATION

PRE-CRUISE HOTEL SPECIAL at the Newark Airport Hilton

The Newark Airport Hilton is offering TARPA a special pre-cruise room rate of $119* per night (plus tax) for arrival Friday, August 21 and Saturday, August 22, 2015. There are a limited number of rooms at this rate, so if you plan on arriving early for the cruise, please book your hotel room ASAP! To reserve your room, call:

1-800-HILTONS (1-800-445-8667) MENTION GROUP CODE "GEP"

*Rate is for double occupancy; please specify whether you'd like a King or Double room. Local tax is 18%, so total price should be approximately $140.42 per night. If you require accessible accommodations or need any special considerations, contact Vicki McGowen to confirm arrangements for you.

TRANSPORTATION To Hotel: Complimentary shuttle transportation is provied by the Hilton between the airport and the hotel.

To Cruise Ship: Deluxe motor coach transfers are provided from the Hilton to the pier on Sunday, August 23, departing at 11:00am, and again to return to the Newark Airport on Sunday, August 30, 2015. It is best to book your departure flights after 11:30am on Sunday, August 30, 2015. If you have any questions, please contact our Meeting Planner Vicki McGowen: vickimcgowen@charter.netÛÝÛ ¤ ¤ ~~ Page 8

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

TA RPA & T H E G RE Y E AG L E S 2 0 15 CO NVENTI O N R EGI STRATI ON FOR M

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! Page 9

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

CELEBRIT Y “SUMMIT”

– SUITE OPTIONS

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 o

SOLD OUTo

S1 (more centered)....... $2,481.50

$4,963.00

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.

C R E D I T C A R D PAY M E N T Type of credit card:

o American Express o Discover

o MasterCard

o Visa

Card # _________________________________________________________ Exp. Date ______________ Name on Card ____________________________________________________________________________ Authorized Signature _______________________________________________________________________ SCA N A ND EM A IL OR M AIL TO : M C GO W EN MAR K E T IN G L LC ~ ÛD@CC@<ÛC 8 E<ÛÝ ÛI<E F ÛEM Û ~ ~ Û Ý Û Û ¤ ¤ ~ ~ Û Ý Û VICKIMCGOWEN@CHARTER.NET Page 10

** KEEP THIS COPY of the 2015 Cruise Registration Form for your files ** TA RPA & TH E G RE Y E AG L E S 2 0 15 CO NVENTI O N R EGI STRATI ON FOR M

_______

Zip _______________________

Home Phone ______________________________ Cell __________________________________________ E-mail __________________________________________________________________________________

Are you a (please check one):

o Grey Eagle

o TARPA

o Soaring Eagle

Y P CO

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

CELEBRIT Y “SUMMIT”

– SUITE OPTIONS

Y P O C

SOLD OUTo

S1 (more centered)....... $2,481.50

$4,963.00

Would you like the beds:

o Together as a Queen o Separated as Twins

TOTAL $_________________

C R E D I T C A R D PAY M E N T 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 1.

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.

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, .

Check in at jetnet.aa.com

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

Click on retiree travel

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

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

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.

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.

To check in 24 hours or less

11. Click NEXT on "your current selection." 12. Click NEXT on the price page.

Good luck! â&#x20AC;&#x201C; EIT, Bill K Page 13

the

Grapevine

TWA helped people get ahead in life, such as your editor (me), a Rome-based Purser, and Eastern Airlines President, Floyd Hall. I started in Fleet Service in 1960, washing airplanes and emptying pots on the Connie. Seven years later I was in the left seat of a DC-9. Roberto Moriello was a Rome-based Commissary Agent, then Purser. After TWA closed the Rome base in 1974, he joined an Italian domestic airline and learned how to fly. As a pilot with Alitalia, he was transferred to Air France when there was an excess of pilots. Our own TWA Captain, John Lien, was one of his mentors. Reberto is now a retired Alitalia Captain. Congratulations Roberto! J

Page 14

The 17

VINTAGE TWA MOMENTS Contributed by Marc Brecy, TWA Interntational Flight Disbatcher Air Hostess Ad From 9/20/45 TWA Flight Operations Training Film 1964 View this 12:07 film at: youtube.com/ watch?v=mQlRJYhOwzg&sns=em

INTERESTING LAYOVERS Contributed by Bill Kirschner During the Mac Pac days two fearless Crews met in HNL. One going outbound and one inbound and they thought a picnic would be nice. So they rented two Mustang Convertibles, got some sandwiches and of course beer and wine. I was told a lot. In any event the fearless troops drove over to the back side of Oahu and found a nice grassy area to start the fun and games. Problem, the grassy area was behind a fence that had a huge sign on it that read "STAY OUT PROPERTY OF THE US GOVERNMENT."

Well, fearless troops do not have to pay attention to such trivia, and over the fence they go. They spread out the blankets, open the wine and a few beers to start with. All of sudden they heard the whistle of what sounded like in-coming artillery followed shortly thereafter a by hugh KA-BOOM. The fearless troops had found themselves on an Army artillery range. Whoops! Needless to say the picnic was cut short.

We'd love to include your amusing (true!) layover stories in the next Grapevine.

Send your layover stories to: TOPICSeit@icloud.com Page 15

The Grapevine

CAPTAIN GUY FORTIER’S HEALTH CORNER WHAT'S THE BEST FREQUENCY FOR WORKOUTS? Which is better ... 30 minutes of aerobic exercise every day, or one hour of aerobic exercise three times a week? Longer, less frequent sessions of aerobic exercise have no clear advantage over shorter, more frequent sessions of activity. Any type of aerobic activity contributes to cardiovascular fitness. In fact, even divided "doses" of activity ... such as three 10-minute walks spread throughout the day ... offer aerobic benefits. What's most important is making regular physical activity part of your lifestyle. For healthy adults younger than age 65, the American Heart Association and the American College of Sports Medicine recommend at least 30 minutes of moderate-intensity aerobic activity (think brisk walking or swimming) five days a week or at least 20 minutes of vigorous aerobic activity (such as running) three days a week, plus strength training exercises twice week.

For adults age 65 and older balance exercises are recommended in addition to aerobic activity and strength training exercises, subject to your doctor's approval. If you want to lose weight or meet specific fitness goals, you may need to increase your activity even more. More Americans are going for a walk ... the proportion of Americans who reported walking for at least 10 minutes rose 6.3 percentage points over a recent five-year period, from 55.7% to 62%, according to a Centers for Disease Control study. BOTTOM LINE: The more active you are in general, the greater the benefits. Whether you choose longer, less frequent workouts, or shorter, more frequent workouts – step out and enjoy! J

I'VE FALLEN AND NOT HURT – HOW DO I GET UP? Falls are a major problem for seniors who want to “Age in Place”. Unfortunately, it is not uncommon for a senior to fall and be unable to get up afterwards due to a variety of underlying physical problems – even if no serious injury was sustained during the fall. Some end up trapped on the floor for hours or even days before a family member or friend finds them. The longer the time a person spends on the floor, the less likely they will be able to return to living independently. Occupational Therapist Rhonda Bonecutter. made a short video which shows 10 different fall

recovery techniques in under 10 minutes. Each person watching will have different strengths and weaknesses, so all of the techniques won't work for everyone, but the most important thing you'll come away with is how to creatively 'think outside the box' to better ensure you'll find a way to get up (or get help) in minutes.

youtube.com/watch?v=4ETgQD8QhZs Please watch and tell others about these ideas!

Page 16

AA BADGE UPDATE – CAN YOU BELIEVE IT?? We were advised by AA of the following on March 24, 2015: "The only badges that we are currently processing are the same ones you received in the past showing TWA on the front and American Airlines info on the back. Also, we are only issuing those if a request was attached advising this is to replace a lost or destroyed card. The requests that we have received asking for an AA retiree card will not be processed, as we are not currently issuing such a card for TWA or US Airways retirees. If this changes, we will be sharing that information with our entire retiree population”.

GREAT NEWS FROM DAP! By Michelle Silberberg, The Directed Account Plan Executive Director, DAP DAP made the top 30 list of 401k plans amongst a group of top employers offering 401ks. Recipients of the 2015 Best in Class 401(k) Plans designation were selected from more than 4,500 plans responding to PLAN SPONSOR’s annual Defined Contribution (DC) Survey. The 401(k) plans were evaluated and scored on more than 30 criteria related to plan design, oversight/governance, and participant outcomes. The calls brought to light so many success stories and compliments from the pilots to the Board, Joe and Marty for saving their retirement and shaping it into a “Best in Class” 401(k) plan!

Poster of a TWA 707 parked at the gate

TWA 747 landing at Milan

(The two photos above are courtesy of Captain Lou Burns) Page 17

LIMITED EDITION TWA PILOT KEEPSAKES STILL AVAILABLE FOR PURCHASE! TWA Medallion: $25 The TWA medallions are designed after the TWA pilots' uniform cap insignia, and were the welcome gifts during the 2013 TARPA Convention in Washington, DC. TWA Key Fob: $18 These Key Fobs are a replica of 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 sales goes toward a donation to the TWA Flight 800 Memorial and TWA Museum, which is now a 501(c)(3) charitable organization. For more info or to purchase, please contact: Captain Bill Kirschner PO Box 3596 Stateline, NV 89449 email: TOPICSEIT@icloud.com Phone: 775-721-4386

Postcard of a vintage TWA Connie 1049 (Photo courtesy of Captain Sam Rumford) Page 18

T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 )

THE MIRACLE ON GALWAY BAY (1949) Author: Dr James Patrick Keating

At 03:40am on August 15, 1949, Valentia Radio received a report from the British trawler Stalberg fishing off the Aran Islands in the West of Ireland; “Airplane down in Galway Bay, am searching your area” The subsequent co-ordination of air, sea and land assets resulted in the miraculous rescue of almost all crew and passengers of a Transocean Air lines flight from Rome to Shannon. The drama that unfolded was one of bravery, outstanding skill by the pilots, and dogged persistence by the rescuers both at helm and in cockpit. USAF DC-4 in 1944. This was the same variant (C-54A) as the Transocean Air Lines Skymaster

Headline from New York Daily Times, 1949

In 1949, Europe was rebuilding after the destruction of World War II. Displaced persons were picking up the pieces of their lives, and one group of Italian emigrants sought refuge in South America far from their homeland. Despite putting the ravages of war behind them, this group of Italians were to suffer one more calamity. A Transocean Air lines Douglas DC-4, otherwise known as a Douglas Skymaster, was chartered by the International Refugee Organisation to be their transport to a new life in Caracas, Venezuela. On August 15, 1949 they began the first leg of their journey from Rome to Shannon, which lies on the wild Atlantic west coast of Ireland. At the time Shannon was a major stop-over for most transatlantic flights. The 49 passengers that day consisted of 47 Italians immigrants and two American employees of Transocean Air Lines. The crew consisted of nine Americans; Captain Edward Bessey of Connecticut was an experienced airman with 19 years of service. He was

supported by an equally experienced crew; 1st Officer Richard Hall, Flight Navigator James A. Bauman, 2nd Officer John W. Moore, Radio Officers Robert D. Thomas and Herbert Ashbell, purser Ralph H. Fisher, and stewardess Luigia Cerabona, who was fluent in Italian. The 9th crew member was Ruth Nichols, who had taken the flight from Rome at short notice in an effort to circumnavigate the globe on a humanitarian mission. She was listed as a stewardess on the manifest, but had no official duties that day. Miss Ruth Nichols had been an aviation pioneer in the 1930s and 1940s (or an Aviatrix as some newspapers of the time claimed!) As a female pilot, she had set American speed records, competed in the London-Melbourne international air race, and attempted to be Aviatrix Ruth Nichol the first woman to cross the Atlantic. She herself had suffered three major crashes during her aviation career; in 1931 during a 2,000 mile flight from California to Kentucky, again in 1932 when she flew along with President Hoover’s election tour and

Page 19

T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 ) in 1935 when she was badly injured in a plane crash in New York. This last crash was meant to be an airborne wedding for two couples, but ended in the death of the other pilot. Earlier in her career, she established an organisation for female licenced pilots called the â&#x20AC;&#x2DC;Ninety Ninesâ&#x20AC;&#x2122;, which included none other than Amelia Earhart. Miss Nichols was along on this trip as part of a world-wide tour, using her fame to garner public support for humanitarian causes.

An earlier photo of the bridge of the Grimsby trawler Stalberg (courtesy of Joan G. Lee)

On the same night, the Grimbsby-registered trawler Stalberg had just arrived at the fishing grounds west of the Aran Islands, under command of captain Alfred Stanley Brown from Consolidated Fisheries Ltd. She was built by Cochrane & Sons in Selby in 1929. Her triple expansion engines chugging along under 200lbs of pressure meant the Stalberg was an efficient and industrious trawler. This was proven when she landed a record 1,380 boxes of hake at Swansea in April 1946. During the war years, she was requisitioned by the Admiralty as a Boom Defence Vessel. That night as the Stalberg waited for daylight to begin fishing, Tim Harrington from Castletownbere was on watch at the helm with the First Officer. He had likely signed onto the Stalberg at Castletownbere, where several British steam trawler fleets were based at the time. The captain had decided to wait until the morning to begin trawling, as he wanted to take an accurate bearing in order to avoid entanglement with the known wrecks in the area. Below deck snoozing were 22 year old Swanseaman, Gordon Sheffers and the rest of the crew, getting whatever rest they could before the physical work of trawling began. Also in the area was the Irish registered cargo steamer Lanahrone, which was owned by the Limerick Steam Ship Company. The Lanahrone was built in 1928 and had a single-screw engine capable of 12 knots. She

was sailing the Antwerp to Galway route and was just off Loop Head early in that morning. The Lanahrone may have been known to some men aboard the Stalberg as she made regular trips between Castletownbere and Swansea in the 1920s and 30s, shipping copper ore from the Allihies mines to Swansea, and salt mackerel to America via Liverpool. Lanahrone was no stranger to drama at sea as we will discover later. The Flight According to a flight clearance document declared to Rome Air Traffic control, the initial route of the Transocean Air Lines Skymaster was to Marseille, then onto Paris, before setting course for Shannon. Weather that night was clear with light to moderate winds forecast for the duration of the flight. Captain Bessey arrived at the air strip in Rome 30 minutes late, and to save time he divided the standard pre-flight duties with the flight crew. This included preparing a weight and balance manifest, computing a flight plan, estimating fuel requirements, and choosing an alternative airport should conditions not be suitable to land at Shannon (which was Paris in this instance.) This plan required somewhere between 14-16 hours of fuel to satisfy the fuel hungry Skymaster. However, after further investigation, it was discovered the plane only had fuel for 11 hours on board. This would not pass regulation, as Transocean Air Lines required all flight plans to meet a consumption rate of 200 gallons per hour. Captain Bessey decided that due to good flying conditions that day and to save time, they would skip the Marseille-Paris leg and take a direct course from Rome to Shannon. Instead of using Paris as a backup landing site, Bessey choose Dublin, further easing the fuel requirements and bringing the flight plan into regulatory compliance. With 2,200 gallons of fuel onboard, the Skymaster took off from Rome at 16:08h. Shortly after, Captain Bessey retired to the crew quarters and left his First Officer in command. The Skymaster passed Marseille at 18:20h and was over Rennes at 20:50h. As it passed the coastline of France, the Skymaster was 15 miles behind schedule and perhaps more importantly was 15 miles west of her scheduled route. Bessey returned to the cockpit, and the First Officer attempted to fix their position using the LORAN system which utilised radio signals from Brest. Simultaneously, the flight navigator used celestial methods to gain a fix. Using

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T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 ) these modern and traditional methods, they estimated the flight to be south of the Cherbourg peninsula. With this information, the navigator calculated they would arrive in Shannon at 23:45h. As per the flight plan, Captain Edwards descended to 3,500 feet and made preparations to land at Shannon. These preparations included stowing the navigation equipment safely. By 00:15h on August 14, there was no sign of Shannon airport. Unknown to the crew, the Transocean Air Lines Skymaster had passed the Irish coastline around 23:00h and was now flying out into the Atlantic and quickly running out of fuel. Ditching into the Atlantic As the crew began to realize the gravity of their situation the First Officer attempted to fix their position using the LORAN, however at this stage they were out of range to get a robust fix for Shannon. At 00:45h, the crew estimated they had overflown Shannon by 175 miles in a northwesterly bearing. Five minutes later, upon his navigator’s recommendation, Captain Bessey turned the aircraft and took a bearing of 130°. At approximately 01:05, the Skymaster was finally able to raise the Shannon Air-Sea Rescue frequency. Bessey had only 90 minutes of fuel left and was hopelessly lost. The radio operators at Shannon were able to contact two TWA planes which were fortunately in the area. The first, captained by Charlie Adams, managed to get close enough to guide the Skymaster back in the right direction. However with only 15 minutes to the safety of the Shannon, all hopes were dashed when the four big engines cut out. Out of options, Captain Bessey glided the plane down towards the sea and braced for impact. Nearby on the Stalberg, Tim Harrington and the first mate stood watch in the wheelhouse. In the distance they heard the rumble of an aircraft engine. As it grew louder, Gordon Sheffers and his crewmates rushed on deck in time to see the plane fly over. They watched as the lights dropped lower to the sea and disappear in the distance. At 02:40h, the Transocean Air Lines Skymaster ditched into the cold Atlantic waters, seven miles west of Lurga point on the Clare Coast. At 0303h on August 15, 1949, Shannon Airport sent a distress message to Valentia Radio station; “Aircraft in the water 2 miles from mainland off Kilkee bound for Shannonm but no official steps as yet please wait for official message.”

The ditching was almost perfectly executed. The two American passengers claimed the crash landing was so smooth that they were not even thrown from their seats. The plane remained afloat for approximately 15 minutes, long enough for the crew to assist the passengers off the plane and into all but one of the life rafts. Luigia Cerabona, the Italian speaking stewardess, was vital in getting the passengers into the life rafts in an orderly manner, as she translated orders to the shocked passengers. Unfortunately in the darkness and confusion, seven of the passengers misunderstood the commands and jumped into the sea. In the moderate swell, typical for the western seaboard, the tail section detached and struck the radio operator, Herbert Asbel, as he leapt from the fuselage.

Extract of Radio log from Valentia Radio Station (Courtesy of BT Heritage & Archives, London)

The Rescue Shortly after the crash, the second TWA airliner (Flight 917) passed overhead, having earlier been informed by Shannon of the drama unfolding in the area. On this night, Captain Arby Arbuthnot was in command of a routine Atlantic crossing. Without hesitation, he adjusted his flight path to offer any assistance he could. As he approached, he recalls seeing the landing lights or flares of the ditched plane. His navigator got an accurate fix of the wreckage. The darkness prevented Flight 917 from assisting further, and Captain Arbuthnot proceeded to Shannon to refuel, discharge his passengers, and return as soon as possible. The survivors were once again alone in the darkness. At 0340h Stalberg contacted Valentia station; “Airplane down in Galway Bay, am searching your area” The crew had awoken the captain, who ordered full steam ahead for the location of the Skymaster. Gordon Sheffers recalled the trawler had just come out of dry dock before this fishing trip, which meant the hull had been cleaned. This easily gave the ship an extra knot or two in speed which is crucial when survival in

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T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 ) the harsh Atlantic comes down to a matter of minutes. The Stalberg initially struggled to find the wreckage, life rafts or survivors. It reportedly passed between two life rafts without sighting either. At 04:24h, it became apparent that Stalberg had limited radio equipment and could only communicate with the searching aircraft by relaying messages through Valentia Coast Guard. Between 04:26 and 05:10h, the trawler, the TWA airliner and Valentia relayed messages to direct the search effort. At 05:10h Captain Arbuthnot finally sighted the life rafts. Seeing them dangerously overloaded, Captain Arbuthnot passed overhead at about 100 feet and ordered his crew to drop a life-raft The Stalberg is seen picking up survivors from a life raft. This photo was taken by the navigator on TWA Flight 917 that from the rear doors. Unfortunately, the life raft did not assisted in the rescue operation (Courtesy of TARPA Tales) activate and â&#x20AC;&#x153;sunk like a rock.â&#x20AC;? At 05:14h, under full steam in the general diGalway. However the circling aircraft had spotted another rection of the wreckage, Captain Brown on the Stalberg life raft and again directed the trawler to the position, this requested the circling airliner to drop some flares to direct time using a Verey pistol (also known as a flare gun.) them to the life rafts. Ten minutes later, he sighted the first By 07:30h, the steamship Lanahrone, along with life rafts. Over the next half-hour, the Stalberg deployed the Fenit and Kilronan volunteer lifeboat services, had her own life boat to pick up the cold and shocked surviarrived on scene. The Stalberg had worked diligently vors. As they emptied each life raft, Captain Arbuthnot and with 49 survivors and two bodies, she handed over would direct them to the next by diving his plane towards the job of recovering the dead. Sheffers and his crew the survivors. This type of low-level, slow-speed flying is mates ushered the survivors below deck to the warmth extremely dangerof the stoker room, ous and required but with 49 of them amazing skill. The down there they Stalberg had some could hardly move. trouble lifting the The crew divided up casualties back ontheir spare clothes board, and damaged and handed them her davit (winch for out to the Italians. Volunteers from the Civil Defence and the Order of Malta await the arrival of survivors and bodies at Galway Docks (British Movietone News, 1949). deploying lifeboats) The Captain told in the process. Valentia he had four By 05:43h, Gordon Shefwomen on board. fers, Tim Harrington and their At 08:04h, Captain Arcrewmates had assisted 36 or 37 buthnot was stood down as the RAF people on board, including the lifeand had now arrived with a search less body of the radio-operator Herplane. With an exhausted crew, he bert Asbel. Gordon Sheffer recalled made one last pass over the scene the large gash on his head as they and his navigator took a number of pulled him in. Valentia Radio was photographs. The Lanahrone and informed that the survivors were the lifeboats from Fenit and Kilrosuffering severely from shock and nan continued to scour the area for hypothermia, and suggested they the bodies and wreckage. sail to Kilronan on the Aran Islands By 11:00h the Lanahrone Stalberg crew helping survivors to pick up a doctor then proceed to had found the remaining bodies onto quayside in Galway. Page 22

T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 ) and towed them behind the ship in their own life raft. Furthermore, the scale of the rescue effort was on There was some confusion as one body was seemingly a level not often seen at the time. The Valentia Coastguard unaccounted for, so the ship remained in the area and Shannon Air-Sea Rescue had successfully coordinated searching for a few more hours. It is unclear from the two American TWA aircraft, one British trawler, one available documents if this person was found, or was Irish steamship, two local lifeboats, a British RAF plane, due to a miscount. a doctor on the Aran Islands, and had initiated an Around 1300h, the Stalberg arrived in Galway. A emergency response onshore in Galway, which included large crowd lined the quayside, including volunteers from state and voluntary assets such as the Civil Defence and the Red Cross, Order of Malta and Civil Defence. A maRed Cross. It is likely the passengers and crew would jor emergency had been called, and the hospital was prehave succumbed to exposure within a few hours had this pared for the large influx of casualties which were transremarkable co-operation not been achieved. Fortunately, ported by a fleet of ambulances. As expected for the time, some of the footage that night has been immortalised bottles of whiskey were collected, and tots given to the into a Movietone newsreel and offers a rare insight into a now slightly warmer survivors who had ditched 11 hours search and rescue operation from the 1940s. previously. Gordon When the Sheffers managed to dust had settled on acquire a bottle of this incident, the gin, but when he mandatory investipoured glasses for his gation found the pimates below deck, lot and crew in error they realised he had for this catastrophe. inadvertently taken The Transocean Air (Left) A priest comforts an Italian survivor at Galway Hospital. (Right) The man’s a bottle of water inLines Skymaster identification documents are drying on the windowsill (British Movietone News, 1949 tended to soften the was too low on fuel whiskey for the Italians. News reporters filmed to begin with to offer enough redundancy. the Stalberg arriving, and later followed the exThey lost their positions, and the tragic loss citement to the hospital where they filmed the of life could only be attributed to human Galway people donating new clothes to the error. Thus, the outstanding skill of landItalian emigrants who had lost all their worlding a large, powerless airliner in the ocean ly possessions. Later, the Lanahrone dropped without a higher loss of life has never been anchor at Mutton Island and hoisted her sad credited to the pilot, and the subsequent cargo onboard before making for the docks evidence of the search and rescue effort in Galway. by sea and air has largely been forgotten. I have not been able to find out much about Conclusions the fate of the Italian survivors, however I On January 15, 2009, a US Airways Geneva NY believe they flew from Shannon to South Airbus A320 ditched safely into the River Daily Times (1949) America shortly after, and rebuilt their lives Hudson in New York after hitting a flock after the mayhem of World War II. of geese. Amazingly, no one was killed. Later, the entire crew were awarded numerous citations for heroism and even gifted the 'Keys to New York City.' The damaged airframe is on permanent display in the Carolinas aviation museum and the story is immortalized in movie, documentary and song. The pilot that day was named in Time Magazine's “100 Most Influential Heroes and Icons”… 60 years prior to the “Miracle on the Hudson,” the outstanding skill of Captain Bessey and his crew that night went more or less unnoticed.

Postscript The Transocean Skymaster was a reliable fourengined transport plane with a strong military pedigree and became a workhorse in commercial aviation. The plane in this story had the designation C-54A. The ‘A’ indicated the variant was one of the first military models to have a strengthened airframe, increased fuel capacity and capabilities for passengers or cargo. During 364 recorded Douglas DC-4 crashes, 19% of all occupants

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T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 ) survived, which in retrospect is quite a high survival rate. At the time of this interview, he was aged 87 and living Only two years previous to Captain Besseys ditching, in Bonymaen in Wales, however I have been unable to another C-54A landed in the Pacific with only 35 out find contact details for this gentleman. Tim Harrington of 42 surviving. No doubt these statistics and stories married and settled in Swansea where he died some years were discussed in pilot lounges around the world. This later. In 1957, eight years after rescuing the passengers may have made a significant difference in the successful and crew of the Transocean Air Lines Skymaster, the ditching event, but without the skill of Captain Bessey Stalberg was laid up and later scrapped due to the age and his crew, many more would surely have perished. of her boilers and the cost of replacing them. Today, the Captain Arbuthnot returned to Shannon and thriving fishing fleet of Grimsby is a shadow of its former picked up his passengers from earlier. They then proself. In the 1950s, it was claimed to be the largest fishing ceeded to their original destination in Paris. Upon arport in the world. While Grimsby still operates as a market riving, they realised the photos taken by the navigatoday, almost 70% of her fish is delivered via containers tor were newsworthy, from Iceland. so they contacted an As mentioned agency in Paris and earlier, the captain sold the images. The and crew of Lanahrone photograph of the were no strangers to Stalberg picking up disaster. In August survivors was print1940, the Lanahrone ed on the New York sighted a life raft west Daily Mirror, and the of Ireland while on profit was enough to passage from Gibraltake the crew out for a Captain and crew of TWA flight 917 taken upon landing in Paris: Arbuthnot, Cole, tar to Glasgow. She Sawyer, Cutler, Williams, Lowery, Halbert, Jones, Nightwine and Burke night on the town in picked up 18 survivors (reproduced in Tarpa Tales, 1984) Paris to celebrate their from the Goatland of efforts that night. Later, the President of Transocean Whitby which had been sunk by aircraft two days earAir Lines wired a telegraph to the TWA thanking the lier while sailing from West Africa to Manchester. In crew for their assistance. Captain Arbuthnot passed 1941, she was part of the infamous wartime convoy away in 2004. OG71 which left Liverpool for Gibraltar. This conAfter making repairs to the lifeboat and davit voy suffered several U-Boat attacks, and was the only which was damaged during the rescue, Captain Brown convoy of the war not to reach its destination. Ten and the Stalberg returned to the fishing grounds. After ships went down with over 400 lives. As a neutral ship, three weeks of trawling and with a hold full of fish, she the Lanahrone did not have the black-out equipment returned to land their fish back in her home port of available to the allies, and she eventually retreated to Grimsby. When they arrived, they were finally given Portugal. A crew strike during this port call was later the congratulations they deserved and were treated to a resolved when the Limerick Steamship Company supdinner and drinks at the 'Number 10 Bar' in Swansea, plied extra life rafts and survival equipment. a popular drinking spot for mariners. Furthermore, the In 1944, on a voyage from New York to England, owner of the bar, who had been a friend of Captain the Lanahrone picked up the survivors of a Boeing B17 Brown, treated the crew, and their wives were given that ditched into the sea 140 miles southwest of Ireland. tickets for the Grand Theatre. The plane had become lost during a trans-Atlantic flight. In an earlier article, I described the herring The B17 circled until they spotted the ship and broke fishery in Galway Bay and the advent of steam trawlers. radio silence to make contact. Lanahrone responded Indeed British trawlers were not uncommon in this with a pre-agreed code word specified for that day which part of Ireland. Crew member Gordon Scheffers was confirmed her neutral status. The pilot decided to ditch interviewed in 2014 in relation to the MH370 disaster and the crew were subsequently picked up by the ship that was unfolding and described his role in the rescue. which transported them to England. Page 24

T H E M I R AC L E O N G A LWAY B AY ( 1 9 4 9 ) In 1946, just six miles off the Ruth Nichols continued her Welsh coastline, she received an SOS humanitarian work and in the 1950s, message from a British submarine, the working for such causes as Save the Universal. The submarine had sunk Children and the United Hospital 40,000t of enemy shipping during Fund. In 1958, at the age of 57, she the war, but was now foundering co-piloted a U.S. Air Force supersonic in bad weather. Lanahrone relayed fighter jet at 1000 miles per hour and the message and stood by to assist, an altitude of 51,000 feet setting a new until a British destroyer took the woman’s speed and altitude record. In submarine safely under tow. These 1959, 10 years after crash landing in Ruth Nichols incidents gave the captain and crew Galway Bay, Ruth Nichols underwent Astronaut training at the Wright Air Development Cenvaluable experience operating a rescue mission, which tre in Ohio. While she did not pass the tests, she paved no doubt aided the victims of the airliner crash. Like the way for future female astronauts to be included in all good ships, the Lanahrone would eventually meet space programs. Suffering from depression, the famed an undignified ending. She was broken up in Lieve Aviatrix Ruth Nichols died in 1960 from an overdose Leakerland, Holland in 1959, but her legend and of barbiturates. She was posthumously inducted in the stories will remain with those who sailed on her and Aviation Hall of Fame in 1992. J those whose lives were saved by her. Acknowledgments I would like to thank Vicky Rea at the BT Archives in London for helping with the radio log which really opened up this story. I offer my sincere appreciation to Captains Jeff Hill, Bill Kirschner, Dianne Marks, Lyle Bobzin, Jon Proctor, Bob Willcuts and their colleagues from the ‘TARPA TOPICS’ which is the magazine of the TWA retired pilots. I also thank those on the Ships Nostalgia forum for their interest in the story especially those who knew the Stalberg and the Lanahrone. Many useful facts were taken from Michael Wallings excellent book and Gordon Sheffers interview. Both are referenced below and well worth a read. Thanks to Joan G. Lee who provided the bridge photo of the Stalberg. Her grandfather Alfred Evans had been a skipper on Stalberg in her early days. Final thanks go to Dr. Timoney for proof reading the article. References Arbuthnot, Arbie. TARPA TOPICS, June 1984. Aviation Safety Network, http://aviation-safety.net/database/record.php?id=19490815-0 British Movietone News, August 18th, 1949 BT Heritage and Archives, Post Office Magazine article (Vol. 10, October 1949) BT Heritage and Archives, Valentia coastguard radio transcripts Caledon Built Dundee Ships. http://www.fdca.org.uk/pdf%20files/Caledon%20L.pdf Foreign Aircraft Landings, Ireland. http://www.csn.ul.ie/~dan/war/42-97747.htm Frank Forde (Captain). The Cruel Sea, An Cosantoir magazine, January 1980 Geneva NY Daily Times, August 15th, 1949 Geneva NY Daily Times, August 16th, 1949 South Wales Evening Post, 25th March, 2014. The Southern Star, 27th May 2006. http://www.irishidentity.com/stories/gowlanecrash.htm The Mercury Newspaper, 5th February 1946 (Lanahrone assists the Submarine Universal) TWA Skyliner, August 18th 1949 Walling, Micheal, G. In the Event of a Water Landing, 2010. ISBN-10: 0982855303, Cutter Publishing. Winters, Tom. Captain Joseph Reynolds: A Termonfeckin seaman with an active role in the Second World War, by http://www.termonfeckinhistory.ie/captain_joseph_reynolds_37.html Page 25

INSET: COURTESY OF GRAND CANYON VALLE AIRPORT’S HISTORICAL ARCHIVES

TIN GOOSE Have you flown a Ford lately? BY BARRY SCHIFF PERSONAL LETTERS ARRIVING IN THE U.S. MAIL ARE SO RARE THESE DAYS THAT WHEN ONE ARRIVES IT’S GUARANTEED TO DRAW MY ATTENTION. This one was from N. Jacob “Jake” Libby of Olympia, Washington. He introduced himself as a 23-year-old corporate chief pilot with more than 7,000 logged hours and an impressive pedigree of ratings. He explained that he and a friend were going to Arizona to obtain type ratings in a Ford Tri-Motor. Learning of my fondness for vintage aircraft from past articles in AOPA Pilot, he wanted to know if I would like to join them in what would surely be an exciting, albeit expensive, adventure into aviation’s pioneer era. PHOTOGRAPHY BY MIKE FIZER

"01" 1*-05 t

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We are fortunate to have received permission to reprint this article by Barry Schiff in its entirety as originally published in the May 2010 issue of AOPA Pilot. We hope you enjoy reading the next 7 pages as much as we did! â&#x20AC;&#x201C; TARPA TOPICS Editor Page 27

"01" 1*-05 t 55 t .":

Bell cranks (top) are connected to the control wheels and rudder pedals; they move the exterior control cables leading to the elevator and rudder. Pilots and passengers enter through the single cabin door (above center). Jake Libby (far right) is justifiably pleased after receiving his “FO-5” type rating.

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PO NPEFM BOE BQQPJOUNFOUT 5IJT XBT XIFO B OFX 'PSE .PEFM " 3PBETUFS TPME GPS " UZQF SBUJOH JT OPU SFRVJSFE UP n Z UIF TNBMMFS "5 CFDBVTF JU XFJHIT MFTT UIBO QPVOET UIF MBSHFS "5 IBT B NBYJ NVN HSPTT XFJHIU PG QPVOET 5IF 'PSE 5SJ .PUPS TFFNT UP DPNCJOF UIF TJ[F TIBQF BOE DPOm HVSBUJPO PG UIF FBSMJFS 'PLLFS ' 7** XJUI UIF UZQF PG NFUBM DPOTUSVDUJPO BOE DPSSVHBUFE TLJO FNQMPZFE CZ UIF (FSNBO NBOVGBDUVSFS +VOLFST 5IF NBJO HFBS UJSFT BSF MBSHF UIF TBNF BT UIPTF PO UIF #PFJOH XIJDI NBLFT UIF BJSQMBOF TVJUBCMF GPS MBOEJOH PO VOJNQSPWFE TVSGBDFT TVDI BT ESZ MBLFT &BDI XJOH IBT B ESPQ EPXO MPDLFS JO XIJDI QPVOET PG CBHHBHF DBO CF DBSSJFE " VOJRVF GFBUVSF PG UIF 'PSE JT UIF FYUFSOBM FMFWBUPS BOE SVEEFS DBCMFT UIBU SVO BMPOH UIF TJEFT PG UIF GVTF MBHF UP UIF UBJM 5IF BJMFSPO DBCMFT BSF JOUFSOBM 'VFM QSFTTVSF BOE PJM UFNQFSBUVSF HBVHFT GPS UIF PVUCPBSE FOHJOFT BSF JOTUBMMFE PO UIFJS SFTQFDUJWF FOHJOF TVQQPSU TUSVUT 1JMPUT NVTU MPPL PVUTJEF UIF DPDLQJU UP PCUBJO UIFTF WJUBM JOEJ "01" 1*-05 t 57 t .":

Page 29

The aft bulkhead door (above) used to lead to a toilet, but that area is now used to store chocks and other equipment. The cabin (right) seats 15 and is thankfully quieter than the cockpit. The center console (far right) contains engine controls; the instrument panel is straightforward.

cations. No wonder that pilots of yore had to have the visual acuity of eagles. Gauges for the center engine are on the instrument panel. That is not all that is weird. The carburetor-heat control for the center engine is on the instrument panel, but the carb-heat controls for the outboard engines are on a bulkhead above and behind the pilotsâ&#x20AC;&#x2122; heads. The hand crank for the elevator trim tab also is on this bulkhead, but it turns in the fashion of an aileron-trim control. Until you adapt to this unorthodox movement, it is important to think before cranking. 4UBSUJOH UIF UISFF IPSTFQPXFS 1SBUU BOE 8IJUOFZ 3 engines in frigid weather is more art than science and requires finesse, DPBYJOH TFEVDUJPO BOE QBUJFODF :PV engage the electric starterâ&#x20AC;&#x201D;original Fords had inertia-wheel startersâ&#x20AC;&#x201D; and observe that the engine cranks normally. This demonstrates that oil has not pooled in the bottom cylinders and created a hydraulic lock that could interfere with starting and EBNBHF UIF FOHJOF :PV UIFO UVSO PO the magnetos and the ignition boost (sort of like a â&#x20AC;&#x153;shower of sparksâ&#x20AC;?) and tap intermittently on the spring-loaded electric primer switch according to how the engine comes to life. Continue priming intermittently after the first cylinder fires and until the other eight belch smoke and join the chorus. Each engine drives a fuel pump but does not have either a boost or auxiliary pump. Fuel flows gravitationally from all three wing tanks into a single manifold from which all engines are nourished. It is rock simple and eliminates the need for a crossfeed system in the event of an engine failure. 5IF 5SJ .PUPS JT B WFSZ MPOH UBJMESBHHFS #F DBSFGVM XIFO making tight turns on narrow taxiways so that the tailwheel "01" 1*-05 t

58 t .":

doesnâ&#x20AC;&#x2122;t swing off the tarmac and into the dirt. This requires adroit use of differential braking and power. The non-steerable tailwheel cannot be locked for takeoff to assist in keeping the airplane heading down the runway during the early phase of the takeoff roll. As a result, the p-factor DSFBUFE CZ IPSTFQPXFS XJUI UIF BJSQMBOF SPMMJOH JO B nose-high attitude creates a strong tendency to yaw left. This can be countered easily, however, by leading with the left engine as power is advanced for takeoff. The Ford is one of those machines that efficiently converts fuel into massive gobs of noise, and earphones in the cockpit are an absolute necessity. The insulated cabin is thankfully quieter. The environmental control system consists of air scoops on the floor of the cockpit and side cockpit windows that open for limited ventilation, but thatâ&#x20AC;&#x2122;s about it. A placard could be placed on the instrument panel that reads, â&#x20AC;&#x153;To increase cabin temperature, fly in the summer. For maximum cooling, fly in the winter.â&#x20AC;? The airplane does not have a stallwarning device, nor does it need one. It is virtually impossible to pull hard enough on the control wheel with one hand to force the wings into a stall unless you have the Herculean strength needed to overcome the Fordâ&#x20AC;&#x2122;s extraordinarily heavy pitch forces. The only way to stall the airplane is to wrap both arms around the backside of the control wheel, as if giving it a bear hug, and haul back with a mighty heave. When you get the wheel fully aft, the airplane does not pitch down; it simply mushes in a nose-high attitude. Inadvertent stalling seems impossible. Power-on and power-off stall speeds, if you can get the airplane to fly that slowly, are

Page 30

SPECSHEET Ford Tri-Motor 5-AT-C-74 N414H

Specifications Powerplants ........ 3 Pratt & Whitney R-985 ............................ Wasp Jr., 450-hp radials Recommended TBO ..................... 1,600 hr Propellers ....... Hamilton Standard, 2-blade, ................. constant-speed, non-feathering Length.......................................49 ft 10 in Height .........................................13 ft 8 in Wingspan ..................................77 ft 10 in Wing area ................................... 835 sq ft Wing loading ......................... 16.2 lb/sq ft Power loading ........................... 10.0 lb/hp Seats ......................... 17 (including pilots) Cabin length ............................... 18 ft 9 in Cabin width ...................................4 ft 6 in Cabin height ..................................6 ft 0 in Empty weight ...............................9,188 lb Max ramp weight ........................13,500 lb Max gross weight .......................13,500 lb Useful load ...................................4,312 lb Useful load w/full fuel ...................2,182 lb Max takeoff weight.....................13,500 lb Max landing weight ....................13,500 lb

Approximate original price (1929): $55,000 Fuel capacity, std...........355 gal (all usable) 2,130 lb (all usable) Oil capacity..................9 gal (outboard eng), 7 gallon (center eng) Baggage capacity (wing lockers) .....800 lb

Performance Takeoff distance, ground roll ......... 1,100 ft Takeoff distance over 50-ft obstacle1,400 ft Glide ratio .........................................8.7:1 Max recommended crosswind component ..................................................... 16 mph Rate of climb, sea level ..............1,100 fpm Two-engine ROC, sea level ........... marginal Max cruise speed, sea level ......... 135 mph Cruise speed/endurance w/30-min rsv (fuel consumption) @ 75% power .... 100 mph/4.6 hr (70 gph) Service ceiling ............................ 17,500 ft Absolute ceiling ..........................18,800 ft Landing distance over 50-ft obstacle1,500 ft Landing distance, ground roll ........1,200 ft

Page 31

Limiting and Recommended Airspeeds VMC (min control w/critical engine inoperative) ............................................... 75 mph IAS VX (best angle of climb) ........... 80 mph IAS V Y (best rate of climb).............. 95 mph IAS VX (best climb angle, 1 engine inoperative) ............................................ 81 mph IAS V Y (best climb rate, 1 engine inoperative)... ............................................ 90 mph IAS VA (design maneuvering) ........ 101 mph IAS VNO (max structural cruising) .. 144 mph IAS VNE (never exceed) ................. 173 mph IAS VR (rotation) ............................ 80 mph IAS VS1 (stall) ................................. 64 mph IAS

All specifications are based on manufacturerâ&#x20AC;&#x2122;s calculations. All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted.

"01" 1*-05 t 59 t .":

the same, 64 mph, because there is no propwash blowing over the wings. The greatest exertion, however, is required to push the rudder pedal hard enough to combat the failure of an outboard engine. You have to either lock your knee so as to keep your leg extended or use both feet on the one rudder pedal to maintain heading. There is no rudder trim to lend a helping â&#x20AC;&#x153;foot.â&#x20AC;? Nor do the propellers feather. The failed engineâ&#x20AC;&#x2122;s propeller is set to high pitch to slightly reduce windmilling drag. This is a physically demanding exercise. A conservative power setting yields a cruise speed of 100 mph, and adding power does not result in much more. Aviation writer Marc Cook refers to the Ford Tri-Motor as a â&#x20AC;&#x153;flying speed brake.â&#x20AC;? Godlove prefers his students to make tail-high wheel landings. Three-point landings apparently can damage the tailwheel assembly. Fortunately, wheel landings are not challenging and can be made with a satisfying chirp with just a little practice. The tail is held high after touchdown to maximize airflow across the rudder for directional control. Once the tail begins to come down and the tailwheel is â&#x20AC;&#x153;landedâ&#x20AC;? softly, the pilot needs to move his feet onto the toe brakes, which are then used differentially to track the centerline and turn off the runway. Flying a Ford Tri-Motor is like roaring through the pages of aviation history. It is entering a time warp and returning to a simpler yet more challenging era. Unlike many modern aircraft, vintage machines have unique personalities reflective of a bygone era. The Ford Tri-Motor is a primitive machine but our respect for what it accomplished in advancing the popularity and effi-

ciency of air travel heightens substantially when considering that the first one rolled off the production line only 23 years after the Wright brothersâ&#x20AC;&#x2122; first powered flight. In addition to being a training aircraft, N414H is used for barnstorming, appearances at airshows, delighting passengers during sightseeing flights, and making cameo appearances in motion picture and television productions. Those interested in becoming a type-rated Tri-Motor captain should be proficient in multiengine flying and have a tailwheel endorsement. Experience with radial engines is not necessary. Additional information can be obtained online (www.FordTypeRatings.com). N414H is owned by John Seibold, an engineer/physicist with a seemingly unbridled enthusiasm for flying. He once owned Scenic Airlines and Grand Canyon Airlines and helped visitors to get a grand view of the Grand Canyon. He also was selected by the Las Vegas Review-Journal as one of the 100 people who most influenced the evolution of southern Nevada in general and Las Vegas in particular. Seibold purchased N414H to keep alive the heritage of Grand Canyon Airlines, which operated Ford Tri-Motors. He keeps it and a growing collection of vintage aircraft and automobiles that are part of Grand Canyon history at Valle Airport, which he also owns. â&#x20AC;&#x153;It is important to keep this iconic airplane in the air,â&#x20AC;? he says adamantly, â&#x20AC;&#x153;even if it doesnâ&#x20AC;&#x2122;t pay for itself.â&#x20AC;? Valle Airport (www.ValleAirport.com) also is the home of a museum built by the Planes of Fame Air Museum of Chino, California. Visit the authorâ&#x20AC;&#x2122;s Web site (www.barryschiff.com).

DUATS

3 02 0 3 1 0 / 0 11 1 34 Afterward from %* $ % ) )) ' () ' $ %' )!+ #- Barry Schiff (!$ %# $ # #! ) ' &. % ), '

% ), ' !$ #* (: < "(&513 $7,*$5,10$. +$354 < 3$2+,&$. #($5+(3 7(3.$: < 3$2+,&$. 4 < 121*3$2+,&$. 31),.(4 < 6451/,;(' +$35 3()(3(0&(4 < $: !2'$5(4 *& '!%' '+! ( < #($5+(3 3,(),0*4 < < .$,0 $0*6$*( (95 #($5+(3 < 1.13 #($5+(3 3$2+,&4 < 651/$5(' .,*+5 .$00(3 < .,*+5 .$0 ,.,0* < 6.5,2.( ,.15 31),.(4 < 6.5,2.( ,3&3$)5 31),.(4 < 513(' 165(4 < 3()(33(' 165(4 < 22317(' (&63( #(% &&(44 888 '6$54 &1/ 10.:

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Last year I was flying a Ford " %() % %*' #-!$ $ & ' %*' %# $ # #! Tri-Motor in the vicinity of) ' &. Get all the easy-to-use free features plus thethese Grand Canyon. During premium enhancements: %# $ # #*(. that flight, I was shown where < 6(. 512 .$00,0* the< 6.5, (* old Grand Canyon Airport 3,2 .$00,0* < .,*+5 .$00,0* #,;$3' was located. We made a low < 3(/,6/ #9 $0' #,0' < 31),.( pass over 121 ,342$&( .16'4 #,0' this ghostly dirt strip < #(,*+5 $.$0&( and paid homage to the TWA 0( 5,/( 62*3$'( )(( hangar that is still there. J ') ( '% ((!%$ #. 6..: 05(*3$5(' 1 2,(&(/($. '180.1$' 01 &1/2.,&$5(' 125,10 01 +$44.( 01 -,'',0* < 6.. 17,0* $2 .,*+5 .$00(3 < 14,5,10 10 +$354 .$5(4 $9, ,$*3$/4 < 0 1&-2,5 #($5+(3 < # (33$,0 8$3(0(44 ,42.$: < ,*+8$: ,0 5+( 4-: < .$44 ",356$. 04536/(05 $0(. < 3( .1$' 1) (&5,10$.4 .$5(4

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Page 32

YOUR STORIES FROM THE SKIES

STAR OF PARIS

TWA'S INAUGURAL INTERNATIONAL FLIGHT 2/5/46 By Marc Brecy Former TWA Flight Dispatch Officer based at CDG On February 5, 1946, the Constellation "Star of Paris" inaugurated international service for Trans World Airlines. The aircraft used on this flight was a Constellation 049 model 49-51-26, plane #NC86505, TWA fleet #550. Before take off at La Guardia, it was christened by Mrs. Jack Frye with French Ambassador Henri Bonnet and Irish Minister Robert Brennan. At that time, I did not know I was going to work for the largest airline in the world! Fourteen hours and 48 minutes later, the plane landed in Paris. 5 February 1946 – "Star of Paris" LGA–YQX–SNN–ORY (LaGuardia, NY / Gander, Newfoundland / Shannon, Ireland / Olry, Paris)

The Crew of "Star of Paris" Captain Hal Blackburn was in command. With him on the historic flight were Co-Captains Jack Hermann and J. Calder; Purser Don Shiemwell; hostess Ruth Schmidt; Flight Engineer A. Ruhanen; and Navigator M. Chrisman. There was a total of 36 passengers on board (four had boarded at Washington, DC where the flight originated.) New to the international airline field despite its wartime initiation, TWA was faced with many complex problems. Inauguration of international

service required worldwide mobilization of the airline's resources. Foreign contacts had to be established and key personnel trained to operate the foreign offices and bases. This had to be done when many necessary materials were unavailable and the manpower shortage was still acute. Individual agreements had to be concluded with various countries, and the airline soon discovered that a private version of the "Marshall Plan" for the development of aviation in certain countries had to be undertaken. Consequently the airline started a large scale program that involved financial investment and/or organizational guidance to many local airlines, including those in France (Air France), Italy, Greece, Iran, Ethiopia and Saudi Arabia, etc. Note: That A/C had a rather short life span, and with other names before it was christened "The Star of Cairo", which ended in the Shannon crash in December 1946. Also extracts from Irish accounts of the "Star of Trans Atlantic Service thru SNN." This A/C NC86505 was the first Connie to land at SNN, on November 26, 1945. It flew a proving flight from Gander in the record time of time of 6hrs, 55mins. The return flight on December 8, 1945 also set a new record of 7hrs, 46mins to YQX. Special thank you to Noel Deasy, former TWA Flight Dispatch Officer based at SNN (later at CDG.) J

Page 33

FLOWN WEST

IN MEMORY OF

CAPTAIN HARVEY ("HOOT") G. GIBSON October 11, 1932 - January 31, 2015 TWA 1963-1989

Harvey Glenn Gibson, “Hoot” age 80, of Henderson, NV passed away on January 31, 2015. He was born in Indianapolis, IN on August 6, 1934 to Harvey Arthur Gibson and Arlene Rose Peterson Gibson. He proudly served his country as a United States Marine. He had a strong personality, was truly “one of a kind”, and a generous free spirit. He has resided in the Las Vegas area over the last 50 years. Hoot retired as a B747 Captain with TWA. Flying was his passion in life, and is where his nickname of Captain Hoot originated. Many would say that Hoot could fly anything with wings. He loved being up in the air; he enjoyed sky diving, flight instructing, flying floatplanes, he would take anyone for a ride at any time. He was a father to many neighborhood kids, taught them all to fly and how to live a “well balanced life.” He was an amazing story teller and loved to tell stories of his days working in undercover narcotics. He was always looking to surprise his many friends

in so many unique ways; he kept everyone on their toes and always laughing. He touched so many throughout his life, he will be dearly missed by all that knew him. Hoot is survived by his life partner Lois Tribett of Henderson; four children John Gibson of Florida, Ron Gibson of Illinois, Kevin Gibson of Illinois, Ron George of Illinois; Sister Marilyn Belman of Iowa, Brother Ron Gibson of Iowa. A celebration of life was held on Monday, February 23, 2015 at the Southern Nevada Veterans Memorial Cemetery in Boulder City, and at the Boulder City Airport Hanger #12. In lieu of flowers memorial donations can be made the Nevada State Veterans Home NVAL Account 100 Veterans Memorial Drive, Boulder City, NV 89005. Online memorial guestbook available at www.bouldercityfamilymortuary.com. J

Page 34

FLOWN WEST

IN MEMORY OF

CAPTAIN CLARENCE C. "CLYDE" NIXON April 30, 1922 - November 14, 2014 TWA 1948 - 1982

Clyde Nixon was part of history, having served the US Navy after two years of college. He fought in WWII and Korea, and remained in the reserves. His noteworthy experiences were flying a towing aircraft with the Indianapolis which was carrying the Atom Bomb parts to Tinian Island. His order took him to islands such as Enewetak, Kwajalein, Majuro, Iwo Jima, Wake, and Guam. He also flew commercial and had ratings in 31 different aircraft, as well as navigation and celestial navigation. Captain Clyde Nixon actively flew for TWA. During that time, he was highjacked to Cuba. He

was a check pilot and supervisor in air transport aircraft, and instructed in private and commercial ratings. His FAA Ratings were multi-engine, singleengine, plus land and sea. He is survived by his wife, Diane Corrigan; four children: Sherry Hunt, Allen Nixon, and Michael Nixon. His surviving brothers and sisters are Bert Nixon, Evelyn Gardner, Tom Nixon, Neil Nixon. He was preceded in death by his brother Floyd Nixon, his sister Dorothy Free and his first wife, LaVon Nixon. He has 8 grandchildren and 6 great-grandchildren. J

IN MEMORY OF

CAPTAIN ROBERT J. KEHOE

March 16, 1933 - November 15, 2014 TWA 1964-1998 Captain Robert J. Kehoe of Fairfield passed away on November 15, 2014 at his home, surrounded by his loving family. As they say in pilot’s language, Captain Kehoe went wheels up to begin his approach to Heaven. He is survived by the love of his life, Christel Ingrid, his wife of nearly 54 years. Bob was born in Philadelphia, PA to the late John J. and Kathleen R. Kehoe. He graduated from St. Joseph’s Preparatory School and in 1955 from St. Joseph’s University, in Philadelphia. He received his commission as a 2nd Lt. to the U. S. Air Force and completed pilot training in the F-84 and the F-86 Sabre Jet Fighter in Arizona. After pilot training, he was assigned to Erding Air Base in Germany and during this time, he

qualified in German language studies at the University of Munich. He was selected to the German Air Force, where he served as an instructor pilot to the Jagdgeschwader 74 in Oldenburg, Germany, readying German pilots to become members of NATO. In 1964, Bob resigned from the U. S. Air Force and joined TWA, where he continued his flying career in commercial aviation. As a Captain, he flew mostly on international routes traveling throughout the world. He held Captain ratings on the Boeing 727, 707, 747 and his favorite, the Lockheed-1011. His favorite fighter was the F106. He retired from active flying in 1998, after more than 34 years with TWA. J

Page 35

FLOWN WEST

IN MEMORY OF "I hope there's a place, way up in the sky, where pilots can go,

CAPTAIN ROBERT MCLOSKEY October 29, 1936 - March 12, 2015 TWA 1968 - 1998

when they have to die. A place where a guy could buy a cold beer, for a friend and comrade whose

IN MEMORY OF

CAPTAIN STEPHEN TONRA

March 22, 1936 - February 27, 2015 TWA 1963-1992

memory is dear. A place where no doctor or lawyer can tread, nor management-type would â&#x20AC;&#x2DC;ere be

IN MEMORY OF

CAPTAIN ARTHUR LORENTZ

September 7, 1922 - February 9, 2015 TWA 1951-1982

caught dead! Just a quaint little place: kind of dark and full of smoke, where they like to sing loud,

IN MEMORY OF

CAPTAIN HERMAN RUHE

October 31, 1929 - March 7, 2015 TWA 1955 - 1989

and love a good joke. The kind of place

IN MEMORY OF

a lady could go,

CAPTAIN CLAUDE COLDWELL

and feel safe and protected by the men

April 25, 1925 - January 23, 2015 TWA 1951 - 1978

she would know.

IN MEMORY OF (continued on next page)

CAPTAIN GEORGE E. BORGMIER August 6, 1922 - January 18, 2015 TWA 1951-1982 Page 36

FLOWN WEST

IN MEMORY OF

CAPTAIN ERNEST NEUBERGER April 9, 1917 - December 24, 2014 TWA 1942 - 1982

There must be a place old pilots go, when their wings get too weary, and their airspeed gets low.

IN MEMORY OF

CAPTAIN ROBERT F. ADICKES

January 29, 1921 - December 20, 2014 TWA 1942 - 1981

Where the whiskey is old, and the women are young, and songs about flying and dying are sung. Where you'd see all

IN MEMORY OF

CAPTAIN KENNETH R. SLATEN February 6, 1929 - December 18, 2014 TWA 1953 - 1986

the fellows who'd flown west before, and they'd call out your name, as you came through the door.

IN MEMORY OF

Who would buy you

CAPTAIN CAPTAINROBERT JOHN C.A. VAN ANDERLE GOOR

a drink if your thirst

November January 31,14, 1924 1917- September - December26, 14, 2014 2014 TWA 1946 1951 -- 1984 1977

should be bad, and relate to the others, 'He was quite

IN MEMORY OF

CAPTAIN DONALD H. HARTMAN June 12, 1924 - December 10, 2014 TWA 1953 - 1984

a good lad!' And then through the mist, you'd spot an old guy, you had not seen for years, though he'd taught you to fly.

IN MEMORY OF

CAPTAIN EDWARD KLAPPERT

September 5, 1920 - November 24, 2014 TWA 1940 - 1986 Page 37

(continued on next page)

FLOWN WEST

He'd nod his old head, and grin ear to ear, and say, 'welcome son,

IN MEMORY OF

CAPTAIN ROBERT W. WALLACE June 18, 1922 - November 22, 2014 TWA 1948-1982

I'm pleased that you're here!' For this is the place where true flyers come, when the battles are over, and the war has

IN MEMORY OF

CAPTAIN KENNETH M. PLUMB

December 11, 1934 - November 5, 2014 TWA 1966 - 1990

been won. They've come here to at last to be safe and afar, from the Government Clerk and the Management Czar.

IN MEMORY OF

CAPTAIN ERNEST R. MEYER April 25, 1936 - November 5, 2014 TWA 1963 - 1991

Politicians and Lawyers, the Feds and the noise, where the hours are happy, and these good ol' boys can relax with a cool one, and a welldeserved rest.

IN MEMORY OF

CAPTAIN EVERETT C. EDWARDS July 11, 1920 - October 6, 2014 TWA 1945 - 1980

'This is Heaven, my son … you've passed your last test!'" – Author: Captain Michael J. Larkin, TWA Retired

IN MEMORY OF

CAPTAIN ROBERT A. ANDERLE January 31, 1924 - September 26, 2014 TWA 1951 - 1984 Page 38

FLOWN WEST

IN MEMORY OF

CAPTAIN JOHN LIEN, JR

March 21, 1918 - November 29, 2014 TWA 1942-1978 Captain John Lien flew west November 29, 2014 with the love of his life at his side – his wife of 45 years, Daniele Domenge, a former TWA ROM based hostess/line instructor. John was born and raised in Milwaukee, Wisconsin, and as a young boy his dream was to learn how to fly. He he became a flight instructor for the US Army Air Corps during World War II. Of his 36 year career with TWA, John would

say, "I enjoyed it so much it was not work." John flew the DC 3, DC 4, L-49, B-707, B-720 and B-747. He flew his last flight LHR to ORD on March 20, 1978, and accumulated over 29,000 hours. J

IN MEMORY OF

CAPTAIN HAROLD F. "DUKE" ELLINGTON August 31, 1919 - June 10, 2014 TWA 1942-1979

Harold F. (Duke) Ellington started his flight into the setting sun on June 10, 2014. Standing by for the pre-flight check were his wife of 72 years, Maxine, his two daughters, Pamela Mettner and Andrea Davis, his son, John, and three of his four grandchildren. His final take-off was, as always, smooth as glass. Duke is survived also by four great-grandchildren – the joy of his last few years. Duke was born in Mountain Grove, MO and grew up in Springfield, MO, where he attended Southwest Missouri State Teachers College, now Missouri State University. In 1941, he enrolled in the Civilian Pilot Training Program offered by the government to augment the number of pilots available for duty. After graduating that program, he be-

came an instructor, flying Wacos, Fleets and similar aircraft for Johnson Flying Service. On August 19, 1942, Duke was hired by the Intercontinental Division of TWA and spent the years of WWII flying transports. In 1946, he returned to Kansas City and became a co-pilot and soon after a Captain. Thus began a wonderful association with TWA domestic division, followed by mostly international flights. His favorite flights were TWA round-the-world flights. He flew most of the airplanes used by TWA: DC-3, Martin, Convair 880, Connie, 707, and his favorite of all, the 747. We'd often about how lucky we were to be associated with TWA. We had wonderful friends, lived in many beautiful locations, and saw places we had dreamed of! Duke was an excellent pilot and a wonderful husband and father. We miss him so. J

Page 39

– Maxine Ellington

FLOWN WEST REPORTING

TWA ACTIVE RETIRED PILOTS ASSOCIATION

FLOWN WEST REPORTING PROCEDURE Revised March 19, 2015 American Airlines Survivor Support: 1-888-860-6178 The procedure for reporting a pilot’s death is for survivors to call American Airlines Benefits Service Center at 1-888-860-6178. The primary reason for that is to determine eligibility for Insurance benefits. They will want complete information on the deceased and the beneficiary; that is: UÊ Full names and addresses UÊ Social Security numbers of both UÊ Date and cause of death UÊ Beneficiaries’ relationship to the deceased UÊ Funeral home information UÊ Beneficiary will later have to submit a certified copy of the death certificate.

FOR TARPA MEMORIALS TARPA maintains basic Pilot information and uses that information for the Flown West section of TARPA TOPICS, as well as 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. Family members and friends may send Memorials for TARPA Members who have Flown West to:

Capt. Bob Willcutts Webmaster@tarpa.com 3 Dale Terrace Sandwich, MA 02563 774-413-9003

Initial contact must be by telephone. American Airlines wants voice contact. Have the information at hand before the call. If beneficiary is unable to call, and if someone else calls for them, beneficiary must be on hand. All TARPA Members should save this notice and provide a copy for their family members. See the next two pages for a complete Flown West Checklist in the event of death of a Retiree, Spouse or Dependent …

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FLOWN WEST CHECKLIST

@fÛl`]Û]n]flÛg^Û\]Yl`Ûg^ÛYÛI]laj]] ÛJhgmk]ÛgjÛ;]h]f\]flÛÝÛUpdated 03/19/2015 Using a Trust/Estate Attorney is the safest route for these procedures. Legal advice will confirm if the Will/Trust needs to be probated or not.

The following items are to enable you to find the answers for your estate upon the death of a TWA Retiree or Spouse: Make copies of all correspondence and log all phone calls by name, number and time.

INTERNAL REVENUE SERVICE: An accountant or tax attorney should be contacted to determine the liability of taxes due on the estate for both federal and state. The laws are constantly changing and the allowed deductions and exemptions vary from year to year and state to state. Each state has its own laws and procedures. Ownership in several states may require legal advice in those states. NOTE: Any action of a legal nature should be referred to your attorney.

Contact: American Airlines Benefits Service Center 1-888-860-6178 FAX 1-847-554-1884 PO Box 564103 Charlotte, NC 28256-4103 You will need the last four of the SS # & D.O.B. MetLife, 800-440-6081 if needed, for proof of TWA Retiree Life Insurance. INFORMATION NEEDED: Deceased Employee's Name, Employee Number (AA Number) or TWA payroll number. Date of Death, Cause of Death, relationship of notifying party, Address and Phone number of notifying party. Names of surviving family members, Marriage date (if caller is surviving spouse). AA Benefits Center will provide important information concerning any benefits that may be provided. They will also send a detailed information package. MEDICARE: Forms for Medicare should be at a hospital or Doctor's office. FUNERAL PLANS: It is desirable that a person or family member have funeral plans ahead of time. These plans should be in writing and members of the family should know where they are located. DEATH CERTIFICATE: Several official copies should be made, at least 12. WILL/TRUST: General knowledge of the contents of either the Will or Trust should be known or easily referenced. It is important to know the Executor or Trustee for the documents. Legal procedures for the Will/Trust need to be followed.

RETIREMENT PENSION ANNUITY AND TWA DAP (401K): Contact the PBGC at 1-800400-7242 TWA DAP (401K): Contact Great Western Financial at 800-338-4015, or plan Coordinator, Michelle Silberberg at 314-739-7373. STOCKS AND BONDS: It may become necessary to liquidate stocks or other assets so bills can be paid. Check for ownership and survival succession. Your broker should be notified upon death. Proper forms should be available to your broker or banker to release funds. VETERANS ADMINISTRATION: Check with the VA for benefits such as Life Insurance if you are the family of a veteran. Information can be found under US Government in your phone book to obtain a Service Officer to render assistance. This can be American Legion, Disabled American Vets, State Office of Vet Services, AMVETS, VVA, VA etc. These individuals are the advocates for the veterans and can assist navigating the VA process. MILITARY RETIREMENT: If the veteran was drawing military retirement they should contact the military service paying the retirement. If they are obtaining and receiving disability compensation.

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FLOWN WEST CHECKLIST

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FLOWN WEST CHECKLIST … CONTINUED

@fÛl`]Û]n]flÛg^Û\]Yl`Ûg^ÛYÛI]laj]] ÛJhgmk]ÛgjÛ;]h]f\]flÛÝÛUpdated 03/19/2015 THE FOLLOWING IS A LIST OF ITEMS YOU MAY WANT TO CHECK OR HAVE CHECKED BY YOUR ATTORNEY OR TAX ACCOUNTANT: SOCIAL SECURITY: Notify the Social Security office for possible death benefits. You may need to return the last Social Security check or have your bank return it if you are using direct deposit. Social Security Administration: (800) 772-1213. Have the Social Security Number available. A one-time payment of $255 can be made only to a spouse or child if they meet certain requirements. Survivors must apply for this payment within two years of the date of death. REQUEST YOUR MILITARY SERVICE RECORDS ONLINE, BY MAIL, OR BY FAX Includes DD 214/Separation Documents, Personnel Records, and/or Medical Records www.archives.gov/veterans/military-service-records BURIAL AND PLOT INTERNMENT ALLOWANCE is available from the Veterans Administration. Survivors should contact the Service Officer or the VA Regional at 1-800-827-1000 and provide first notice of death. www.cem.va.gov/burial_benefits MEMBERSHIP ORGANIZATIONS: Check ALL memberships such as ELKS, American Legion, Moose, VFW, ALPA, Shrine, etc., for possible death benefits. Check online as each organization has a web site. It maybe .Org or .Com (i.e., www.ALPA.org). For TARPA Members, contact the Flown West Editor: Captain Bob Willcutts 3 Dale Terrace, Sandwich, MA 02563-1824 ÇÇ{®Ê{£ÎÊ Ê ääÎÊUÊÜiL >ÃÌiÀJÌ>À«>°V CERTIFICATES OF DEPOSITS: (CD's), Savings Bonds, Money Market Funds: Check for survival benefits, survival succession and survival ownership.

AUTOMOBILE TITLES, HOME DEEDS OR DEED OF TRUSTS, MORTGAGES OR LOANS: Check for ownership and survival succession and payoff information. AUTOMOBILE LOANS, HOME MORTGAGES, AND OUTSTANDING LOANS: Check to see if they are covered by insurance. Check for procedure to change ownership. OTHER ITEMS FOR CONSIDERATION: The location of Birth and Marriage, Certificates, Living Will, Power(s) of Attorney, Divorce Papers, Military DD 214, Veterans Benefits Papers, Deed or House Mortgage, Bank Statements, Investment and Broker Portfolios, Partnership or LLC's, Credit Union papers, Life, Health, Home and Auto Insurance, Past Tax Statements and any other items you consider important. These are some of the many questions and situations that may arise upon the death of a spouse or family member. It is NOT the intent of TARPA or any other TWA Retiree group to act as legal counsel or provide legal opinions. The above information is for your consideration and planning, to ease the burden on your survivors. IF YOU USE A COMPUTER: it would be a good idea to make a list of all your passwords to give to a trusted family member. But DO NOT transmit them electronically, especially by email. Even typing them as a list on the computer can be risky. This is one time to make use of pen and paper. I know using this check list will be during one of the most trying times of your life and you have my sincere condolences in advance.

BANK SAVINGS, CHECKING ACCOUNTS, AND CREDIT CARDS: Check for ownership and joint ownerships or other signatories. Page 42

– Captain Bill Kirschner, TWA Ret. Editor TARPA TOPICS Past President J

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T WA RECIPES The Grapevine

RECIPES FROM "THE VERY BEST OF TWA"

Remember How Delicious the 1st-Class Meals Were on TWA? Marge Siegal compiled them in the The Very Best of TWA cookbook, and has given us permission to publish our favorites in each issue of TARPA TOPICS. We hope you enjoy this issue's featured recipes: Bacon Wrapped Scallops with Spicy Mayo, and Blue Cheese and Walnut Appetizers. Is your mouth watering like ours? We hope you enjoy these recipes! These cookbooks have been so popular, Marge is currently out of books, however she's planning a reprint before year end. Visit www.TARPA.com for updates on when cookbooks will be available for purchase. Or, to reserve a copy in advance, email: TOPICSeit@icloud.com. J

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B I R T H O F T H E TA R PAT I N I

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BIRTH OF THE TARPATINI By Captain Stu Nelson

The martini, a favorite drink of F. Scott Fitzgerald and Franklin Roosevelt, is reassuming its position as the beverage of choice for the elite of the civilized world. Since retiring from TWA, I vowed to contribute something to the economic and social system that has provided me with an interesting, fairly remunerative career. The pursuit of the perfect martini, though not as glamorous as flying the big iron, appeared to be a worthwhile endeavor. The old "someone has to do it" clichĂŠ applies here. My initial research centered on taste and appearance; serve them straight; always use some vermouth. This is a class act; gin or vodka on the rocks is acceptable in the Bowery, but not in polite society. An olive or onion is desirable â&#x20AC;&#x201C; a twist of lemon mandatory. Watch it sprinkle like rain drops when you twist it. My years of devoted research finally led to the medical aspects of martini consumption. Several years ago, at the annual neurological symposium in Moscow, Dr. Ivan Skanvinsky Gulag presented a paper defining the deleterious effects of vodka to the brain if taken excessively. Concurrently, in Long, Lord Basil R. M. Smyth-Heathrow, assisted by Lady Gwenivere inebra concluded than an almost equal amount of gin could seriously damage the liver. There is general agreement that both are necessary for survival. To expand this data; here are two hypothetical situations:

Subject A [alpha] retires from TWA at age 60 [what else] and enjoys two martinis a night. This equates to 730 a year, or 7,300 in 10 years. For simplicity in this study, leap years are ignored. His assumed limit is 7,300 [in this case, vodka] martinis, and he expires from brain damage at age 70. Note: Most TWA pilots can drink more than 7,300 martinis in 10 years, but empirical information, like flying capability over age 60, is unavailable. Subject B [bravo] also retires at age 60, consumes 7,300 gin martinis and passes away at age 70 due to liver damage. Now, supposing that they follow the Nelson recommendation, the TARPAtini, and apply a 50/50 mix of the two beverages, they have immediately doubled their respective life spans, in as much as it takes 20 years to absorb their limit of both ingredients. Put another way, if "x" denotes gin, and "y" denotes vodka, it's better to drink 2(x+y) than 2x's or 2y's. This formula is quite adaptable, as you can assign a value to either "x" or "y" as it pertains to your individual tolerance. In conclusion, [about time] the TARAPAtini tastes better, gives some meaning to the cocktail hour, and keeps you around the house for another 10 years. Your heirs may not like that aspect of it. Thirstly, Stu Nelson

J Page 44

Editors Note: Captain Bob Dedman brought the Tarpatini to Prominence by suggesting them at all recent TARPA conventions. We're sure many TARPAtini's will be flowing on the cruise this August!

T H E L O N G E S T D AY: B Y J O N P R O C TO R

Red carpet treatment awaited passengers boarding Jetstream Polar flight 870 at Los Angeles bound for London. (Mel Lawrence photo)

THE LONGEST DAY By Jon Proctor

Fuel stops on trans-Atlantic flights were routine occurrences on services operated by the Douglas DC-4s and early model Lockheed Constellations, and indeed until and including the first generation of jetliners. Trans World Airlines, a staunch supporter of Lockheed’s development of the Connie in competition with the four-engine Douglas propliners, first began scheduled nonstop, eastbound segments to London and Paris with the Model 749A, although ‘f ’ symbols in timetables indicated ‘fuel stop(s) may be necessary’; westbound trips were scheduled with an en route stop. The 1049G ‘Super-G’ more reliably avoided Gander and Shannon visits to add avgas, but consistently nonstop crossings by TWA came about only

when Lockheed’s 1649A Starliner was introduced by the airline in June 1957. Its range permitted the first westbound nonstops to New York from such southern European cities as Rome. The marketing name ‘Jetstream’ was adopted for this last of the Constellation series, with Howard Hughes given credit for the idea, although others claimed to have thought it up. Of course, the name conjured up visions of a jetliner, but the corporate excuse was that it related to the Starliner’s ability to take advantage of jet stream winds.

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T H E L O N G E S T D AY: B Y J O N P R O C TO R On September 29, 1957 twiceairspeed of 200kts was maintained weekly nonstop Polar service from Los during most of the flight. Angeles to London began, flights that As TW801 passed abeam took more than 18 hours to complete. Winnipeg, the crew received a re-release Celebrities on the inaugural included to San Francisco from TWA Flight actress Donna Reed. On October 1, Dispatch and pressed on. Clearing the the first westbound trip, from London Rocky Mountains required a climb to San Francisco, found its way into to 16,000ft. Over Pocatello, Idaho, aviation folklore, having endured the a gradual descent was begun, again longest time aloft for a scheduled landconserving fuel as the airplane drifted plane segment. down. Power was further reduced as Flight 801, fully loaded with the altitude bled off and, according to nearly 10,000USg (37,850l) of highFlight Engineer Jerry Zerbone, “Our octane fuel, wasted no time after leavengines were barely turning over.” ing the gate at Heathrow Airport and Following the Humboldt River lumbered off the ground to begin the into the San Francisco Bay Area, de5,300mi (8,530km)-long trip. The scent continued as the airport came augmented crew included Captain into sight. With Oakland Airport visiGordon Granger, TWA’s internationble on the left, just in case, Capt Grangal division director of flying, along er completed the landing on Runway with three other pilots, two flight 1 and pulled into the gate 23hr 31min engineers, and two navigators. Pursafter blocking out at Heathrow. The er Gerard Miston and two hostesses Starliner had been in the air for 23hr looked after 32 passengers, including 19min, a record that stands to this day. tennis star Pancho Gonzales. TimeAlong with a Lockheed techtables listed the scheduled time aloft: nical representative, an official from 22hr 5min. the Civil Aeronautics Administration The trip was subject to a fuel was on hand to check the amount of stop, if necessary, at Frobisher Bay fuel remaining. Three hundred gallons (now known as Iqaluit, Nunavut), (1,135l) were required to be ‘legal’, the principal of three approved which is exactly what was collectively alternates in Canada, where a TWA left in the four main tanks; the other mechanic was permanently based. five were empty. Remarkably, the same However, Granger was determined cockpit crew re-boarded flight 801 and to fly nonstop to California. As a flew it on to Los Angeles. conservation measure, he filed a Operating the Jetstream Polar flight plan using super-long-range flights nonstop was more a matter of cruise procedures. The plan was prestige than efficiency for TWA. The Named TWA’s ‘Polar Girl’, Sarah Pike to climb initially to 7,000ft, but added weight of full fuel loads prevented poses with local officials before the two hours after leaving London, cargo carriage and burned more avgas departure of eastbound inaugural over the Irish Sea, the Starliner had in the process. Using normal cruising Jetstream flight 870, Los Angeles to London, on September 29, 1957. The reached only 2,000ft. At 4,000ft, speeds and making a stop would actusegment was flown in 18hr 32min. climb power was reduced, letting ally have resulted in less flying time. the airplane gradually ascend consistent with weight While ‘going direct’ may have been popular reduction as fuel was burned off. The planned with customers, these epic journeys did not last for initial altitude was finally attained as the airplane long. TWA’s introduction of trans-Atlantic jet service approached the southern tip of Greenland. An in November 1959 allowed much quicker connections Page 46

YOUR STORIES FROM THE SKIES between California and Europe via New York, and the Polar flights were discontinued. In May 1960, Boeing 707s began operating from Los Angeles to Paris with a fuel stop in Montréal, cutting the en route time to 12hr 30min. The Canadian stop was eliminated when 707-331B Intercontinental ‘StarStreams’ took over on December 15, 1962; 747s replaced the 707s on October 31, 1971. Miracle at Cutbank On August 25, 1958, TW771, enroute from London to Los Angeles with 61 passengers and 10 crewmembers aboard, completed a fuel stop at Frobisher Bay and was winging its way toward California late at night. In command was veteran Captain Earl Fleet, second on the TWA pilot seniority list and Captain Earl Fleet an original Transcontinental Air Transport (TAT) Ford Tri-Motor aviator. As the Lockheed 1649A Starliner crossed into the USA over Montana, it experienced a runaway propeller on the no 3 engine, which the crew was unable to feather. Fortunately, flight 771 was only 100mi (160km) north of an airport at Cut Bank, Montana. Built for World War II military training and with long runways, CTB was later converted for civil use and served by Western Air Lines. On approach to the airport, the misbehaving propeller broke loose. Avoiding any contact with the rest of the airplane, it fell harmlessly into a field, but ignited the brush while the engine, still on the wing, also caught fire. A smooth landing followed and ground crews, using their brand-new airport fire truck, along with one from the Cut Bank Volunteer Fire Department, extinguished the engine fire while passengers exited the airplane via nylon escape chutes. The only injury was a broken heel suffered when a man jumped from the door before a slide was supported by people on the ground. Later, Capt Fleet expressed relief at finding a suitable airport close by, stating that in another two or three minutes, the airplane “would have been a goner.” He added, “When I saw the prop go and the engine catch fire, I thought after 29 years I had bought the farm. It certainly was a pleasant surprise to find such a large airport. You can’t land a ship this big in a garden patch.”

Arriving so late at night, passengers asked the airport workers where they were. When told Cut Bank, they asked where that was. Meanwhile, local citizens helped transport, feed, and provide overnight accommodations for their unexpected visitors. A replacement 1649A Starliner arrived at CTB the following morning. Capt Fleet and his crew operated the flight to Los Angeles with their passengers. Meanwhile, the ferry pilots awaited repairs on the stricken airplane, for which a TWA Douglas C-54 Skymaster (DC-4) arrived from Kansas City the same day with a replacement engine and crew of mechanics. A few days later, Western Union received a telegram for Cut Bank fireman Morgy McGlothlin: Mr McGlothlin Care of Fire Chief John Lozing Cut Bank, Montana Have received glowing accounts of the bravery and skill displayed by yourself in combating the fire on our Flight 771 which made emergency landing at Cut Bank Monday night. All TWEA extends their heartfelt gratitude to your outstanding heroism, which was instrumental in the indirect savings of many lives. You are undoubtedly the bravest son of a bitch I’ve ever heard of. Charles S Thomas, President Trans World Airlines TWA later made a $1,000 donation (equivalent to more than $8,000 today) to the Cut Bank Volunteer Fire Department. Capt Earl Fleet retired two years later, choosing to close his career on the Starliner rather than transitioning to jets. From Tri-Motors to Connies, he logged 29,352 flying hours. J Editor's Note: Capt. Jim Winchester and I were in Cutbank, Montana in 2003 and introduced ourselves as retired TWA pilots." Some of the people in town remembered that Connie incident and bought us dinner.

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Members of the flight crew stand in the shade under the wing of 1649A fleet nº 307/N7307C after arrival at San Francisco following its record-breaking flight from London. (Harry Sievers photo)

PL ANES & TRAINS BY JEFF HILL

PLANES & TRAINS By Captain Jeff Hill, Past TARPA Topics Editor

What is a bigger kick – to fly a big jet plane, After many years of faithful service it arrived at or to run a 1918 Baldwin 2-10-0 steam locomotive? the IL RR Museum in 1965 as the steam era was ending. Well, I found out in 1996, which was my last year I approached it to discover that it was more than just with TWA. For my a big brute of a machine; retirement and 55th it seemed almost a living birthday presents my thing! It breathed – short wife and sons bought me soft, ‘shug, shug, shugs’, an ‘engineer for an hour’ venting small trickles experience at the Illinois of steam from here and Railway Museum in there, with a little black Union, Illinois. coal smoke drifting I’ve always been aloft from its stack. It is a bit of a rail fan. I grew quite amazing to think up on a farm just west that these steam driven of Madison, Wisconsin machines were dragging that was a quarter of a trains at up to one ‘Student engineer’ Jeff Hill, Sr. gets checked out in Frisco 1630 in September 1996. Photo is from the June 1997 issue of TRAINS Magazine mile from the Illinois hundred miles per hour that contained an article on various railway museums offering ‘You are the Central’s Freeport/Madone hundred years ago! Engineer’ or, ‘Engineer for an hour’ fundraising programs. ison subdivision tracks The ‘engineer for (now a bike trail). Often, when I heard a train blowan hour’ program at Union begins after the last pasing for the grade crossings I’d run over to have a close senger excursion of the day, about five pm. Engineer Ed up look as the train passed; maybe put pennies on the Beard briefed me on the trip. There was a10 mph "slow track, which I never found, to be flattened. order" (like a NOTAM) at one spot because of roadbed Once the hogger, thinking I was a little too erosion and he went over our train order (clearance). close to the tracks, started blowing a staccato of short warning ‘hoot’ ‘hoot’ ‘hoots’ then opened the cylinder cocks blowing really scary steam blasts from both sides of the locomotive that sent me flying for home. I also remember looking up at the North Central DC-3s overhead climbing to cruising altitude. They barked a lot louder then, burning the 100/130 octane gas in use at the time. I began to think I would rather be an airline pilot than an engineer – just a copilot on a DC-3 would be fine, I dared not dream of anything greater. Perhaps 50 years later, in the autumn of 1996, I approached Frisco engine number 1630. ‘Frisco’ is 2-10-0 Frisco 1630 at the IL RR Museum, July 2014. “…1630 was taken out of service in 2004, and after more than six years short for St. Louis and San Francisco Railroad, now undergoing repairs and a federally mandated rebuild, it was returned part of BNSF. 1630 is a Baldwin Locomotive Works to operational condition on Oct. 30, 2013. On Memorial Day weekend 2014, the locomotive returned to excursion service.” – Wikipedia 2-10-0 built in 1918. Page 48

PL ANES & TRAINS BY JEFF HILL He reviewed whistle signals: for example, two longs means the train is going to move forward. Three shorts, train will back up. Approaching grade crossings, two longs, one short and one long held as the engine(s) pass through the crossing. There are many more and there are also hand signals (lanterns at night) that crews used to communicate before the advent of two way radios. Ed sat me in the engineer’s seat, which is a wooden bench. The first thing I noticed was that the boiler obstructed my forward visibility to the point that it blocked the view of at least the first 50 to 100’ of track (reminiscent of the 747). And, the ‘cab’ is not exactly a cab as there is no rear side. I’m told there was a canvas ‘storm curtain’ provided on road engines. There is no heat except for the firebox and boiler so crews dressed for the out of doors. In the ‘old days’ railroading was hard work, it was dirty work and it was dangerous work; especially dangerous in rail yards! The actual operation of the engine is quite simple. Move the forward/reverse lever (the Johnson bar) to forward, release the train and engine brakes and open the throttle – gingerly. Ed said, “Easy, easy now, stretch her out first, we don’t want to break a coupling…” The sound is soooo beautiful as the steam enters the cylinders ‘ssssssssss’ then exhausts ‘CHOO’. First slowly, then picking up tempo as speed increases. We ran the five miles from Union to (almost) Huntley then had to back up as there is no turnaround or wye at the end of the line. Now the conductor was in charge as he stands on the rear car platform. The engineer has no rearward visibility whatever.

An aerial view of the Illinois Railway Museum in Union taken from Jeff's Aeronca L-3 in July 2014.

In September 2007 Jeff got another 'engineer for an hour' birthday present - this time on ex BNSF GE U30C #5383.

There was not much similarity between driving a locomotive and flying a plane. If you ever had an electric train you have a pretty good idea of what it’s like, except that you get to ride along. I was surprised to discover it was an awful lot like driving a great big tractor pulling a whole bunch of wagons. It brought back memories of my many hours logged on John Deere's as a kid. There was, however, a great deal of similarity between operating the rail trip and conducting a flight. After all, both are doing the same job, moving people and/or freight from point A to point B. There is a vast interfacing of company departments; planning, scheduling, maintenance of way and equipment, office and passenger facilities, ticketing, loading, marketing, sales, training, safety, and on and on. The crew must operate as a team as not one of them can see the entire operation at the same time. One last little ‘just between you and me’; It reminds me of when a good friend who had just completed captain upgrading on theDC-9 confided in a hushed conversation that he thought the most fun thing about being a captain was taxiing the airplane around the airport. (This is true.) And I’m telling you now, the most fun thing in operating a steam loco is not only the smells and the sounds of steam but, especially, blowing the whistle: whooooo, whooooo, whoo, whoooooooooooo! If you are ever in the area, check out the Museum which bills itself as "America's largest railway museum". You can also learn more at their website: www.irm.org. J

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YOUR STORIES FROM THE SKIES

SAVING A MILLION By Captain Bob Kavula

In the spring of 1980 the That was the good news country was in a recession. TWA – then came the bad news: the began to furlough again. I went Brits would not let us land in from a reserve captain on the 707 Heathrow. Instead, we decided to first officer on the 747. The on Stansted on the north side of one bright spot was that I had a London. A helicopter was set up little seniority on the 747. to fly me to Heathrow. There was one trip that Just two pilots were aboard went: JFK, Madrid, Malaga. The the lear-type jet, and it was self next day, we were to dead head on service inside. Less than an hour Iberia to Madrid with a stay over after take off, I could see we were till the following day, returning nearing Paris. I went forward and to JFK. asked to use a radio to contact Not having to fly the next Paris OPS. Paris was happy to day, I was off to the beach instead hear from us. They had received of taking a nap. The beach scenery the OK to land at Heathrow so had greatly improved since the could now cancel the helicopter, death of Franco. He had banned plus save time. Playboy magazine in Spain. We pulled up to the 747, and “… the VP in New York Upon arriving the next day the aft entrance was the only way [said] … 'I just want to in Madrid on an Iberia flight, I heard onto the plane. As I walked to the my name on the loud speaker. It said I the cockpit, people started to clap. thank you for what you was to contact OPS. They informed Everyone had been sitting there for did yesterday. You saved me that a first officer became ill and hours. couldn’t take the London to JFK We left London at about us a million dollars …'” flight, and if I would volunteer to 4:30pm and arrived uneventfully at dead head to London to take the JFK at 7:30pm. flight? “Ok. I’m on my way to OPS,” I answered. The next morning, I was awakened by a phone By the time I got there, they had tried to get call at about 11:00am. It was the VP in New York me on a flight to London, even trying by cockpit or asking me why I was home. jump seat. All flights were completely full due to a “You ought to know,” was my reply. “Yes” holiday. The only alternative was to charter a lear-type he said, “I just want to thank you for what you did jet. They got a price, but had to call a VP in New York yesterday. You saved us a million dollars. We would for the OK. have had to cancel a full 747 out of London, and then At about 4:00am in New York, a sleepy guy cancel a full 747 out of JFK.” I replied, “Thanks,” answered the phone. The explanation was given and and hung up the phone. he asked, “HOW MUCH.” Something like 520,000 Half-way through my second cup of coffee pesetas was the answer. “Give it to me in Dollars,” I had a thought: two first-class positive space passes was his reply. “About $12,000 to $14,000,” was the would have also been a nice"thank you." J answer he got. “OK go for it," the VP replied. Page 50

I N T E R E S T I N G “ LY N X ”

INTERESTING “LYNX” Many of these web links will bring back memories; some are just interesting or a heck of a lot of fun. Please type the links in your web browser to view. Enjoy! Have an interesting web link you'd like to share – or would you like to receive this list via email so it's easier to click the links? Email it to us at: topicseit@icloud.com 1. 9 year old Amira Willighagen sings Puccini's "O Mio Babbino Caro" – youtube.com/embed/66-A2MyVDbU "Ladies and gentlemen you have to see this! INCREDIBLE - UNBELIEVABLE - WONDERFUL!" - Editor 2. Take a tour of the TWA Museum in KC, MO – youtube.com/watch?v=00YLshE_WjA&feature=youtu.be 3. Amazing F-15 on a wing and prayer – biggeekdad.com/2012/10/f-15-amazing-emergency-landing/#.U6-MfloHEJJ.facebook 4. F-15 Air Combat – player.vimeo.com/video/40935850 5. Shopping in London – gloria.tv/?media=460713 6. How they shot the Top Gun Tower Fly By – youtube.com/watch?v=kf_bCOoXK24 7.

See what it would be like to fly like an Eagle over Paris – forbiddenknowledgetv.com/videos/animals/eagles-pov-as-it-flies-over-paris-with-sony-action-cam-mini.html

8. Great commercial that's a tribute to our Veterans! – youtube.com/embed/rx0MRawkrj4 9. What a "Wonderful World" – youtube.com/embed/auSo1MyWf8g?rel=0 10. Unbelievable Osprey – youtube.com/embed/nA3LtXnNIto?feature=player_embedded 11. True story of Kilroy Was Here – youtube.com/embed/nA3LtXnNIto?feature=player_embedded 12. 1001Crash.com Airlines Black List – 1001crash.com/index-page-liste_noire-lg-2.html (Before your next flight, check to make sure the airline you are using has not been blacklisted by civil aviation authorities due to safety concerns.) 13. Take a spectacular helicopter ride through Kenya – player.vimeo.com/video/27898039?byline=0&color=ffffff 14. The man behind the B-747 – airlinereporter.com 15. 1950's great memorabilia – safeshare.tv/w/FEDEwZHZXu 16. Pan Am Clipper, great video – vimeo.com/26086480 17. TWA JFK Terminal update – m.youtube.com/watch?v=zSqFw9FjrUU 18. TWA L1011 restoration – tristarhistory.org 19. 707 Barrel Roll – youtube.com/watch?v=AaA7kPfC5Hk 20. Memphis Belle vs. Hot Stuff: How history came to celebrate the wrong WWII airplane – dcourier.com/main.asp?SectionID=74&SubSectionID=114&ArticleID=138461 Page 51

TWA ACTIVE RETIRED PILOTS ASSOCIATION

SAVE THE DATES: OCT. 30 - NOV. 4, 2016! 2016 ANNUAL CONVENTION

NEW ORLEANS! At the Hotel Monteleone on Royal Street