MORE ON REUNION AT ANAHEIMDC-2 by Ed Betts

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWAAUGUST 1987

Cover Picture

Courtesy of Ed BettsDon't guess we need to run a contest to name it?

TARPA TOPICS

PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS OF TWA

EDITOR, A. T. HUMBLES GRAPEVINE EDITOR, RICHARD M. GUILLANRt. 2 Box 152 1852 Barnstable RoadBelhaven, NC 27810 Clemmons, NC 27012

HISTORIAN & CONTRIBUTING EDITOREDWARD G. BETTS960 Las Lomas

Pacific Palisades, CA 90272

OFFICERS & DIRECTORS OF TARPA

R. G . DERICKSON, PRESIDENT A. T. HUMBLES, SENIOR DIRECTORE. A . HALL, FIRST VICE PRESIDENT L. A. SPENCER, DIRECTORP. S . HOLLAR, SECOND VICE PRESIDENT W. H. PROCTOR, DIRECTORJ. S . McCOMBS, SECRETARY / TREASURER H. N. MILLER, DIRECTOR

TARPA is incorporated as a non-profit corporation under the non-profitcorporation law of the State of Nevada. As stated in Article II of theBy-Laws, its purpose is social, recreational and non-profit with a primarygoal of helping its members to maintain the friendships and associationsformed before retirement, to make retirement more productive and rewardingand to assist those active pilots approaching retirement with the problemsthat are inherent in the transition from active to retired status.

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The Active Retired Pilots Association of TWA

PRESIDENT'S MESSAGEP

I attended the Seniors Club Convention at the Lodge of The Four Seasonsat Lake of the Ozarks this past May 25-27th. While there, Joe Brownand I met with the Lodge Director of Sales and Marketing to discuss thefeasibility of holding the 1990 Convention at the Lodge.

Although the Lodge is an outstanding vacation site and we were offeredan attractive package, it was the TARPA Board of Director's judgementthat the Lodge would not meet our requirements when considering all ofTARPA's many sport events, social and other activities.

Any members who have suggestions for a convention site for 1990 (orthereafter), please advise Joe Brown. Joe is also looking for a 1990convention Chairman.

The Tenth Annual Convention will be held in Tucson at the SheratonTucson El Conquistador on May 24-27, 1988. The Eleventh AnnualConvention has been rescheduled for April 10-15, 1989 which will be atthe Clarion Hotel in New Orleans. Same site, change of dates.

The TARPA Board of Directors (8 members) will meet in St. Louis at theStouffer Concourse Hotel for a short business meeting on October 9 &10th. We plan to check into the hotel the afternoon of October 9th andmeet 8:00PM - 11:00PM; then meet again on the morning of October 10thfrom 8:00AM - 11:00AM and check out by 12:00 Noon.

Dean Phillips advises that a tally on the Lump Sum Opinion Poll orBallot circulated in the May, 1987 TARPA TOPICS will be reported to theTARPA Board of Directors meeting. Dean has suggested that any memberwho has not as yet mailed-in his ballot, please do so by September 1stso that he may finalize his tally.

In response to our membership ' s request for an alternate source ofMedicare / Supplemental Insurance, the TARPA plan has been an outstandingsuccess. We are presently assisting Ozark and Eastern retireeorganizations who have expressed an interest in becoming participants.An update on TARPA's insurance plan will be included in this issue. EdHall has done an outstanding job in developing and completing ourinsurance coverage with NALAC.

Sincerely,

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S E C R E T A R Y /TREASURER REPORT

My thanks to the majority who responded to the request for an extra$5.00 voluntary dues contribution for 1987 and to those who " chipped-in " even more. Particular thanks to those EAGLES and Honorary Memberswho sent us a check to help with preparation and mailing costs. It isthis interest in the well being of TARPA that classes our organizationas one of the best.

The contributions plus a generous excess generated by Phil Hollar andthe 1987 Convention crew plus an acute cost control awareness by theOfficers and Committee people should see TARPA out of the woods,financially, for the year 1987. There is a good possibility we mayeven see an excess to boost our meager reserve funds.

One item continues to be of concern. . . . the fee for a notice ofaddress change received through the Post Office and, particularly, whenpublications are returned for lack of a forwarding address filed withthe Post Office. For example, when a TOPICS is returned to me, the feeis $2.95. PLEASE ADVISE THE SECRETARY / TREASURER OF ADDRESS CHANGES ATLEAST 60 DAYS IN ADVANCE OF THE INTENDED MOVE. The seasonal transitionthis Spring and Summer was quite costly to TARPA. I'm sure that youintend to notify the Company to assure receipt of those nice retirementbenefit checks so why not drop TARPA a postcard at the same time.

As authorized by the Board, 873 letters describing the activities ofTARPA have been mailed to those active crew members over 50 and notmembers. Except for those 'Actives' living off-shore, this completes aprogram started a year ago. Obtaining such a mailing list ain't easy.My thanks to the TWA-MEC Communications Committee, particularly H. O.Van Zandt, for their cooperation. There is little reason for a cockpitcrew member over 50 to ask " what's this TARPA stuff " ?

LAPEL PINS - A new and larger TARPA lapel pin should be ready fordistribution by the time this issue is received. Be assured, this pinwill be more visible to the naked eye. As you might imagine, weary ofJoe has been designated as the distributor. Make your check, at $2.00each, payable to TARPA and mail to me at 6977 S. Everest Lane,Evergreen, CO 80439.

Do you know the whereabouts of the following " lost souls " ?Publications returned with no forwarding address:

F/E Joe Carroll - last known address Bethesda, MDMrs. Jean Graybill - last known address Leawood, KSCapt. Al Huck - last known address Scottsdale, AZMrs. Anita Lovelette - last known address San Diego, CA

How about a pat on the back to our new TOPICS Editors, A. T. & BettyHumbles. Let 'em know that their chores are appreciated.

See ya'!!

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In Memoriam

KIRTLEY B. DOLLENS

8 May 1987

KAL IRWIN

10 May 1987

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RICHARD C. TRISCHLER LARRY M. FAUCI (son of Larry J.)

2 July 1987 16 June 1987

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Following from Dick Beck;

Thought I'd better pass on the news about Dick Trischler. He passedaway at 12:30 A.M. this morning (2 July) very quietly.

He had cancer of the pancreas which spread to the stomach. These pastfew weeks the doctors created a hole through his abdomen, directly intohis stomach, but it only prolonged the agony and the pain. His normalweight was 195 pounds and he ended up at 118 pounds.

I'd stop by his house every 2-3 days and it was very heart-rending tosee such a wonderful guy go slowly down hill. He and I were quite closeand I never could stay too long - just couldn't take it! His wife, Mike,was a former TWA hostess. On the outside she is holding up very well.The inside strength that she has is most remarkable!

Dick was one of the finest Pilot Engineers I have ever flown with - notonly as a professional, but also as a kind, sincere, understanding person.He will be cremated and the ashes will be scattered over the Pacific.

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LARRY MICHAEL FAUCI - Son of TARPA member and IRO Larry J. Fauci and Judith.He was 26 years old and formerly of Sparta; New Jersey. Mr. Fauci waskilled in a motorcycle accident near Daytona Beach , Florida. He was bornin Brooklyn, NY, and lived in Parsippany, NJ, before moving to Sparta.He was a 1979 graduate of Pope John High School where he was captainof the ski team and on the football team.

Larry was a student at Embry-Riddle School of Aeronautics. Serving withthe U.S. Marine Corps as a corporal from 1981-1985 he had received hishonor blues and special awards in marksmanship.

The Fauci family has our deepest sympathy in this loss of a loved one.

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TARPA INSURANCE PLANS

July 1, 1987

Heading: TARPA INSURANCE PLANS

THE SUPPORT AND DEDICATION OF THE TARPA MEMBERSHIP HAS NEVER BEENMORE EVIDENT, AS SHOWN IN THE RESPONSE TO THE TARPA INSURANCEPLANS.

We have over 260 participants in the TARPA Sponsored InsurancePlans and our forecast is over 400 by years end. This is quitean accomplishment over a short period of time, and the TARPAofficers have the member ' s loyalty to thank for its tremendoussuccess.

TARPA's Life Insurance program is also available to the membershipif they want it and can afford it. Initially, it is being offeredto our associate members who will eventually be retiring and wanta prudent means of investment security. TWA ' s form of term in-surance, which has no cash value, is not considered a good choiceby the present retirees who went that route.

In regard to your insurance claims, we asked our administrator tonegotiate a third party claim payment procedure. This was donesuccessfully, and we are working toward a 10 working day turn-around on payments. Our present average is 13 days, which is farbetter than our competitors.

Administrative procedures are being scrutinized daily, and we welcomeyour suggestions. Feel free to call 1-800-645-2424 and ask for theTARPA department if you have a problem or desire information. Thisnumber is now available to the residents of all 50 states includingNew York.

Sincerely yours,

Ed HallInsurance Chairman

P.S. On June 30, 1987, Tim Crowley and I attended the Board ofDirectors meeting of REPA (Retired Eastern Pilots Association) forthe purpose of presenting the TARPA Insurance Plan. REPA's Boardof Directors unanimously voted to offer this insurance program totheir members. This, of course, will have a positive affect onthe TARPA Plan as it will help to increase the number of insureds.

P.O. Box 310120 Mineola Boulevard 800-645-2424 Toll FreeMineola, New York 11501 (516) 294-0220 N.Y. Call Collect

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TARPA INSURANCE PLANS

FROM: TARPA Insurance Administrators

DATE: July 6, 1987

SUBJECT: Insurance Update

TARPA Insurance has now completed seven months of development,and thanks to the efforts of all involved, the program is al-ready extremely successful.

An overwhelming majority of TARPA members who were insuredunder the RAPA program have transferred their coverage to theTARPA plan. These members, coupled with the new insureds whojoined as a result of our recent mailing, have given the TARPAInsurance program a solid foundation for the future.

As administrators for these plans, we are most concerned withservice to the TARPA members. To assist you with your insurancequestions, we are providing a toll free number and encourageyou to call us.

Our claims office is making every effort to pay your claimswithin a two week period. Your efforts to accurately completeand sign the claim form have been helpful. If you are ex-periencing a problem with a claim, please call us so we mayhelp.

NEW BENEFIT - We are currently working with a nationwide pre -

scription drug company to develop a buying service for allTARPA members. This service will allow members to purchasetheir prescription drugs at a discount of 35-50%. The priceswe have been quoted are more competitive than most plans, in-cluding the AARP. If you feel that this service will be ofvalue to you, please let us know.

The support that you have shown this program has helped usdevelop a plan we all can be proud of. If you have anysuggestions on how we can be of further assistance to you,please let us know.

Sincerely,

TARPA Insurance Plans

/ci

P.O. Box 310120 Mineola Boulevard 800-645-2424 Toll FreeMineola, New York 11501 (516) 294-0220 N.Y. Call Collect

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THE PURCHASE, RETENTION , OR SALE OF EQUITIES[How our money managers select stocks to buy-hold-or sell.]� R. C. Sherman, Investment Committee Observer.

The Pilots Trust Annuity (B-Plan) employs five Equity managers, four of whom"run" two portfolios each; a total of nine portfolios. 0ur three main managersrun "Core" portfolios (stocks selected from the large companies in the S &P 500 list), and each has a smaller speciality portfolio. One runs "SmallCap" stocks (selected smaller companies of above average growth potential),another sub-contracts for management of special situations (as the name implieswith both greater risk and profit potential) and the third has an Internationalportfolio of stocks from European & Eastern markets.

Although each of the portfolio managers have their own style, most of thefollowing generalities apply to all. The firms' investment committee preparesa forecast for the year and a more specific one for the coming quarter, updatedwhen necessary. They look at the various business sectors, local, nationaland world economy. Being in the "right" sector is important. In 1986, forexample, Tobacco and Pollution Control increased 55%; eight other classificationswere up 35 to 50%, two to three times the S &P 500 gain. During the same year,Offshore Drilling lost 55% of its value, while a dozen others, including Steel,Computers and Toys lost between 5 to 15% There were, of course, some in eachgroup that were both above and below the average, but a good sector forecastis an important tool for buy-hold-sell decisions.

Stocks have a number of parameters - to use a good pilot word - that can betracked by computer and each assigned a relative weight. The latter varieswith firms, managers and the clients objectives. One can appreciate that therelative importance of price/earnings rates, beta, dividends, price range,current price, sales, assets and other factors, both current and over periodsof time, will depend on view points and goals. Frequent lists are churnedout, rating the stocks in each manager's portfolio. When a stock crosses-somepre-determined line in the "Hold" range, it will be watched as a possible"Sell" candidate; no different than some S.C.D. thought when destination weatherbegins to deteriorate. When a stock crosses the line into Sell, those firmswho follow a strict discipline will sell, others will apply judgmental factors.Likewise, high rated stocks in the favored sectors will be considered whenit is time to "Buy". The computer programs are Top Secret.

As for where the Sell line is drawn and what constitutes "churning". Firstly,stocks need not be sold in order to show a profit. Portfolios are valued atmarket, be it equities or cash. Secondly, the manager does not benefit fromcommissions, as the brokers we deal with personally do. Thirdly, stocksare bought at market plus commission and sold at market less commission, thusall commissions are deducted from the assets, adversely affecting the managerperformance. Econ 101 says, "select a good stock and hold it for the longterm". Econ 501 of the professional money manager manual says, "when the potentialof a stock falls below that of another one, sell the first, buy the second".Some managers sold stocks during a stagnant period, then bought them backagain for a greater overall gain, including commissions , than those who heldrather than sell and buy. Would you prefer a 10% gain with no commissions,or a 15% gain after all commissions are deducted?

Some firms use the past six months review. Each month, the stocks that werebought or sold six months earlier are listed with the current price

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and the earlier one. The questions are: Did the price of a purchased stock latergo down? Did the price of a stock sold later go up? If either occurred, whatwere the reason(s) for the poor timing? The firm's forecast? The firm's computerratings? The portfolio manager's judgement? If trends are apparent, correctionsare made.

Ending our visit with a money manager, we asked about the dart board in theconference room. "Oh, that's just for relaxation", he replied. "Relax - -Relax? Hey, that's a leisure group stock", he said excitedly, "selling at44 - - 4+4 = 8 and this is the 8th. month". "Excuse me", he muttered as heheaded for a phone, "I'm going to buy 50,000 Relax".

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The new officers of our TWA PILOTS RETIREMENT FOUNDATION are: Fred G. Arenas,President, Harry Jacobsen, Vice President, Robert R. Thompson, Secretary / Treasurer,Don Ulrich, Trustee and Robert D. Essaf, Trustee.

This is a most worthy cause and you may send your contributions to;

Robert R. Thompson S/T OR TWA Pilots Retirement Foundation807 W. Hintz Road ALPA Federal Credit UnionArlington Heights, IL 60004 825 Midway Drive

Willow Brook, IL 60521

Make your checks payable to THE TWA PILOTS RETIREMENT FOUNDATION and the accountnumber is 90-17470.

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Your editor understands from someone who was at a meeting with Mr. Icahn thathe has an impressive no non-sense "We are going to make money approach". Mr.Icahn predicts TWA will make more money this year than any year in TWA's history.As you may have read TWA has sold a lot of airplanes and then leased them backfor five years with an option for five more years. According to one aviationwriter, selling part of the PARS was a profitable move that made business sense.

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THE GOLDEN RULE: Whoever has the gold makes the rules.

The sure sign of old age is when you hear "snap, crackle and pop" in the morningand it isn't your cereal.

Mary and John were bored watching television. "Why don't we go out and havesome fun tonight?" John suggested. Mary jumped up enthusiastically saying,"O.K., but be sure and leave the hall light on if you get home before I do".

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TARPA TENNIS 1987

By Dick Faulds

The 1987 TARPA Tennis Tournament was held at TennislandRacquet Club in Anaheim, California , next to Disneyland.The weather was outstanding, and the play outdoors verycompetitive.

The women's division winner was a repeat of last year,Adrienne Sturtevant, with Runner-up going to Aggie Jones.

The men's division was won by Mickey Wind, after beingRunner-up last year. The Runner-up spot this year wasvery close with Reg Plumridge eking out Dick Longo

Pictured above from left to right are:Hank / AdrienneSturtevant, Jeannie Wisenhunt, Russ / Marge Handy, LeeButler, Aggie Jones, Reg / Ruth Plumridge, Mickey Wind,Gene Jones, Ginney Converse, Tom Anderson,Dick / AliceLong.Participating in this years Tournament, but not pictured,were: John Carrol and Walt Morehead.

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SHOOTING TROPHY & PLAQUE

Dear A. T.,

Enclosed is a picture of the trophyand plaques that Earl Heinrich andI donated for the Trap & Skeet Shoot.

The Trophy is to be a perpetual oneand held by the Top Gun (High Overall)shooter each year. That year's winnerwill be engraved upon it and he getsto keep it until someone else beatshim. The plaque is his forever.

Fraternally,Phil Hollar

LADY GOLFERS

Taken by John Happyat Anaheim duringthe awards ceremoniesat the banquet.

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Top, left; Left to right - Alice & Chuck Strickler, Corky & Dub Youngblood.Top, right; Carol & Chris ClarkBottom left; Registration Crew at Anaheim - Left to right - Ruby Lynch,

Margaret Thrush, Betty Humbles and Joyce Hollar.Bottom right: Neal Lytle

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EDITOR'S DESK

The reason the previous page on the tennis activity was not in the last issueof TARPA TOPICS was that Uncle Sam lost the original Dick Faulds sent me.

I goofed in the last issue as evidenced by the following letter from RussBowen;

Dear A. T., I would like to call attention to a slight error in TARPA TOPICSMay 1987 issue, page 32. I must state flatly that I am not yet qualified byreason of age to join the honored and several flock of TARPA EAGLES. The photo,perpetuated to be of me, is of someone else - I think Bill Harrison.

If all goes well (as indeed I anticipate but who knows?) I will, with mixedfeelings, join the Eagles at our next conclave in 1988 in Tucson.

Congratulations on otherwise a splendid issue. Best Regards, Russ Bowen.

And a pat on the head from Capt. Gordon Lambert;

"Dear A. T ., Your description of the MULE in the May issue of TARPA TOPICSis a masterpiece. It was a high light of the issue. Each issue usually hassomething about the old timers that both my wife and I enjoy very much andyours was the one this time. It brought back memories of my experiences withmules, and horses also, but nothing compared to yours."

Gordon went on to relate some of his experiences which I will probably includelater on in this issue.

Talk about your "It was a dark and stormy night", how would you like to approachit with a crew like the following submitted by Mickey Wind, the tennis champion?

Capt. Hale, First Officer Wind, Flight Engineer Frost, Flight Attendant Snowand Flight Attendant Rains!

Mickey also sent me a ragged, yellowed, so quite old piece of paper he hadrun across written years ago by his wife who many of you will remember asBetti Baldwin, a Link instructor at LaGuardia;

POEM BY BETTI WINDLong ago I snatched my love from the sky

but the sky kept him.My love still comes to me from the sky

and the sky claims me too.I am a part of the elements

and I am a part of him.Without him I would be only any nothingness,With him I am above the earth, larger than life,

For we are the Winds.

Russ Derickson has been informed by Clark Billie, Vice President, Flying,TWA, that the Company will resume domicile retirement parties. Details appearlater in here. It will be more like a family affair now.

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The tenth TARPA convention will be held in Tucson at the Sheraton Tucson ElConquistador on May 24-27, 1988, and the eleventh annual convention has beenrescheduled for April 10-15, 1989, which will be at the Clarion Hotel in NewOrleans.

We were sorry to learn that Al Clay has been in the hospital recently butis home now and they will be heading for their Cape Cod estate shortly.

Our heart-felt condolence goes out to the Larry Fauci family in the loss oftheir twenty six year old son in a motorcycle accident in Florida. The followingexcerpted from a note from Larry some time back;

"Dear A. T ., this issue is very interesting - was amazed at all my old friendsthat attended the convention. Sorry I couldn't or didn't make a better effortto get to it. Maybe next time. If my old buddy, Tom Carroll, had twistedmy arm might have been able to give him a hand behind the bar while Terryand my wife jabbered away - would have saved me long distance phone calls."

I had hoped the bits I had lifted from the Clipped Wings newsletter in ourlast issue would generate some response from our lady friends but no suchluck. How about it, girls, let us hear from you too?

And a note from Gordon (Parky) Parkinson; Just back from SFO, A. T . and mygranddaughter's wedding - Judy's daughter (Judy was a hostess in piston days).Imagine you know that the Ozark DC-9's (not the MD80"s) were sold and thenleased back for five years with an option for five more years.

I dropped over to Oakland and spent five hours with Blackie (Hal Blackburn).Bob Kadoch was coming over but had to cancel out because of other commitmentsbut I talked with him on the fone about thirty minutes.

Parky also thought some may have missed the June 15 issue of the Wall StreetJournal which had an article about the TWA highjacking of Flight 847 captainedby Testrake and with Ulie Derickson on board as a flight attendant. A dayafter the hijacking began, Italian air-traffic controllers were stunned tosee a blip representing another TWA jet disappear from their radar scopes.They feared a crash, not knowing that a complicated exercise in deception wasbeing excecuted by TWA and high U.S. government officials. In order to simulatea disappearance, the TWA pilot being dispatched to the scene had deliberately switchedoff the radio beacon signaling his position. Then he turned his jet towarda rendezvous with an American commando force.

TWA and the commandos were to jointly prepare an assault on the hijacked jetto free the hostage passengers and capture - or kill - their captors. To enhancethe mission's secrecy, a TWA executive says, "We made our plane over Italydisappear into thin air."

The assault plan, which eventually had to be aborted, is one of many detailsthat have gone unreported until now despite the wide coverage the hijackingreceived. Many details remain classified secrets.

But TWA has carefully documented its own role in the effort to end the hijacking,in which one American passenger was killed. The airline's internal report,supplemented by interviews with many airline and government officials, offersa case study of airline behavior in a hijacking. Details of a two year, world -

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wide manhunt for the hijackers are also just beginning to emerge.

To some extent, the tale is one of mis-adventure. Diplomats thought negotiationsin Algiers would end the hijacking after three or four days. Thus, State Departmentofficials badly wanted to keep the plane there. Their wish was frustrated.The hijackers bluffed their way out of Algiers by faking the screams of atortured "victim" to extort needed fuel. Then, John Testrake, the captainof the hijacked jet, deliberately feigned engine failures to ground the jetat Beirut - the last place that TWA and U.S. officials wanted it. Finally,some of the traps later set for the hijackers were sprung on empty air.

The TWA episode also shows the anguish experienced by airline executives whenevents halfway around the world spin out of their control and unthinkablehorror suddenly invades their working day. While one TWA passenger was beingsavagely beaten in Beirut, for example, the plane's radio was left on andthe transmission was recorded. Hours later, TWA executives in New York listenedto the recording, including the victim's screams.

"It was a nightmare", says C. E . Meyer, who was president of TWA at the time."The whole thing was a nightmare".

Hank Gastrich says; I still fly, perhaps 6-10 hours monthly. Mostly a 300HPPiper Saratoga, but very often the Cessna 150 or 152. Having had the ten yeargap in my flying, I sincerely enjoy flying today and one of my "Walter Mitty"plans after I win the California Lottery is to purchase a Beech D-18 or SNBand fly around the world WITHOUT Loran or RNAV. just a VOR or two and a coupleof ADF's. That Lottery "Walter Mitty" dream includes a healthy and annualcontribution to the Foundation for the low paid retirees.

My family is all in the area and we are all in good health. After 40+ yearsI have let the crew cut grow out, sport a mustache and feel pretty good.Some of the time. Aging is the pits though! Say hello to any of the TARPAgroup you run into for me. There was no excuse for my missing the Anaheimaffair. And there will be no excuse for the next one. So hope to see you atleast by then. The directory is an A-1 production...as is the TOPICS ...andfor that matter, everything else we do. Cordially, Hank.

We hear there is a lot of moving with TWA. Understand they are moving headquartersto Westchester, New York. Closing down the old Keith Building named the JackFrye Training Center and moving pilot training to KCI. Hostess training nowin the old Ozark Building in STL.

Understand four new MD80's now being painted in TWA colors for entrance onthe line.

Dear A. T.: After talking on the phone Tuesday evening; re Dorothy and I beingin the hospital, I realized I should have mentioned that Dorothy's maidenname was Shevelin and she flew the Martins with you out of Newark before goingto International. That was a pretty tightly knit domicile so I thought itmight be of interest to those also domiciled there at the time. As Jack Mosersays, "Happy Trails". ..Jack O. H. Hanson.

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1987 DOMICILE RETIREMENT PARTIES

The 1987, Flight Operations, Department of FlyingRetirement Dinner will take place at the three majordomiciles on the following dates:

LAX Friday, October 9, 1987 Torrence MarriottSTL Saturday, October 10, 1987 Stouffer ConcourseJFK Friday, October 16, 1987 Viscount Hotel

The Dinner at each domicile will be a similar affair. Theguidelines are as follows:

5.30 p.m. Hospitality table - to greet retirees andguests; handout nametags, drink tickets, etc.

6.30 p.m. Cocktail hour - cash bar, ticketsredeemable.

7.30 p.m. Sit down dinner - carafe of red and whitewine on each table, barcloses after beginning ofmeal service.

8.30 p.m. Presentation - short speech by V. P. Flying,Ceremony introduction of Captain

R. E. Reynolds, followedby presentation ofretirement certificatesand gifts to retirees.

9.30 p.m. Dancing until - cash bar reopens after12.30 p.m. presentations are finished.

1987 FLIGHT_ OPERATIONS RETIREMENT LIST

Arthur M. Barnes Fred Doery Arthur D. JessenFerrell L. Baxter Eugene J. Dolan Walter J. KinateJohn L. Beede Gilbert H. Eddleman Perry W. KohrsArnold L. Belgum Frank L. Edwards Robert H. KrugerAlex J. Bennett Wendell A. Elliott Robert M. KuhnStanmore Bennett Blaine M. Falk Gilbert M. LamphearJoseph R. Bitar Joseph R. Ferraro Larry F. LatimerGlen D. Blevins H. Richard Fishbaugh Hardy M. LedetBenjamin F. Brown Donald E. Frazier Gerald R. LilaWard C. Budzien Harvey W. Graf Fred C. LingenfelserJohn J. Burke William F. Guest John W. Masker, Jr.William J. Bushey Vernon M. Hassler Robert K. McGlothlinRobert C. Cathcart Robert M. Hayes James D. MillerRichard B. Cooper Marshall P. Hydorn Theodore F. MisselwitzCharles B. Dobrescu West C. Jacobs William O. Moffitt

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1987 RETIREMENT LIST CONTINUED

Philip J. MorganRichard J. NeubauerWalter J. O'BrienClarence H. PahlMatthew F. Reardon IIIHoward E. RichardsDaniel D. RichterJohn D. RideoutPaul E. RoachLeonard H. RossPhilip S. SchultzLoran L. Smart, Jr.Adrian R. SmithJoseph J. SofianekFrank S. SpeddingKenneth F. SplawnThomas W. StownDonald W. SypkensWilalrd L. TeommeyLawrence W. ThomasEdward J. Toner, Jr.John G. AnunsonRobert C. Clark

James P. DoneganHarry H. FarnhamWilliam K. HaecklerRonald W. JohnsonDonald F. KilliamRobert L. KoeppJoseph T. MackeyVernon C. McKenzieJohn H. MyersTed N. PriceAlan R. RehbockBert O. RyssmanKarl F. TrovingerHerbert K. WheelerHamilton R . WhiteWilliam R. BoegeCharles W. BrozJames D. ClineDonald D. CutlerGerald E. EmichGerald P. GallagherCharles W. GatschetAlbert L. Gigstad

H. C . GoberRoy F. GwinBobby R. HarrisonRobert L. HollowayDon F. HolmTom R. HueningWalter J. ImmelJohn R. KlimutOttis G. LeeJohn C. LovgrenNiles L. LupinekMorman J. MahalichDennis L. MaloneyGary C. MillicanJames E. NortonD.E. RobeyJoe N. SchneiderGlen L. SmithBryan W. TaylorDonald W. WinnJoseph J. Woods

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RETIREES HAVE BEEN PASSED BY ON PASS IMPROVEMENTS

By Bill Dixon

The only pass improvement within memory for retired TWA employees was whenthe Class 9 pass at age 65 was changed to 7R. At the same time persons whoretired early, such as the pilots at age 60, and who formerly kept their 7passes until age 65, were demoted to 7R immediately upon retirement.

Nevertheless, this was a net gain for the majority of retirees. The improvement, whichwent into effect several years ago, was negotiated by ALPA in a side understanding.

When I was chairman of the TARPA fringe benefits committee, we were singularlyunsuccessful in attaining a better pass for retirees. We did play a role inencouraging TWA to issue term passes to spouses of deceased retirees. Thisrelieved them from having to request individual trip passes.

Though no longer active in TARPA, but hating to give up, I contacted TWA asan individual in December with a new suggestion. Since the Company was adverseto allowing us to use our date-of-hire seniority for passes (which is fairestfor all in the long run), why not make retiree passes equivalent to straightClass 7 passes on Tuesday, Wednesday and Thursday, when most employees areworking? Holidays falling on those days could be excluded.

This recommendation met with initial interest, but recently was turned downbecause of its impact on active employee groups and the fact "that the programmingand administrative burden is not something we can consider at this time".

Considering that employees receive upgraded passes for vacations and thatolder retirees travel less frequently as they grow older, it is hard to seehow Class 7 passes for retirees during the middle of the week could do muchdamage. As to the "programming and administrative burden", I would guess thatsince PARS handles hundreds of continuously changing fares, which differ byweek, day and hour, biasing it for any designated periods for pass prioritywould be apple pie simple.

Other retiree life enhancement ideas which previously have been advanced toTWA in one form or another and still deserve consideration, are reducing firstclass surcharges by 50% (or better yet, eliminating them entirely); Class7 or 6 after age 75: once yearly positive RT coach, upgradable to first. Onthis latter, to avoid income tax liability, positive space reservation wouldhave to be made on day of departure.

TARPA members still flying are urged to think about the big change you willencounter in non-rev travel when your pass drops to 7R, and do what you canto influence ALPA and TWA to improve the situation while you still have someclout!

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1 6

TARPA TALES

From Larry Fauci, IRO; My first trip on the line was from MKC to ABQ on 6/3/53.I flew with Capt. R. C . Downing, First Officer Sam Luckey, Instructor FlightEngineer Howie Wright, Hostesses Peterson and Grossman. It was an 049 Connie.My first experience with manual pressurization. Guess old R. C . didn't think toomuch of the new kid but Howie and Sam saw me through. Remember lots of thunderstormsbetween MKC, AMA, ICT and ABQ. We all went to the Hacienda for tacos and abit of libation on the second trip and had Vice President John Collings ata few tables down.

From SVWA (Athens) to WSCC (Colombo) and return on 11/5/57 and 11/7&8?57. Plane112 (Before we knew how climb airspeed afffecteh the PRT's). Capt. Walt Hawkins,F/0 Bob Lowry, R/P Jack Weyrich, F/E Bill Newman and myself. Guest Don Terry.On pre-flight at Athens questioned incoming F/E about oil dripping from PRTarea. He said, "Oh, they all do that" and they did. Five minutes after relievingBill at the panel I noted oil quantity in #4 going down so I started the usualoil transfer. Just then one of the girls came up and reported an airman inthe back saw some sparks coming from #4. Just as I told Walt the fire warningwent off, we feathered and went into Dhahran.

Bill and I helped the Swiss mechanic change the PRT then we also changed theplugs on #2 and both HRD bottles on the left side. The rest of the crew enjoyedthe "0" club. Bill and I got a nice letter from dear old Uncle Don.

On return trip I've got the panel out of Bombay. They held us for about thirtyminutes due to an inbound Air India. The heads were getting a bit warm - don'tworry, Larry, just close the cowl flaps a little late on take off, they'llcool. On take off at about 40 knots a fire warning went off. As we went intoreverse the other two started clanging with flames belching over the engines.We took an 8:55 delay while they changed numerous PRT;'s on all engines. Naturally,Bombay being what it was, over 100 degrees, they wouldn't let us off theaircraft so all crew and passengers suffered.

Stopped at Bahrien for fuel and we wouldn't even mention the little crackin #2 PRT, #2 engine the navigator spotted on take off.

I relieve Bill again and haven't been in the seat ten minutes (Didn't toucha thing, wise guy) when #4 engine starts rumbling. Check of analyzer showeddouble shorted secondary #15 jug. Feather! Into ODAP (Behruit) we go. Whata beautiful city it was even with the U.S. Marines on the beach. As luck willhave it we didn't get to enjoy it too much as they just happened to be ferryinga Super G near by so we left for Athens the next morning.

Most unusual layover. Lisbon (Cascias) November 1955. Returned to the MonteEstoril Hotel in the wee hours of the morning and ran into Phil Solomon whoadvised me our Captain and the westbound Captain were both in the Casciashoosegow cooling their heels. Bill McCreight, Hostess Ruth Rodeberg and Irousted old Joe from the kitchen to come with us to do the begging. Threecabs filled with crews did some fast flying between the Monte Estoril Casinoand the local jail. After much pleading and mucho excudos changing hands wewere finally able to extricate our beloved leaders. If we hadn't gotten themout by 0600 they were being shipped to the Gaol in Lisbon to await trial intwo weeks.

1 7

Most memorable layover continued.

To set the record straight, they were not trying to burn down the jail, justsacrificed one shirt and several sleeping benches to get some warmth in thecell. Lisbon can be cold in November with no windows and no blankets, justa great big opening with bars. They never did get the fire started anyway.

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GET A BIGGER HAMMER TECHNIQUEBy Eddie Breen

On January 1st., 1963, I was flying a trip from JFK via CHI to DEN on theConvair 880. That was a Mach .84 plane all the way and the red line on thedescent was pretty high. I had it headed down hill out over the lake goinginto Chicago when we felt a strong thump, got a fire warning on the left sideand about that same time Ed Hall, my engineer, reported he was unable tohold the cabin pressure.

We got the engine shut down and ready for fire extinguishing. We sent theSecond Officer back to check the cabin and to take a look at the left engine.He reported that the cowling was gone from the engine. We shut off all thebells, continued to a landing and finally taxied to the ramp.

Inspection showed that the cowling had stripped off, scraped the undersideof the wing, hit the fuselage about four feet aft of the wing in line withthe trailing edge, cutting a hole 2 feet long and 4 inches wide, then scrapedthe underside of the keel as it proceeded aft.

The metal was forever lost in one of the deepest parts of Lake Michigan muchto the disapproval of the FAA so the inquiry was short.

Later inspections of the rest of the fleet brought to light another exampleof the "Bigger Hammer Technique". The cowl was a clam type that hinged atthe top and fastened at the bottom. When the cowl was closed a pin was insertedthrough the holes from each side of the cowl. The hole didn't always line upexactly and the pin was difficult to insert so --- it became common practiceto drive the pin in using a short section of 2X4. However, in my case, thepin missed the second and all subsequent holes so the cowl was never fastened.Other bent pins were found.

I suspect it didn't take long to devise a new procedure.

I had a good crew and all procedures were handled so easily it didn't seemlike much of a deal at the time but later I spent a little time thinking ofall that metal passing so close to the tail surfaces.

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Our esteemed former editor of TARPA TOPICS, Al Clay, had hoped to generatesome letters and interest in inquiring if anyone had any recollections ofwhen the lights went out in New York back in 1965. Here is something sentto Al by Rex Painter;

Hello Al, I was set up on 9 November 1965 on Flight 125, a Convair 880, Plane# 8828 which was parked on the end finger gate.

1 8

We had completed our before starting check list and they were almost ready toclose the door when lights went out all around us.

We had plenty of light on board. Dinner was served, drinks were served. Finally,about 2100 hours, they gave up. We were sent to a motel and our flashlightsthe FAA requires us to carry sure helped us find our rooms.

Bob Kuhn was First Officer and Brownie Mitchell was Flight Engineer. Whata night! Something happened that just could not happen. Also, I remember ninemonths later it was mentioned in the New York newspapers about the large increasein population. Well, at least we had our flashlights.

Rex goes on to say that he and Al were flying together and Al had his sonalong. "I remember you had your son say some words for me. The combo of Bostonand the South was sure funny. My wife, Ann, is Township Supervisor. Shesays this is the last time she is going to run. She enjoys fighting with the

Democrats! Keep the TARPA TOPICS going. I know a lot of people have workedhard to keep everyone informed. Although, this is my first communication withyou all it doesn't mean I don't appreciate the communications. "

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AND THIS SIGNED "BLACK DOG"

My first trip on the line was from BUR to ABQ on a DC-3 with Captain JohnCarroll. I remember on the return trip the captain decided to rest his eyes.Over Newhall he was still resting them and I was still guiding the aircraftat ten thousand feet. I cleared my throat and loud enough so that his eyesblinked open. He saw where we were and our altitude and he said, "You arethe dumbest A. H . I have ever flown with".

My most interesting flight was on a trip from the Azores to Gander on 15 November1947. We were briefed for violent head winds and after several hours I lookedout my window (relief pilot) and saw a freighter below us (we were low). TheCaptain, Joe Kelley, said, "Why don't you rest your eyes for a while?" Muchlater (2½ hours by the clock) my eye resting period was interrupted by a hostessvoice saying do you think it is alright for all of you to be resting your eyes?I looked out the window and yelled which caused everybody's eyes to blinkopen. The freighter was still below us, a little bit aft maybe. I turned tothe navigator who was rubbing his eyes and asked, "What is our ground speed?".He yawned and said, "Forty five knots. We have a hundred and thirty knot headwind.

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FIRST FLIGHT FROM KEN BLANEY,

My first trip was from Glendale to Auqua Caliente , Mexico, on 23 August 1929.I flew with Maddux Captain Milo Campbell. Just hired among first Maddux licensedco-pilots (Transport and Mechanic's A & E.) Had no training about what a co-pilot did. On take off in J5 Ford Milo noticed my hands on the wheel (followingthrough). He slapped my hands off but didn't see my feet on the rudder pedals.So I learned that was not the way to be a co-pilot. When given the controlsthe first time had trouble keeping the wings level, no bi-plane wings in frontof me on the horizon.

1 9

FIRST FLIGHTS AND MOSTMEMORABLE

Ritchie Beighlie writes that his first flight was from Los Angeles toAlburquerque on Oct. 4, 1947 with Capt. George Johnson. He further statesthat in keeping with the idea of first flights, they are always very memorable,and relates a bit of what impressed him, as follows:

October 1, 1937, Max Parkinson gave the September class of '47 of new F/Ostheir three night landings in the DC-3. I logged 15 minutes, Max was fast.Upon checking in for my fam" flight, crew schedule directed me toward AndyComstock. I introduced myself to him, and he promptly told me that he was theF/0, and in turn introduced me to Maynard Cowan. Maynard looked younger thanAndy.

Being assigned to LA, my first line trip was with Capt. George Johnson,LA-PH-AQ. Things were going great until about Mt. Taylor, when we encounteredvery heavy wet rain and snow, with a grand display of St. Elmo ' s fire, all ofwhich created a static discharge that knocked off our HF antenna from the forwardantenna post. The antenna whipped and banged the vertical stabilizer andrudder all the way to AQ. No extensive damage was incurred.

The second line trip was with Capt. Bob Mabrey, who gave me my first legon TWA, from PH-WO. Thanks, Bob !

And from Russell A. Bowen, whose first trip on the line was from BU to ABon July 22 1939. He flew with Capt. Felix Preeg and Hostess Vivian Stohfuss,(DC-3 #378). My first flight was interesting, stimulating and "uneventful, "

we landed at the old Albuquerque airport, to the west on town.However; my first "eventful" trip occurred less than two months later,

Sept. 14, 1939 - DC #375, Capt Eddie Bellande, AB to BU, made a night landingwith a shut down engine at the unattended Seligman, Arizona, emergency field.A maintenance crew flew from Burbank to Kingman, AZ and then drove over toSeligman and repaired a broken oil line. We proceeded on to BU early that morn-ing with our ten passengers.

In March 1940, eight months after hire, I began Captain check-out in MKC.From John Bybee: Here is one for TARPA TALES. I ' m sure you remember it

from our EWR days, and since Ray hasn ' t told it, I guess I will.The flight was probably F421 in the early summer of 1954, operating

PIT-HAR-RDG-ABE-EWR and using a Martin 404 (my log book is in CA) Capt. RayMcQuade, F/A John Bybee and Hostess Connie Fiser on either her first tripor one of the first. The right prop governor was permitting the RPM to vary,and was slowly getting worse as we progressed towards ABE. By the time we wereon downwind, it got so bad that Roy feathered the prop. Unknown to us, thethrottle linkage fell off the other engine at the same time. There is apparentlya spring that keeps the throttle from vibrating closed in such a case and so whenRay .

closed the throttle lever, there was still quite a lot of power on the engine,causing us to land very hot. As the engine went through flat pitch to reverse,it wound up with a lot of RPM and the excessive asymmetrical power took us tothe left and toward the terminal. That wasn ' t too good, so Ray went back toforward thrust, and back we went to the right side. We did this a couple of moretimes, trying to figure out what was going on and taking out runway lights onboth sides and blowing tires. Finally, we got smart and closed the mixture toshut down the engine. We stopped just past the end of the runway, in loose dirtand about on the center line.

While we were talking about what happened, we noticed a lot of people on theground to the left. You guessed it! Connie had just been through Sailor Davis '

safety school and she evacuated everyone. When we looked back we were all aloneon the airplane. Oddly enough, several years later, I had another throttle link-age come off on take off in a Connie, with Joe Grant. It auto feathered. Remem-ber that one, Joe?

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FIRST FLIGHTS, ETC.

The following is the continuation of some exciting flights which Dick Beckshared with us in a prior issue of TARPA TOPICS:

A most exciting flight was when five B-17s were intercepted by seven Japan-ese Pursuits. We had the No. 2 engine shot out by a Jap Zero in a frontal attackover Rabaul, New Britain (S.W. Pacific), at 29,000 feet, 10 June 1942.

Another time, we were descending to 2,000 feet, Kansas City to St. Louis ina DC-3, 7 May 1946, and Tom Duffy was the co-pilot. At about 4,000 feet, Tomyelled "Jesus, " and shoved forward on the yoke. As I looked up a Braniff DC-4passed overhead. I could see the Braniff Co-pilot ' s face quite clearly. Wemissed him by about 10 - 15 feet. I was afraid his props would chop off myvertical stabilizer. Guess it pays to be a good Irish Catholic. Thank you, Tom!

Out of Los Angeles for London on Polar Flight 760, 19 October 1972.F/0 Keith Vasconcellos, P/E Frank Karshick, IRO Glenn Newman, Check P/E BillyDunlop. Runway 24L. Nothing of any consequence written up on the plane ' s log.Load control weight showed 709,990 lbs. Take-off roll normal until past V 1 .Then N1 , on No. 1 engine oversped - pulled back throttle; lost the water onNo. 2 engine; No. 3 engine OK; on No. 4 engine, the high stage bleed valve be-came uncontrollable and we had to jazz the throttle to keep from overspeedingN9 . Must have been three pairs of hands "jockeying" the throttles! We werestill on the real estate as I passed the last high speed turn off from 24R, wherea United plate was waiting. A pilot would have to have had a case of arthritisin the hands to be able to grasp the throttles.

We rotated at VR . The wind coming over the sand dunes gave us a littlelift. We drifted down over the ocean minus V 2 1 got into ground effect and beganto accelerate, then upped the gear.

As we climbed out to dump fuel west of Catalina Island (making all turnswestward, of course), I glanced at the crew. Sweat stood out on everyone ' sface, including mine, and we were shaking like prostitutes in church!

A passenger said to me later when we were back on the ground at LAX,"Captain, I never realized how attractive the flowers are in the gardens inPlaza del Ray. "

Rechecking Load Control, we found they had miscalculated. My actual weightwas just over 722,000 lbs.

Gordon W. Hargis writes: My first trip on the line was FLT 139, KC to AB,(ship No. 384) on July 22, 1947, and AB to KC (ship No. 389) on July 23, 1947,as ACM for F/0 line training Flt. 84. I flew with Capt. Bill ( "Silver Fox" )Townsend, F/0 Ken Hippe and F139 Hostess Davidson, and Flt. 84 Hostess Ware.WD = ICT AB - ABQ AN=ANA. F139 (KC-TOP - ICT, ANA -ABQ). Out of Topeka,I was on the jump seat doing the flight plan/log. Bill " took out" direct toWichita. I, as a new graduate of Holly ' s CAR course, wondered why we wereillegally off AWG B-82 to LEBO and G-4 to ICT. So when we went by N/leg of LEBO,I asked "Sir, how do I make this pos ' n report?" Bill gave me a jaundiced lookand said "SAY"OVER LEBO!, and be sure the ICT estimate comes out right. " Thiswas my first lesson in keeping the captain paper-legal when he was bending therules a little.

My most exciting flight was a Flt. 60, M-404, PL 419 from MKC to STL onJune 2, 1958.

It was about 6:30 PM on a hot June evening when I, along with F/0 RogerGallup (son of H. H.

"Pat" Gallup) and Hostess Cundall, boarded PL 419 tooriginate F60 to STL. A full load of people joined us and the agent handed upa GWT slip that totaled 43,668 lbs., I.O.W.T. I hollered, "We ' re overweight,take something off, " He ran to the rear steps and returned with a freight packagefrom the PAX carry-on bag compartment. "Take 25 lbs. off, " he shouted and wefired up and taxied north for a south takeoff. All checks having been completed

21

FIRST FLIGHTS, ETC.

successfully, we roared off at 59.5 inches, and burning water/fuel. About 75 ft.up, as the gear retraction finished we were crossing the dike when the leftengine Zone 1 fire warning illuminated and the "door bell " rang. A quick lookout the window revealed fire shooting out from the top of the cowl flaps.I immediately exercised POOR JUDGMENT on the FIRE-ING LINE, and pressed the Lengine feathering button. Airspeed was 104 KTS (V2). The airplane ceased climbingand I turned S.W., up the KAW River Valley, as we did the checklist, hanging at104 KTS. Finally the altimeter began to inch upward. About the Turner Bridge,we had 1100 MSL, so figuring I would clear Kansas City, Kan., I turned to thenorth, still burning water / fuel @ 59.5 inches M.P. (Hot Day - BMEP was about 225#or 2200 H.P.). Crossing Minnesota Ave., the ALT was a safe 1200 ft., so Idropped the nose to accelerate to flaps up speed , at 125 KTS, the water ran outand as METO was set, the IAS was 130 KTS and flaps were retracted. The rest ofthe trip back to land was (comparatively) simple, climb power took us to thesouth runway. We rolled back into the gate and shut down No. 2 engine. Theagent ran out and hollered up to me, "Thank God, I took the 25 lb. package off,Captain. I 've saved your life!"

(The mechanics replaced a broken exhaust, collector, ring-clamp and firebottle and we left again about 8 P.M., one of the 40 PAX, a little old ladyabout 75, allowed she had had enough fun for the day, that 10 P.M. into STL waspast her bedtime, and departed the flight).

From Jim McClure: My first trip on the line was a student familiarizationon Fl/44 on 13 March 1945 from KC to LG by way of LS, ID, DY, CO, PT and HX.The captain was Art Dunlop and time was 7 hours 39 minutes, from about 10 P.M.' til 10 A.M. I forgot to check my adrenalin supply and was a quart low onarrival at LG. Nearly didn ' t make it from the DC-3 to the ramp office. Ilater learned that I stayed at the Forest Hills Inn and slept for 12 straighthours. Nothing in the Golden Gloves was ever this tough. I left LG on Fl/17of the 15th with Bob Kadoch giving George Maquire a line check, going throughPT, CG and back to KC. This trip was 8 hours and 18 minutes and a great lessonin seeing two fine pilots practice their craft.

There are two events that are unforgettable to me and I think of them asNo. 1. The day that the chain stood out and No. 2. The night the sky wasfalling down.

In the first event, I found myself in the right seat of a B-307 one brightday in KC with Doc Mesker on the left side. When it came time to land, thechain was horizontal but the links weren ' t separating, yet. Doc landing on thewest runway at KC municipal. I ' ve since measured it as 3000 feet before theauthorities made it a taxi-way and built hangars on the west perimeter of thefield. It was a superb piece of airmanship and should rank up there with Bronson ' ssolo of a Connie in the local KC lore.

In the second event, I was F/0 on F1094 on 27 July with Captain E. Edwardsand Sy Gates from MDM-LGA. The plane was 501 and we were cruising at 25M justnorth of PIT on this black night and talking with two other flights eastbound at26M and 24M within ten minutes of our fix when the sky started falling down.The sound started as a snare drum and progressed to a bass drum for about threeseconds. Five minutes later, we had recovered enough to shine a light on thewindshield and admire all the spider webs in the glass. We got clearance todescend to PHL and on the ground, inspected the beatup engine cowlings andleading edges of the wings. This was the same plane that had made an unexpectedappearance on 63rd Street and Cicero Avenue in Chicago previously. It couldreally stand hard usage. It took a licking and kept on ticking.

Jim Meagher writes that his first trip on the line was from KC to AB, Apr. ' 48.He flew with Capt. Jack Burnham, and remembers that he flew through the samethunderstorm three times --- westbound!!! It was ' nigh to impossible to get ATCclearance (Min. Cross. Alt.) across the Sand Dias mountains.

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FIRST FLIGHTS, ETC.

Meredith J. Moffett reports that his first trip on the line was from PHX to MKCon Jan. 16, 1954. He flew with Capt. J. W. Ownby. He remembers the followingabout his first flight: We deadheaded from MKC to PHX - flew FLT 6, a DC-4non stop PHX to MKC, FLT time 5:38.

He writes as follows: My most interesting flight was a series of flights fromKennedy to Manila on 3-3-58 - 3-12-58.

This series of flights was most interesting because it closed the segmentI needed to have flown around the world as a crew member. I had previouslyflown from Manila, PI to Athens, Greece as a crew member while in the air force.Walt Hawkins was captain. We departed Kennedy on March 3, 1958 and arrived inManila on March 12, with layovers in Paris, Athens, Columbo and Manila. Weflew the 1649A and 1049G Connies and the flying time was 43:45.

From Arlie J. Nixon: My first flight was Flight 5 from Kansas City toAlbuquerque on September 20, 1939. I flew with Captain Alton J. Parker andHostess Nellie Granger.

Most interesting flight was also my first flight. I had been hired theafternoon of September 18, 1939 and here just two days later, I had started anexciting career that lasted for almost 35 years. I believe my career spannedthe "

Golden Years of Commercial Aviation. "

And from Barry Otto. My first trip on the line was from LGA to CVGon August 5, 1953. I flew with John Goodell, DC-3 #323 (Cargo). I rememberthat John got there! (and back!!), single handedly.

My most unusual: flight was on a trip from JFK to LON, August, 1983.England fogged in (not just Heathrow and Gatwick, as forecasted), everythingelse went to Shannon. Gatwick opened up just enough for a squeaker, clearedfor the approach from cruise altitude (1011), controller said we were numberone for England, good old auto land and all that. Not the only CAT III, but oneto remember. My wife was along (long layover), said she didn ' t see a thingeven after the wheels touched. I said, "Cheer up, we didn ' t see much more. "

Taxi-ing was the hardest part --- there really was a terminal, and we found it.And Jim Philpott writes: My first trip on the line was from BUR to ABQ

in August, 1940. I flew with Felix Preeg. I remember that my first flightwas a night DC-3 flight and Felix went back in the cabin and wrote letters fromtake off ' til landing. Had to call the hostess to get him to get down --- samecoming back.

An exciting flight was on a trip from HNL to OKINAWA in 1966 or ' 67.Full gross T.O. west, rainy hot night, edges of runway were dug up. Towertold landing F27 on short runway to hold clear of main runway (26?). Hedidn ' t, but turned and started taxi-ing down in front of us. My only decisionwas --- hit him going fast or hit him going slow --- we were bigger, I let goof the wheel and went back to nose steering. Trying to keep left, trucks wereon the pavement --- I think Ed Mangus was the engineer. He stood up betweenus to watch the crash. We stayed on the pavement and the F27 did also. Wemissed him somehow and when we were almost out of runway, I tried to rotatewith the nose wheel steering. No one was flying the airplane. I think wewent half way to Bellows Field (?Marine Field) with the gear still down. Wewere very scared.

From Don J. Quinlivan. My First Flight --- Left Washington, D.C. 12/31/42,Stops at Miami, Puerto Rico, Trinidad, Belem, Brazil to Natal, Brazil.1-4-43 - The first of three shuttles. Ascension Island to Accra West Africaand return to Natal., then to Ascension Island, Accra, to Marrakesh, Morrocoto Prestwick, Scotland.1/14/43 - Prestwick back to Natal, Brazil. 1-18-43 - Three more shuttles toAccra and return.- Left Natal 2-7-43, arrived Washington, D.C. 2-8-43, SixAtlantic crossing, gone 38 days, 180 hours flying time. Learned lots about

23

FIRST FLIGHTS, ETC.

airline flying. There were no flying time limitations in war time.My most interesting flight:9-18-45 - We left Washington,

DC, on a special flight --- wewere carrying Secretary of StateBurns and his party to a PeaceConference. Stops were made atBermuda, the Azores and Paris, ar-riving 9-19-45. Secretary Burnsconsulted with French authorities,then on to London on 9-21-45, wherewe were on call ' til 10-3-45.

Preparing for Departure, Gen-eral Dwight Eisenhower came aboard,observed all the vacant seats andasked what was going on. I explain-ed that we were under orders tocarry only the Secretary of Stateand his party.

Ike disappeared and returnedin a short time with enough GIsto fill the vacant seats.

Ike was my hero from thattime on.

Don Qjinlivan 's flight aboard this C54 DouglasAircraft, London , carried Gen. Dwight Eisenhowerback to the United States. Also aboard wereSecretary of State and Mrs. Bunrs . T[1 Secre-tary had been attending a Peace Conference inLondon.

E. S. (Gene) Ramsay sends us a brief note about his first flight on the line.It was from Detroit to Cincinnati on a DC-3, June 1943, and he flew withAdolf Urbas, Eugene Gerow, Lyle Hincks and Hugh Deffendahl.

Gene remembers his first flight as follows: I was green as a gourd,scared s--t1--s, but I loved the prospects of a career as an airline pilot.I remeber looking up to the captains I flew with as if they were God Almighty!(I left TWA in June 1944, began a career with EAL 11-6-44, retiring 4-1-78,as an L-1011 Captain with 33 1/2 years of service).

From William Rea, Jr. First trip on the line - from Washington, DC toNatal, Brazil, January 1943. Flew with Capt. Bruce Pettigrew.

I remember that my first flight was on one of the old Stratoliners. Welost the No 3 engine on the leg from Georgetown - Belein, and landed in Para-maribo. Spent about two weeks awaiting a borrowed engine from Capital Airlinesin Washington, DC.

Joe Schulte remembers his first trip on the line from MDW to DAY on a DC-3.He flew from left seat. The captain asked him if he could start the engines."Sure, " said Joe. The captain replied, "Take us to Dayton. " Joe also remembershis last flight --- from STL to SFO - it was the co-pilot ' s leg and he flew it.

Harry B. Stitzel ' s first trip on the line was from Washington DC to Natal,Brazil, October or November 1942. He flew with Capt. V. Elliot. He remembershis first flight as follows: My check out flight --- W. Palm Bch, Boriquin, PR,Georgetown, British Guiana to Natal. Great flight with wonderful crew.

All my TWA flights were exciting as you can see by the following letterwhich I wrote to TWA personnel regarding possible pass privileges:

- - I was employed by TWA ICD (Inter Continental Division) in thefall of 1941 as a Flight Radio Officer under to the Army AirTransport Command. My first North Atlantic flight was to Prest-wick, Scotland. On the return flight with Capt. Stan Stanton andCapt. Randy Churchill aboard the Boeing 307 Stratoline "Commanche" "

we were shot full of holes in mid. Atlantic by a surface vessel.

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FIRST FLIGHTS, ETC.

The weather was terrible but we managed to get the plane intoGander, Nfld.

I continued to fly for ICD for the duration of the war toSouth America, Africa, Europe and into the Middle East. On onetrip our flight had the pleasure to fly in company with Sir Win-ston Churchill ' s plane to a summit meeting in Algiers after whichwe brought General of the Armies, George Marshall back to Washing-ton, D. C. in our plane.

On February 5, 1946, I was assigned to the first (Inaugaral)TWA International Commercial flight out of LaGuardia for Europe.Captains were Hal Blackburn and Jack Herman. (NC511, a DC4, TWAFit. 954).

On Aug. 10th, 1946, I was sent to Seattle to supervisethe radio installation on NX46000, a B17 Bomber converted by Boe-ing to a Deluxe Executive aircraft for TWA Personnel. The nextseveral months we flew this A/C through Europe, Africa and theMiddle East for purposes of good will and relations with variouscountries along our desired International routes. The captainwas Van Doren.

Jan. 1, 1939, I became a Check Fit. Radio Officer and flewin a supervisory capacity most of my remaining years with TWA.

Further special flight assignments ....

April 1, 1955 Super G Constellation Intercontinental Preview Flightto Luxor, Egypt and several stops in between commemorating beginningof Super G domestic service in U.S. Captains Red Miller and OrmGove. Everyone who was anyone in TWA was on this flight, beginningwith Executive VP John Collings. Also 38 top members of the pressand news media from all over the U. S.

July 15, 1955, a Super G Constellation, "The United States " incompany with US AF "Columbine III" to Geneva, Switzerland. TheColumbine III carried Pres. and Mrs. Eisenhower, Major John Eisen-hower and several AF personnel. We carried 35 passengers, mostlypress. Our captain was W. B. (Red) Miller.

Oct 23, 1955, Super G California-Europe Preview Flight commemo-rating Super G service to Europe and beyond. This flight to Romewith several stops in between. TWA personnel included Chairmanof the Board Warren Pierson and VP John Collings plus several TWAPR men. Passengers included 40 press and media, also U. S. Con-gressional members. The captain was Orm Gove.

(Re the above three flights. It is easily understandable thatwe crew members were quite concerned about safety. If therehad been an incident to the aircraft, because of passengerscarried, publicity impact would have been profound!)

In the fall of 1957, the TWA Fit. Radio Officers having proventhe feasibility of voice communications by pilots over Internationalroutes, were removed from the crews and the Fit. Radio Dept., waseliminated. After 15 years and over 12,000 hours of fit. time inthe ICD and TWA International operation, I elected to leave thecompany. 15 years and all those flight experiences with some ofthe most wonderful people I have ever know, results in such

25

FIRST FLIGHTS, ETC.

pleasurable periods of reminiscing, I would trade it with no one!After all this, the simple question I wish to ask is ...Does

a service record such as mine qualify me for any reduced rate orpass privileges on TWA? I am now retired and live in Floridawith my wife.......... "

Walter Stock writes: My first trip on the line was from LGA toin May 1956, Martin 404, Runway 30. I flew with Tom Carroll. I rememberthat I missed the Departure Control Frequency after takeoff. Tom reached overand dialed it in. I thought "How uncanny that he knew that frequency! "

Flew with Tom later on 707, Tom as F/0, I, as S/0., Paris-Cairo-Bombay.An interesting flight was on a trip from LGA TO STL in the summer of ' 69 or '70.

B-727 1:34 LGA - STLB-707 4:12 SFO - JFK All the way around to land on 22. 1966 Charlie Rice wasthe captain and it was my leg. 600+ on the doppler all the way from level off.

And from Bob Voss: First trip on the line was KC to NY on 11-30-45.I flew with Bill Flanagan and George Drew. I remember that George Drew wasline checking to captain status. It was Cargo Flt. #46. I believe they wereLGA based. I was really impressed by the way they handled all of the check-points, ranges, etc.

My most exciting flight was on a trip from NY to Paris, Oct. 8, 1948.It was Flt. 926 (a Connie plane #701). I believe it was the first plane

with all electrical instruments. On take off EINN (black night, taking offsouth over river), we went into the clouds about 500 ft., landing lights on,Arlie Nixon was the captain, and he started a slow turn, I thought! The A/Ccontinued to bank through 50° and then about 90°. I called to Arlie, and hisinstruments showed no turn - he was pulling back! After he saw the copilot ' s(my) instruments, he said, "you 've got it! ' I leveled the wings and Arliewas, as was I, pulling back! --- We went from near sea level to near 1,000 ft.Rivets popped and we leveled out. Arlie did a helluva job and should ' ve gottena medal for his presence of mind. On to Paris ---- but we were a bunch of thank-ful guys that that was all that happened.

The horse and mule live thirty yearsAnd nothing know of wines or beers.The goat and sheep at twenty die,But never tasted Scotch or Rye.The cow drinks water by the tonAnd at eighteen is almost done.

The dog at fifteen cashes in,Without the aid of Rum or Gin.The cat in milk and water soaks,And then in twelve short years it croaks.The useful, sober bone-dry hen,Lays eggs for nogs and dies at ten.

All animals are strictly dry,Teetotal live and quickly die,But sinful Plymouth Gin-full men,Survive for three score years and ten.And some of us (though mighty few),Stay pickled till we're ninety-two!"Is that all you managed to save for

your retirement?"

26

27v

DC-2 IN FLIGHT OVER KANSAS CITY

Evidently, the yellowed and stained sheet of paper I found with the photographon the preceding page was a news item at the time and is copied below.

The Airway Meets and Cast its Shadow Over the Waterway,the Highway and the Railway.

High above the river barge, the paved highway and the railroad bridge, fliesthis Douglas Luxury Airliner of Transcontinental & Western Air, Inc. Thisis the plane which on February 19th., 1934, broke the transcontinental commercialtransport record with an elapsed time from take-off at Los Angeles to arrivalat Newark, New Jersey, of 13 hours and 2 minutes. Its two 700 horsepower Wright"Cyclone" motors developed a cruising speed of over 211 miles per hour onthis momentous flight, using less than 60 per cent of its full engine power.Surely this flight foreshadows, more than any one other thing, a new era intransportation for the traveling and shipppin public of American.

Its spacious, sound-proofed cabin can seat 14 passengers in real comfort,its air brakes permit extremely low landing speeds and its Sperry automaticpilot permits its smooth operation without bumps, which are bound to be revolutionary.

Taken over the Missouri River at Kansas City, this photograph contrasts dramaticallythe older and slower methods of transportation with the sleek, smooth swiftnessof this newer era. In the short space of only seven years this modern transportationequipment, which brings the Atlantic and the Pacific within a single daylightspan of each other, has been developed. It will soon be possible to travelbetween the two oceans in 16 hours, or without the loss of any business time.It is no wonder discriminating travelers once accustomed to air travel, invariablychoose flying for speed, comfort and safety. Linking New England, New Yorkand Philadelphia with Chicago, St. Louis, Kansas City, Los Angeles and SanFrancisco, those TWA luxury Airliners definitely mark the day when time anddistance have been relegated to the background as non-essential factors in thelife of man.

1934 will see an increase in air travel and air shipping hardly believed possibleonly a few years ago. TWA's new Luxury Airliner will lead the way.

* * * * * * * * * *

And on the following page is a continuation of the interesting article on theDC-2 luxury liner by Ed Betts which completes the story. Ed says he is busyworking on the history of the Connies which I am anxiously awaiting. He mustput in many long hours of research to come up with the detailed and interestingarticles he has graciously provided our TARPA members.

* * * * * * * * * *

Historical Aviation Facts for August

2 August 1909 Wright Flyer accepted as Army's first airplane.6 August 1945 The B-29, Enola Gay, dropped an atom bomb on Hiroshima, Japan.9 August 1945 The B-29 bomber named the Bock's Car bombed Nagasaki.17 August 1942 First heavy bomber mission during World War II.16 August 1960 Lt. Joseph W. Kittinger, Jr., parachuted from 102,000 feet,

a world record.

28

DC-2 1936 (continued from last issue)

Motors were given a complete overhaul at the maximum of 525 hours. They werecompletely torn down, inspected and after re-assembly were run up on a teststand (one of two engine test cells located in the rear of the overhaul shop)for 4 1/2 hours. The Hamilton Standard propellers were given a complete in-spection every 475 hours. There were over 100 separate parts to examine, plusfiling down any nicks in the three huge blades (each blade cost $425). Airframeswere given a complete overhaul after every 3,500 hours. A unique design featureof the DC-2 was the fast time for an engine change. In May of 1936, two MKCmechanics, Ray Dunn and Frankie Parent, set a record of one hour for a completeengine change; removing the old one and installing a new one.

The summer of 1936 timetables show United with 11 daily flights on the NYC-CHIrun (via CLE), TWA with 7 (two nonstops) and American with 8 (two nonstops, theothers via DET). TWA had 6 transcons to LA, United 4 to SF with excellent conn-ections at SLC with Western to LA. American, which had been referred to as atranscontinental line by way of Canada and Mexico, introduced the DST (sleeperversion of the DC-3) on September 18 on their southern route to LA. The Americancopilots had a new memory item: to put the 'Flagship' flag outside of his windowafter landing and to retrieve same before takeoff. American charged from $3 to$8 extra, depending on the length of the trip, for the sleeper (berths ).

TWA's engineering and communications departments had developed several improve-ments which were to be standard in the industry. Rubber de-icer boots for thewings and tail, the slinger-ring alcohol arrangement for anti-ice or de-icingthe propellers. One of the biggest breakthroughs was the installation of theanti-static homing antenna, developed by Jack Franklin and staff, includingHoward Morgan and Ralph Ayres. This antenna, the shape of a slim donut ring,helped to eliminate the problem of static interference when flying in rain, snowetc. It could also be used as a navigational aid as the loop could be rotatedfrom the cockpit by a small handcrank in order to get what was termed an 'auralnul'. This would indicate the azmuth or direction the radio station giving thebroadcast was from the aircraft's heading. It could be used for a cross-checkwhen on course to locate a position or when off course and two stations wereavailable a position could be located on a map by simple triangulation.

In September western region copilot Bob Overman was given a special assignment,to make a study of their ground operations at night with suggestions as to howthe noise could be kept to the minimum for the benefit of passengers trying tosleep on through flights. His suggestions were so good he was requested to makea similar survey about the entire system. One of the favorite exits for thepilots was through the small cargo door behind the cockpit, this avoided thepassengers still in the aisle etc. One of the fastest exits was by Jack Zimmer-man after arriving MKC. The ladder was mounted on top of a ramp truck and justas Jack stepped on the ladder the truck drove off. Jack, along with his flightkit and suitcase fell 17 ' to the ramp which caused enough ankle injury he washospitalized for ten days

On October 19, 1936 TWA inaugurated an all-cargo service between CHI and EWRusing two Fords modified as "Flying Boxcars". It was truly a 'dawn patrol'operation, with every stop enroute, but the idea didn't catch on with localmerchants even though the rates were 40% less than normal. This was soon dropped.

Starting back on September 28, 1931 Dayton (Vandalia Airport) had been a flagstop for TWA, then a regular stop from July to August of 1932, when this wasdropped. This was for passengers only and on September 17, 1936, TWA was awardedDAY as a mail stop on its CAM#2. This was TWA's first addition to its mail runsince May of 1934 (with the new mail contract). Dave Kuhn, who had just beenhired on the 15th, was assigned as copilot for Larry Fritz doing an all dayseries of 10 minute publicity flights. Dave's left arm was pretty sore at the

29

DC-2 1936

end of the day with all of the labor using the hand pump to operate the gearand flaps. Otis Bryan brought in the first load of mail from the east, asack with 117 pieces of mail was boarded for the destinations on west.

The Air Transport Association had been formed in January of 1936 and one oftheir first acts was to adopt the scrip book system which American had beenusing for some time. Air fares, good on any member airline, worth $500 onany applicable fare (including the 10% discount for roundtrip) could be pur-chased for $425. In addition, TWA introduced their winter fare in Decemberso that the cheapest, with all scrip and discounts, was $33.96 between CHI andNYC or $118.96 coast-to-coast. These were the days when the most expensivemeans of ground transportation to or from the airports and downtown was $1,although ABQ and AMA cabs charged an extra 50c per passenger over one. Thecheapest was the mile and a half ride at MKC, 35c (not including tip).

The only speed records recorded in 1936 were on the CHI-EWR nonstops. On June8th Andy Andrews made it westbound in 4 hr 6 min, a week later he made the sametrip (with copilot Bill Piper) in 3 hr 48 min (192.4 mph). Later in the year,in December, Don Terry and Hal Blackburn made the eastbound trip in 2 hr 58 min,over one hour under schedule. This helps to put the pilot's pay into a higherspeed bracket for his monthly speed average. For examples a speed average of155 to 175 mph would pay $5 per hour day/$7.50 night, the next bracket whichstarted at 176 mph would pay $5.20 day/7.60 night etc. This is for flight pay,plus the standard base pay according to the years of service.

At the end of 1936, the second and the last full year of an all DC-2 operation,the number of passengers carried again jumped tremendously: from 1935's 66,882to 90,264; passenger seat miles occupied from 61,566,758 to 76,296,390 (a 63%load factor) and passenger revenues from 3.7 to 4.1 million. The bottom line,the highest ever in the pre war years, was a net profit of $205,125.72.

One feature of the DC-2 which most of the pilots admired was its ability tocarry a heavy load of ice. A lot depended on the type of ice; clear ice on thevertical fin seemed to calm the plane down, but rime ice could make it a real"tail wagger". The DC-2 didn't have the 'dorsal' fin, which was designed andinstalled on the DC-3, so in any kind of rough air the tail could be swayinga bit much to the passenger's discomfort. Irving 'Kravy' Kravitz told of onetrip with 'Hob" Hoblit, the pilot, where they picked up a heavy load of ice onthe windshield which was impossible to remove or even open the sliding windowfor an approach and landing. Kravy tried to break the window with the hand fireextinguisher but could only manage a small peephole, enough so that Hob couldmake the approach and landing. They were descending at a higher than normal sinkrate when the touchdown was made, the landing was hard enough to break loosethe ice accumulation on the wings and the plane wanted to leap back into theair. Hob got it back on the ground and managed to stop just as they were aboutto go past the end of the runway. On another trip between CMH and IND theypicked up so much ice they didn't dare make a turn for fear of losing controland landed straight in, between the runways, with no further problem.

Under certain icing conditions there was one problem area which had not shownup on wind tunnel tests, but the pilots were aware of from experience on theline; the plane would roll from side to side and it might take both pilotson the wheel to keep the plane under control. However, this was a rare situationand not considered a serious problem...until:

30

DC-2 1937

On March 25, 1937, Flight 15 (ship #320) piloted by Fred Bohnet and Howard War-wick, with hostess Doris Hammonds and ten passengers aboard, was enroute to PITfrom the east and had been flying in moderate icing conditions. They had radioedthey had problems and what followed was witnessed by Ardell Wilkins flying abovethem. The stricken ship was in clear air at the time, rolling from side to sideand then suddenly flipped over on its back and dived into the mountains below.They crashed near Clifton, Pa., and all aboard were killed. Rescuers were on thescene immediately and noticed a heavy accumulation of ice (as much as 2") on theleading edges of the ailerons. By design, the ailerons were hinged in such aposition there was a gap between it and the wing and enough of the leading edgestuck above the surface of the wing to pick up the ice and cause the unbalanced ,situation. The cure was a strip of fairing which closed this gap.

According to one aviation-type magazine a TWA DC-2 was involved with one lulu ofan icing condition in Shangrila of the Himalayas. It seems the plane came in ona flight to Burbank and was quickly stripped of its TWA paint and logo and thenpainted with some Chinese markings. Then flown to the Mojave Desert for the crashscene in the movie "Lost Horizon" (Ronald Coleman etal). A wooden mockup was usedfor the closeups, covered with ice, with lead propellers bent out of shape. Therewas another mockup in the Burbank studios for other scenes.

The summer of 1937 was a notable one for TWA. Starting June 1st the DSTs wereintroduced followed by the DC-3 (Skysleepers and Skyclubs). Five DC-2s were soldto Braniff that year (and two in 1938) and four to PanAm. Chicago and Pittsburghbecame pilot domiciles. Although airline schedules were on standard time therewas an asterisk to note: CHI, PIT, PHL and EWR were all on daylight savings timewhich made it a bit difficult to explain to the passengers just what time theywould be arriving etc. TWA received an important addition to its mail contract,New York and Pittsburg mail to and from Chicago could now be carried direct onthe nonstops in direct competition with United. Dick Heideman, on September 1st,had the first westbound load of mail between NYC and CHI.

TWA was also awarded a new mail route, #36, which connected CHI to DAY by wayof Fort Wayne. Since there was not an airway along this route it was VFR, only.Larry Fritz flew the first eastbound trip and Larry Trimble the first westbound.For-Trimble it was a long day, 6 hr 12 min flying time as they made every stopfrom EWR to CHI.

Another important addition was CAM#37 which connected SF0 to TWA's main routeat Winslow by way of Fresno and Las Vegas (and later Boulder City). This was alsoan off-airway route and VFR only. The city of San Francisco was ecstatic to haveTWA return with service there and a lot of publicity was given well in advance.Ads were in the local papers recruiting hostesses (Registered Nurses) and one,Dorothy Newton (Truesdale) was hired and trained for the inaugural trip. Famedarctic pilot Alton Parker was the pilot for the inaugural. The inaugural west-bound, from Winslow, was piloted by Bill Dowling and Marv Horstman (and hostessIda Staggers). This was on September 5th, Horstman had been hired the day before.

The year 1937 was not a good one financially for the airlines as the expectedgrowth failed to materialize, load factors fell to 50% or less. The reason wasobvious, the number of airline accidents during the winter of 1936-37 made thetraveling public afraid to fly as the nation's media had made headlines of everyaccident or incident. The dividing line between an accident or an incident wasnever too clear...fatalities or injuries, airplane (hull) loss etc. Some of thereports and the headlines were just routine engine failures, but it was copy forthe eager reporters or newscasters. During a twelve day period-there were fivecommercial accidents / incidents starting on December 15th, 1936 when a Westernplane went down on the SLC-LA run, three days later a Northwest plane fell 80

31

DC-2 1937-1938

miles west of the Elk River, and the next day Eastern had a plane run into fogat Camden (pilot Dick Merrill) and belly land on a mountain ridge with noinjuries. Oh the 23rd six were killed at Dallas when a Braniff test flightcrashed. Continuing with the disastrous winter season: United lost a flightwith 12 passengers killed near Saugus, Calif and on the 12th of January thefollowing year Western lost a flight in the same area with famed adventurerMartin Johnson aboard. On February 9th a plane crashed going into San Francisco;it was later determined a pilot's hand microphone had become wedged between thecontrol wheel and the pilot's side of the fuselage so that they were not able topull the nose up for a landing. Whatever the causes, the traveling public had

taken other means of transportation they considered safer. TWA showed a net lossof $959,837.38 for the year, the worst in their history.

Although not related to the DC-2, the TWA pilots gave up on their own assoc-iation and re-joined ALFA on January 1, 1938. Jimmy Roe was the local chairmanfor MKC as well as the MEC chairman, Dick Hanson the chairman for EWR and outwest Milo Campbell was the LA chairman.

On March 1, 1938, John Graves, Clyde Wallace and Martha Mae Wilson were the crew,along with five passengers, on the eastbound flight from SFO to Winslow, on theleg out of Fresno. The weather was stormy so they followed the airway southtowards Bakersfield in hopes of finding a break in the weather and then head to-wards Las Vegas. This happened to be during a period when the entire LA area wasexperiencing one of its worst rainstorms in history. The entire area was closedto flight operations the next day and the city was isolated from all forms oftransportation. Apparently Graves had been navigating on the southeast leg ofthe Fresno radio range when he decided to turn around and head back to the air-port. Unknown to him at the time, a gale-force wind from the west was causingan almost' unbelievable crab angle in order to stay near the course. It was latersupposed that, with this near 90 0 crab angle, he crossed the northeast leg (anA to an N signal) and did a right turn to get back on course. It was also theopinion of the investigation which followed, he must have thought he was goingthrough the west leg for the right turn took him directly towards the high mount-ain to the northeast of Fresno.After several hours of radio silence it was assumed the plane was lost. Afterthe weather cleared a vast, but futile search, was made and finally abandoned.It wasn't until the following spring that a hiker spotted the wreckage strewnon a mountainside at the 9,600' level near Wawona, the southern tip of theYosemite National Park. Ironically, another 100' would have cleared the mount-ain. All personal remains were removed and what was left of plane #327 and itsengines were dynamited and buried.

Although engine problems were not considered chronic, there were still manyinstances of failures and other related problems. Irv Kravitz tells of one whenhe was copilot for Harry Campbell and they were taking off from the old ABAfield on the west mesa. They lost power on the right engine just as they brokeground and couldn't turn left into the good engine due to the mesa and, as theystarted a turn to the right the other engine started cutting out. Harry barelycleared a fence before setting it down in the sagebrush short of the runway withno damage to the plane. Roger Don Rae, a veteran of the air racing circuit , gotan unusual thrill as he was in the jump seat on his initial copilot qualificat-ion trip. The engine problems were due to a new automatic mixture control systemwhich TWA was experimenting with at the time.

32

DC-2 1938-1939

On December 20, 1938, Charlie Kratovil and "L. J." Smith were headed home (EWR)after a two or three day layover in CHI. It was a clear day and they were cruis-ing at 5,000 ' over Hayesville (Ohio) when all Hell broke loose with a severevibration in the left engine. Smith had just finished entering the time in thelogsheet, unbuckled his seatbelt and leaned over to look over the situation...just at the moment the upper half of the cowling flew up in a vertical position.It was held in place, at least from being blown away, by the inner cable used tostrap the cowling together. The cowling in the upright position blanked out theleft side of the tail section and caused a severe buffet effect. About the sametime one of the cylinders flew off the engine and back into the leading edge ofthe wing tearing a 12" hole in the wing and de-icer boot, and just missed thetail section as it went by. Smith had yelled "there goes the son of a bitch!",as he watched the sequence of events. Kratovil happened to have his hand on themicrophone key at the time and Smith's expletives were broadcasted from coast-to-coast, or at least in the eastern region.

There was no way the plane could fly in this condition and, according to "L. J ."Charlie did a great job of landing on a small grass strip. The passengers andhostess were put on a train while the two pilots remained with the plane. Acrew was sent from CHI to make the repairs and an engine from CMH, using a smalllocal garage as the maintenance base. When it came time to start the engines toferry the plane out, the batteries were dead. This required a hand crank operat-ion with the inertial starters (difficult in cold weather) and then the planewas ferried to CHI. It wasn't until several days later the two pilots arrivedback at their home base. So much for "L. J."s first Christmas with TWA.

At the end of the year 1938 the TWA fleet consisted of ten DSTs, nine DC-3s andfourteen DC-2s, the latter were generally used for the short haul flights or asa spare for the larger aircraft. TWA was now looking ahead to the Boeing 307Stratoliner although there was still the problem of financing. The remainingDC-2s were all up for sale at $37,500 each.

The TWA fleet had also taken on a new look, the "Lindbergh Line" slogan wasunceremoniously replaced with the "Transcontinental Line. It was no secret thatthe once-popular aviator had reaped a lot of unfair and adverse publicity whenhe was honored by anti-semitic Germany, and TWA's passenger loads were affected.The KC Star had an article in the December 5th issue with regards to the TWAchange of policy: "TWA officials refused to comment at the time although JackFrye did issue a statement that this was a routine change"'. It was also nosecret that Lindbergh was very unhappy with this change even though he was nolonger an active consultant for the airline.

These were the days before convenient motels surrounded the airports and lay-overs (if not on a cot in the hangar or operations area) were generally at down-town hotels. In the NYC or EWR area it was the Plaza Hotel or the Newark Ath-letic Club which were the most popular. In PIT it was "Maw Barker's Place" and"Maw" was regarded as the very best at frying chicken. She also had the TWAconcession for inflight meals and would always include a couple of extra meals,at her own expense, for the crews. Layovers at CHI would often find the crewsat the Hyde Park Hotel ($1 a night and sometimes free transportation). At MKCit was either the Kansas City Club ($3) or the Kansas Citian.

Probably the most popular layover was at ABQ , as it was the "hub" for crews fromthe east and west. The Franciscan and later the Hilton (Conrad's first hotel)were the mecca for rumors and stories as well as a 24-hour poker game in room309. Phil's Minute Steak House had the best steaks in the world; it wasn'tplush and the only beverages were cokes and 7-Up. Phil, and his daughter Anne,were very particular chefs and on one occasion Ted Hereford made the mistake ofleaving some fat on his plate. Phil kicked him out in disgust and Ted was bannedfrom coming again. Fortunately, about a year later, Paul Grade was able to talk

33

DC-2 1939 -1940Phil into forgiveness, Ted was accepted again and the first steak was on the house.

It was also at ABQ where Harry Campbell took over managing the crew car, it hadbeen a losing adventure for the pilots at 25c a ride, cash to be paid to thehotel desk clerk. Harry checked the books and collected all of the debts owedand levied a $5 fine against anyone using the car for anything but airport trans-portation...much to the disgust of Eddie Bellande, who had used the car for localhunting and fishing trips (?). Later Harry bought a Packard sedan and started hisown 'mini' car rental business. Winslow was also a layover spot at times, at theHarvey House, where all of the railroad and Greyhound bus crews also had layovers.It was here where Elmer "Bud" Gorman staged his famous masquerade; using a wig andfalse teeth and his collar turned around he caused a near panic among the staffand hotel guests posing as a mad priest. Bud disappeared after breaking up apoker game, and most of the town population and guests joined the local sheriffin a search. In the meantime Bud had change into his regular garb and joinedthe search.

On September 24, 1939 the new Albuquerque Municipal Airport (Kirkland Field) wasofficially dedicated and on the 2nd of December the New York Municipal (LGA) hada big celebration- for the opening of their airport. There was quite a race amongthe major airlines to be the first to land and to take off (TWA had already scoredwhen a DC-2 landed there during the construction period). Rudy Truesdale wasenroute to NYC from CHI and would have had the honor to be the official first,but he and his copilot were 'bumped' at PIT by Pat Gallup and Jack Zimmerman whotook the flight on and landed a few minutes after midnight on the 2nd. Therewere no pay protection provisions for Rudy as he deadheaded on a later flight.

The year 1939 was the safest ever for the nation's airlines, not a passenger orcrew fatality. A total of 17 operators with 265 aircraft flew 1,876,051 pass-engers 82,571,523 miles in accomplishing this record. TWA had a 35.3% increaseover 1938 although load factors still averaged but 50%. Once again, TWA showeda net loss for the year, $188,827.03 which, ironically, was about the same amountthe pilots had gained with their first contract signed that year, $187,530.27.

On April 3, 1940, Flight 15 departed EWR with the first stop at PIT, with 12passengers on board for departure. The crew was Fletcher Grabill, Ed Laakso andBetty Howell. There were thunderstorms in the area and Fletcher had decided tohold on the ground for weather improvement. They finally took off but ran intoa squall line to the west, and it was decided to return to PIT. It was dark andstormy as the approach was made and after landing it was obvious they were goingtoo fast to get the plane stopped. Fletcher tried to groundloop but the planeskidded off the runway into the rough and muddy terrain beyond, smashed out theboundry lights and then down an embankment into a mire of mud in a bramblepatch. There were no injuries, and an estimated $5000 was done to ship #324'sundercarriage and propellers. The plane could have been repaired but since theDC-2s were being phased out the plane was scrapped.

One of the contributing causes was 'wind shear ' , a well known weather phenomenonin today ' s jet age, but still an unknown in the early days. About the time whenFletcher realized he could not stop and tried to groundloop there was a suddenshift of the wind to the northwest, blowing at 35-40 mph, which whipped theplane around and shoved it down the steep slope etc.

34

DC-2 1939-1940

It isn ' t exactly known when, or how many, DC-2s were equipped with the Curtiss-Electric propellers which could go to the full feather position. They were,according to Bob Buck, a bore in that the ship ' s electrical system couldn'thandle the load, and if you used the props in the constant speed position itcould also drain the battery. Bob had one that ran down the battery goinginto CHI and had to make a range approach using the standby battery poweredradio. There were also problems with the location of the control box in thenose section causing certain cylinders to run hot, and the control box inthe cockpit was a source of calluses for the copilot keeping the enginessynchronized.

Bill Ambrose (with copilot Roscoe Dunahoo) was on a flight from NY to CHI atnight and was just east of Goshen when the right engine let go with a bang.There was a fire which was quickly extinguished and they continued on withthe engine feathered (and shut down). This had been reported on the radioand by the time they arrived there was a pretty large crowd gathered to watch'the flaming airplane' land. The landing was routine and they were met at theend of the runway by all of the emergency ground equipment and, after a briefinspection, were towed (tail first) to the terminal. The problem was createdby the gear box for the propeller causing the top (#9) cylinder to crack openand throwing gas and oil over the engine.

On December 7, 1940, TWA came close to losing a DC-2 had it not been for thepilot skills of Jim Polizzi and Art Dunlop. They were westbound at night onFlight 35 (plane #315) at a point 13 miles west of Cove Valley (Pa) when Jimnoticed a slight loss of power and roughness in the left engine. Six min-utes later the engine was losing more power and the speed ring cowling startedto spread. The throttle was reduced to zero power and they continued on theone engine (no feathering available). The windmilling engine / propeller wasvibrating such that it was impossible to read the instrument panel. Then theright engine started to fluctuate , slowly decreasing from 1950 to 1600 rpm andback to 1800, and the airspeed dropped from 120 to 96 mph and they were nowdescending rapidly. The combination of the windmilling engine, power loss onthe other and the drag from the cowling separation made it impossible to doanything other than attempt an emergency landing. They made a gear up landingon a hillside four miles from Greensburg (Pa). There were no injuries.

The left engine's #3 cylinder, piston and piston pin were missing as was therear speed ring cable. Although the right engine later "checked OK on theground", it was the opinion of the examining board the power loss could havebeen experienced due to the severe vibration. Their conclusion was the crewdid a superior job of airmanship in negotiating the emergency and landing, andit was recommended that all DC-2s to be retained by TWA be equipped with fullfeathering propellers as soon as possible.

As a sequel, plane #315 was among several which were sold in early 1941 toCox and Stevens, representatives for the British Government, for use as trans-ports during the war. In December of that year a Douglas test pilot and comp-any representative, O. W. "Bill" Coyle (TWA 1929 to 1940) reported seeing 'old#315' in Libya with more than 200 bullet holes in the wing section and fus-elage. The plane had been attacked by enemy fighters but managed to escape andreturn to base with only a slight injury to a crew member.

35

DC-2 1941-1942

Fortunately Art Nelson and Ben Gigstad had plane #321 on Flight 39 the nightof August 19, 1941, as it was equipped with the Curtiss-Electric props. Theywere holding over PIT awaiting weather improvement, but it went to zero zerojust about the time when there was a complete engine failure. With the enginefeathered there was no problem flying all the way to Columbus although Benwas kept pretty busy with the vacuum selection for the flight instruments.With one vacuum pump less (the feathered engine) it was necessary to keep bothsides of the instrument panel operating by switching one side and then theother to the remaining pump.

The last serious malfunction on a DC-2 was on March 2, 1942 when Kal Irwin andJack Gandy had a failure of a master rod bearing near Allentown. By this timethe DC-2 fleet was down to , just six planes and they were soon sold to themilitary etc.

The last scheduled flight of a TWA DC-2 was rather uneventful and unceremon-ious according to Bob Wittke, the pilot. Bob no longer has the details as tothe exact date, plane etc., maybe a 'Topics ' reader can help out. Bob was apilot / dispatcher at the time, at LGA, and the plane had been sitting for sev-eral months in a semi-mothballed condition. One night it was set up to go toMKC as Flight 3-B, which made all of the stops. They made about four falsestarts due to various instruments and radio which wouldn't work, but theywere finally underway and flew on instruments the entire trip to MKC.

This was not the very last of TWA and the DC-2. according to historian HarrySievers. In July of 1943 the USAF loaned TWA a C-32A (#42-61096), the militaryversion of the DC-2, for a short while to use for pilot and mechanic trainingat MKC.

As a recap, TWA had 31 DC-2s in its fleet at one time or another. Seven werelost in accidents. Six eventually wound up with the RAF. Plane #308 crashedin India in 1941 and two planes (#302 and 315) were known to have been scrapp-ed by the RAF. Ten former TWA planes wound up as C-32As with the USAF. In thepost war years #309 crashed in Brazil in 1947 while with TACA. #305 crashed atBurbank in 1947 with a private operator. The fate of the others is unknownexcept for #317 which crashed at OKC in 1939 with Braniff, and #316 which wasscrapped by TACA in 1972.

While with TACA in 1945, Phares McFerren tested one which was dubbed a DC 2 1/2as it had DC-3 wings (5' longer each), engines and hydraulic system. 'Mac' madeone test run with the plane with 14 hangar personnel and 500 lbs of sand aboard.The performance was very good, it would climb on one engine from 12,000 to16,000', but its limited cabin space wouldn't compare to a DC-3.

About 200 DC-2s were produced, including the military C-32A. Six are known tobe in existence today (none were former TWAs) one in Finland, two in Australia,one at a USAF museum, one in South Carolina and one which Douglas recentlyrestored, to flying status. The latter, while on static display at the DouglasMuseum in Santa Monica, was painted in TWA colors by a group of volunteers, butthis was later changed by Douglas to include a small logo from all of thevarious airlines who ordered the equipment.

In its day the DC-2 was the finest airplane ever, the pilots swore by it. TheDC-3 overshadowed its older sister and the pilots swore at the DC-2. A similarfate was with the 049 Connies, the Martin 202s and the Boeing 707 " water wagons"when newer and better performing planes / engines were introduced.

36

#301

TWA DC-2 AIRCRAFT

NC13711 5/34 to 2/26/41 to RAF, to Indian Airlines Corp. (11,182 hrs TWA)302 13712 5/34 to 7/ 5/41 to RAF, " broken up303 13713 6/34 to 11/10/38 to Braniff, to USAF as C-32A, to British Africa 1942304 13714 6/34 to 6/11/41 to RAF, Indian Gov't. (11,253 hours TWA)305 13715 6/34 to 6/11/37 to Braniff, to USAF as C-32A, crashed 1947306 13716 7/34 to 7/10/37 to Braniff, to USAF as C-32A307 13717 7/34 to 4/16/42 to Northeast, to USAF as C-32A 12,172 hours TWA308 13718 7/34 to 7/19/41 to RAF, Indian Gov't. crashed 10/24/41309 13719 7/34 to 6/29/37 to Braniff, to USAF as C-32A, crashed Brazil 1947310 13720 7/34 to 4/16/42 to Northeast, USAF as C-32A (12,799 hours TWA)311 13721 7/34 to 4/ 7/36 w/o accident near Uniontown, Pa.312 13722 7/34 to 8/ 3/35 w/o accident east of ABQ313 13723 8/34 to 6/22/37 to PanAm, RAF, C.M.A.(Mexican Airline)314 13724 8/34 to 11/10/37 to Braniff, to USAF as C-32A315 13725 8/34 to 2/11/41 to RAF,Indian Gov't., scrapped 1943 (10,952 hrs)316 13726 8/34 to 6/ 6/42 to USAF as C-32A, 1945 to TACA, scrapped 1972317 13727 8/34 to 6/24/37 to Braniff, crashed OKC 3/26/39318 13728 8/34 to 8/23/37 to Braniff, USAF as C-32A, crashed 1942 Palm Beach319 13729 8/34 to 6/19/37 to PanAm, USAF as C-32A, to C.M.A.320 13730 8/34 to 3/25/37 w/o near Clifton, Pa.321 13783 2/35 to 4/22/42 to USAF as C-32A322 13784 2/35 to 4/16/42 to Northeast, USAF as C-32A, TACA (11,701 hours)323 13785 2/35 to 5/ 6/35 w/o near Macon, Mo.324 13786 2/35 to 4/ 3/40 w/o landing PIT. Pa.325 13787 2/35 to 4/22/42 to Northeast, USAF as C-32A326 13788 3/35 to 6/ 6/42 to USAF as C-32A (11,323 hours TWA)327 13789 4/35 to 1/ 1/38 w/o near Wawona, Calif.328 13790 4/35 to 6/ 6/42 to USAF as C-32A (13,196 hours TWA)329 14978 3/36 to 5/ /37 to PanAm, to C.M.A.330 14979 4/36 to 5/31/36 w/o landing Chicago? 16049 ? to 5/25/37 to PanAm (historians not certain of data)? 14296 315 to ? to PanAm in 1940 (historians not certain of data)

Max gross weight

TWA PASSENGER AIRCRAFT CIRCA 1930 to 19 0BOEING 307A45,000 lbs

FOKKER F-10A FORD 5AT-B13,100 lbs 13,250 lbs

DC-218,200 lbs

DC-3/DST24,400 lbs

Empty aircraft wt 7,780 7,576 12,000 15,750 31,200Useful load 5,320 5,674 5,880 8,650 15,000Normal payload 2,800 3,044 3,080 3,840 5,750Engines/t.o. hp P&W @ 425 P&W @ 425hp Wright 710 hp Wright 11OOhp Wright 1100 hpMaximum speed 145 mph 142 mph 213 mph 215 mph 246 mphCruise speed 123 mph 120 mph 185 mph 180-195 mph 212 mphLanding speed 60 mph 62 mph 58-60 mph 64-67mph 70 mphWing span 79'2" 77'10" 85' 95' 107'3"Fuselage length 50'7" 49'10" 62' 64'6" 74'4"Height of tail 12'9" 12' 8" 16'3" 16'11" 20'9"Fuel capacity 360 gal 277-355 gal 510 gal 822 gal 1,700 galRange max payload 765 miles 540-600 mile 1,200 miles 1,650 miles 1,300 milesNumber passengers 12 10-14 14 21 15 nite 33 day/25 niteAirframe price $67,500 $55,000 $65,000 $100,000 ?Number in fleet 8 21 32 21/10 (DST) 5Note: these are original factory specifications, there were numerous modificationsetc., such as the DC-3 with the 1,200 hp Engines (for takeoff) grossed at 25,200 lbsand the 1940 (and 1941) deliveries were for 24 passengers.

37

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Pan Am chairman fliesabove airline's troubles

Mr. John A. CollingsVice President

Flight Operations Kansas City, Missouri

March 26, 1940

I wish to call your attention to a very embarrassing incident thatoccurred on Flight 1 of the 24th between Kansas City and Wichita.

A Mr. MacPherson who boarded the plane at Kansas City had evident-ly been drinking although his decorum after leaving the plane atWichita was such that you would not suspect him of being intoxicated;he walked straight, spoke plainly and was not noisy in any way.However, I am inclined to believe that he was slightly stiff. ButI will give you a play by play account so that you can judge foryourself.

I was making my routine trip through the cabin and noted this manasleep in seat #3. I proceeded back through the cabin and was con-versing with Mr. Cunningham of the C.A.A. when I noted that Mr.MacPherson had risen from his seat. Imagine my embarrassment,chagrin, mortification and bewilderment when Mr. MacPherson proceed-to pull out his private and pissed prodigiously with precisionand perseverance in spite of the prolonged plaudits of the passengers.

I immediately went forward to gently inform Mr. MacPherson thatthe growler was in the rear, but alas Mr. MacPherson paid me notthe slightest heed and continued to blissfully empty his bloatedbladder on the bulkhead.

Seeing that Mr. MacPherson had considerable pressure up, I deemedit not advisable to try and take him to the lavatory as the sightof his ponderous private would, no doubt, cause some comment amongthe more esthetic passengers.

Always alert, I excercised my emergency authority (C.A.R. 61.7811)and held a blanket around him until he had finished.

I searched through the operations Manual and could find nothing tocover this situation. Hostess Hickey also has not been instructedas to her duties under these circumstances.

Please advise.

Harry E. CampbellCaptain

41

INTERESTING TRIP BY JOE CARR

Like most of us, I have had a number of interesting trips withTWA but the most memorable has got to be the round-the-worldsurvey flight I participated in during November and December of1952; one particular leg of that flight stands out. Servicearound the world by TWA had been discussed many times after SwedeGallen flew Ambassador Davies to Moscow during WW II and continu-ed eastbound for the return to the U.S. and to fulfill thei mplied promise of our post-war name change to Trans World. Oursurvey flight was one of the fact finding trips that made round-the-world service a reality several years later.

During several days at Bangkok, teams from the various depart-ments split up, measured, probed, asked questions, and filled outsurvey forms; in between, we sandwiched in some sight-seeing. Inpreparation for the next leg we filed a flight plan with one ofthe local airlines, who did the ground handling for our flight,to fly over Cambodia and French Indo-china to the shoppingdestination of the whole trip -- Hongkong.

After circling the ruins at Angkor Watt in Cambodia for aerialphotographs, we climbed back to cruising altitude as we flew eastto cross a low frequency beacon on the coast before headingnortheast for Hongkong. Roger Goldthorpe contacted the French atSaigon with dit-dahs as we crossed the western border of FrenchIndo-China with a position report and gave an E.T.A. for Qui Nhonthat navigator Ed Schuett had handed him. Saigon came back witha request for more details of the flight and the information thatwe had illegally penetrated their airspace ! Goldie sent themparticulars from the flight plan we had filed in Bangkok and Ialerted Bob Springer who, as Project Coordinator, was discussingupcoming meetings in Hongkong with Warren Lee Pierson ( thenChairman of the Board). Bob had spent months obtaining writtenclearance from all countries we were to overfly and he confirmedone had been received from French Indo-China.

Saigon repeated their request for more information several timesand finally asked that we proceed to and land at Saigon --- toutsuite! I asked Goldie to stall as long as possible by asking forrepeats while I had another hurried meeting with Springer andPierson. They decided that a delay in Saigon might upset thedelicate negotiations with the British who were not happy aboutthe prospect of an American carrier taking business away fromB.O.A.C. in the Far East. Besides, good press coverage wasexpected and they wanted to demonstrate on-time performance.So we continued toward Hongkong fully expecting to clear up thematter later; we reasoned that the French were our friends andallies and would understand the foul-up in ground communications.The next message Goldie handed me was that the French had changedtheir request to an order and threatened to send fighters up toescort us to Saigon. Instead, we made a run for it !

42

A few days before, officials in Bangkok (probably hoping forsimilar U. S. military aid) had informed us that the French inIndo-China had recently received a shipment of surplus U. S.fighter aircraft which were better than their old ones andfaster than our Connie. With those faster interceptors in mind,I ask Louie Proctor for M.E.T.O. power, lowered the nose, andmade a dive for the top of a solid deck of clouds we could seeforming just off the coast. Meanwhile, Bob Springer organizedother members of the survey party as look-outs at windows on bothsides of the aircraft to notify us if they sighted any aircraft;Roy Davis took up station in one of the powder rooms because theyhad small windows with a view upwards and toward the rear. Thecockpit door was propped open so any sightings could be relayedto us. We felt a little better skimming the tops of the cloudsbut tension was running high since we knew we were still withinrange of the fighters.

We maintained power but just as the shoreline started to recedebehind - - - -we heard a sharp RAT-A-TAT-TAT-TAT-TAT. I immedi-ately dove into the clouds and made a series of evasive turns.Louie tapped me on the sleeve and I yelled at him to leave mealone and get more power out of the bird. He finally got myattention when he said, That was me !". The ratchet on theFlight Engineer's seat had not been fully seated and, when hepushed his feet against the bulkhead to relieve a cramp, itslipped. The machinegun like chatter echoed all over the cabin.

Beyond fighter range, we climbed above the cloud deck and setcourse for Hongkong. I went back to the passenger compartment andannounced that Louie had agreed to foot the laundry bill atHongkong for the entire group.

Joe Carr* * * * * * * * * *

Hank Gastrich, one of our TARPA members, has writtten several articles forthe PACIFIC FLYER. They describe him as an exceptionally talented writer. Theysay his view of aviation is professional but tempered with a healthy doseof irreverent levity, has already had several stories published, includingone about an incident on TWA over Pittsburgh.

I have several of his stories and will plan to run one next issue. His storiesare about commercial and military flying experiences.

Hank says his first trip on the line with TWA was from MKC to STL in January1954. Flew with J. R. Adams. "One way ferry flight to STL from MKC. Deadheadedhome. Ross hogged the whole leg. Martin 404".

* * * * * * * * * *

43

MORE MULE TALES BY Gordon Lambert

When I was old enough to work I plowed corn and shucked it also for a cousin ofmine in the rich delta land of western Illinois. His name was Elbert Lambertand he and his brother, George, worked mules exclusively. They were good workanimals and big.

One time when George walked behind their stalls in the barn he forgot to announcehis presence and was killed by a mule kick in the head. Gentle and good theywere but, oh boy, watch out, they were mules for sure.

Later I worked as a guide on a dude ranch in the beautiful Little San JuanMountains in northern New Mexico and Southern Colorado. Three if us took sixgirls, a doctor and chaperone on a thirty day pack trip. We had as pack animalsnine mules, six of which had never been packed before. We had a time. As Iwas one of the junior guides I brought up the tail end of the train, the mulesgoing just ahead of me. When we would pass through a beautiful mountain meadowwith good grass in it the mules would graze, of course, then all at once wouldrealize that they were lagging behind and would race to catch up with the girlseach one pushing and bumping the others in order to be the first in the muletrain. Their antics were amusing for sure.

When passing through timber very often the trail would go between trees tooclose together to allow room for the pack boxes. Those smart little mules wouldturn sideways and ease one box through then turn the other side for the secondbox. Once we went along a trail which sloped sharply to the right. As usual,the mules were shoving one another with their ears laid back and this timeone was shoved off the trail and rolled over a couple of times. He got up andclimbed back into the line. I was the cook and noticed that night when I unpackedthe eggs that mule carried not a one was broken.

One of the mules was mouse colored and that is why we called her Little Mouse.At the end of the day when we had unpacked and hobbled the mules, if LittleMouse turned and stood with her head pointing back toward summer camp thenwe picketted her with a thirty foot rope. If not, she would hobble back tocamp as she was so homesick.

We shod the horses but mules, never. Their hooves were harder than those ofthe horses. What a wonderful summer that was in 1920 but the ranch went brokethat fall. Just as well for me, I suppose, for I loved that life and probablywould have stayed on. $60.00 a month and food.

In later years we bought land in Arkansas and started a cattle ranch. A neighboronce told me how to make a mule mind. First you take a two by four and givehim a solid blow on the head. Then you had his attention and could go aboutyour business of making him mind.

One day I was riding a spirited little mare horse and as we were going down awooded hill she became entangled in some barbed wire and bolted on down thehill. Fortunately, she was only scarred up a little around the legs and gotherself free. I often thought that had I been riding a mule the critter would

have stopped dead still and waited for me to climb down and untangle him.

My brother Jack worked for two wealthy maids in Santa Fe who had horses anda trick mule named Paloma. When I was courting my wife I would saddle a horsefor her and Paloma for myself and we would ride outside Santa Fe in the beautifulcountry. Paloma was so smart she could open any gate unless it was wired shut.

* * * * * * * * * *

44

Note from Parky

Enclosed is some material about a Kansas City Sight-Seeing Service. It is ownedby Sandy Curtis, wife of TWA pilot, Jeff Curtis. It is called SHOW ME K.C.P.O. Box 414475, Kansas City, Missouri 64141. Phone: 913 268 5252. Sandy workedfor Greyhound Tours in KC until they went out of business and Sandy and Jeffstarted up a business to help folks (visitors) see Kansas City. They startedit seven years ago and now have 3 vans holding 15 people each. If they havea large convention group, they charter large buses, but prefer the smallervans as they can make the trips more personal. Helping Sandy as a Tour Guideis the wife of a 19 year TWA pilot, Ben Crain, who, incidentally, is now goingthrough steps to be a Captain. I thought that was rather slow but Harold Aikensaid his son has been with TWA 21 years and just checked out as Captain!

Gert Lincoln, retired PR agent from CMH, and her sister from Tucson came toKansas City the first week in July to see the Royals play. I drove them tothe Holiday Inn by the Stadium to save them a $45. cab fare and also got sometickets for two of the games. They wanted to go to the Truman Library and foundout about this SHOW ME KC service as I couldn't shake loose enough time to takethem. Mary Crain did an outstanding job and also took them through Truman'shome. My thought is that many are asking how to get around K.C. and see a fewactivities and places and Sandy Curtis can do a real job.

Here's a story from Bill Chappell, who many of us will remember as a FlightPlanning Superintendent for years in Kansas City.

Fellow was telling his barber he was going to Rome. Barber said, "Oh, you won'tlike Rome. Hot, dirty people, not nice. How are you going?" "TWA". "Gosh, youwon't like TWA. Never on time, terrible food, lousy service. Where are youstaying?" "The Excelsior". "Gee, that's a shame, you won't like it, lousy service.What are you going to do in Rome?" "Sightsee and get an audience with the Pope"."Can't do that, will take weeks to see the Pope and you won't enjoy it. Hecan't speak English, only Italian and Polish".

When the fellow came back he went to the barber for a hair cut and told thebarber, "Boy, you were wrong on all counts about my trip. Had a great flighton TWA. Right on time leaving and arriving, good food, and the flight attendantsgave wonderful service. Loved it. The hotel was super. And, you were wrongabout the Pope too. Got a private audience with him on one day's request. Heis a wonderful man and speaks excellent English. However, when I knelt to kisshis ring he said to me, "Where the heck did you get that awful haircut?"

* * * * * * * * * *

Your editor is still wondering who sent in the following for I am sure he hasan interesting tale about the belly landing. Where are you?

My first trip on the line was from KC to LA in 1946 with Captain Harry Campbell.My most exciting flight was from KC to Burbank. Belly landed a Boeing 307 atBurbank. Capt. was Dave Kuhn. I should explain- my first enlistment with TWAwas mech in 1942, F/E in 1946, resigned 1952, rehired in 1953. Present seniority1953.

* * * * * * * * *

45

LETTER FROM KEN BLANEY

Dear A. T., I can't tell you how much I enjoyed Ed Betts' article on the "SpoilsConference". Having lived through that merger to form TWA, I can attest thatEd's facts are absolutely accurate, as far as we on the line knew. Rumors,of course, flew thick and fast, some false.

But Ed fills in what was actually happening. We did not know how the dealwas made but it seemed like TAT - Maddux with 21 Fords (valued so low) thatwere the backbone of the line for several years, together with fine airportand radio facilities, more than matched the 8 F-10"s, plus only one field(Kingman) sometimes used. But WAE, Jack Frye, a very capable man, was the finalsay in operations. Pop Hanshue was a canny negotiator.

The Ford operating cost of sixty dollars an hour was unknown to us as wasthe monthly loss in operations of two hundred thousand dollars.

I look forward to the next article on the DC-3 era which was after my retirement.With much appreciation for your labors and those of the other TARPA staff.

P.S. I saw A. D. Smith crash at Pittsburgh exactly as Ed Betts tells it. Itried to fill Smith's place as Division Superintendent at Harrisburg untilhe got out of the hospital. Signed, Ken Blaney.

* * * *

RICHARD M. (DICK) GUILLAN

YOUR GRAPEVINE EDITOR

Photo taken 12/30/81 on lastflight with TWA.Hired 12/20/44Retired 12/30/8137 years, 10 days, 3½ hours roughly.

46

August 1987

I ' ll start this GRAPEVINE by admitting to a few errors yourGRAPEVINE Editor has made in past issues. To ROGER SAILORS formisspelling his name as Golf Tournament winner at the WickenburgRoundup. My apologies, ROGER. It was not our S/Ts fault. Butkeep winning and I ' ll spell it correctly next time. (Youshould see how my name gets spellded.) Also to Eagle JohnSoulefor omitting his name from the paragraph on page 96 of the lastTOPICS. Can ' t figure out how I counted four instead of five.Usually after a couple of drinks I see more not fewer images.

Our S/T mentioned that I had asked for more personalexperiences, past and present and that there was no assuranceyour bit would be published. Both are true, but I do my best toprint all material that is sent, if it is appropriate for theGRAPEVINE. By agreement with our previous Editor, long articlesare forwarded on to him and placed elsewhere in the TOPICS, IFthe Editor feels they are of interest to the majority and spacepermits. Of course , any Editor must exercise his discretionshould material not be appropriate of if stories containoffensive language.

*******

Since many of us have had encounters with the FAA MedicalDepartment, I thought' the next couple of letters would be ofinterest to those who have had or now have problems gettingCertificate restored. The first is from R. W.(DICK) CARTER. He

writes �

"For the last six months before retirement I was on sickleave for treatment of cardiac arrythmia- It wassuccessfully treated but the long delays in processingthe FAA medical paper work kept me off the active liston my retirement date. I have been able to maintain mymedical certificate, however, pricipally with the helpof Dr. Bob Riordan, formerly of the TWA Medical Dept inL.A. and K.C. Bob is in active practice in AviationMedicine in Berkeley, CA. He is also working part timefor the UAL Medical Dept. in SFO and Denver. He has a

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2

good working relationship with the OKC FAA Medical Office and can bequite helpful in getting people back on flight status. He is alsopleased to hear from TWA associates and during his employment with TWAwas really helpful in a number of cases. A great guy!

His address is: Robert H. Riordan, MD3031 Telegraph Ave. Suite 212Berkeley, CA. 94705Tel. (415) 548-4710

Anyone with a medical problem should talk to him before attempting todeal with the FAA.

There are three of us that live within our little valley, HOWARD WIRTH,DICK DEBRUYAN and I. Howard is still raising wine grapes but with lessenthusiasm than before, and Dick is an active gun trader specializing inBrownings as noted in his ad in " Topics " . I keep busy flying mysailplane a lot. Just spent 10 days in the Sierras flying. I completedmy diamond badge last year with a flight from Minden, Nev. to Bishop,CA., back to Reno and Minden, 335 miles. My longest flight has beenacross the state of Nevada two years ago. Three of us flew fromTruckee, CA. to Jackpot, Nev. by way of Wells, Nev., some 425 miles.Thunderstorms still get in the way. Had to hold for a half hour underthe edge of one over Wells before I could fly the last 60 miles toJackpot.( Dick added a note that he was driving back to Charlotte, NC in June andthen down to Chester, SC to fly a little.)

The second letter was from HOWARD MANN. He says:

"I retired in ' 81 after 39 years with TWA because of a slight change inmy EKG. FAA had requested that I submit to a stress test to 85% of mynormal Maximum heart rate. I took the stress test and was chased up theramp to 98% of my normal expected maximum heart rate at which point someslight blockage evidently appeared. I have never experienced any chestpains or other symptoms of a heart problem even during the test. I was"pooped" after the test but then it was probably normal for a " Fat-Boy "

at age 58%. Dr. Masters reviewed my case and suggested I take earlyretirement because, as he stated, further tests FAA might require couldbe dangerous and in my case we would only gain an additional year and ahalf of flying. I have never written this to anyone else and am onlyincluding it here that it may be passed on to someone in similarcircumstances. So much for the EKGs and stress tests.

At the present time I am busy every day building a retirement home formy dear wife and I to spend the rest of our days at leisure. The newhouse is a great " BIG " project for retirement and I m really enjoyingevery nail of i t. Except fox the foundation I ' m doing it all myselfincluding the plans, wiring and plumbing. Like I said before, so muchfor the EKGs and stress tests."

Thank you DICK and HOWARD for these interesting and informative letters.

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EARL HEINRICH reports he had the best quail hunting in the last 6 to 7years. Under the government farm program, the farmers are starting tonot farm some of the erosion ground. He also releases birds to helpout the substantial increase population due to the set aside farm land.

Capt. ROY URBAN and EARL fresh water fish on Long Island and lower NewYork State. On Friday, February 13, ROY stepped on some ice in theparking lot of a shopping center, fell and broke a bone above theankle; the cast came off March 31. It finished their ice fishing inlower New York for the winter.

I n February. EARL saw Capt. JOHN LEIN at JFK. He was going to Honolulufrom Southern France to prepare his 1986 tax forms.

During Christmas Holidays Capt. ROY CONAWAY and wife were visiting onLong I sland. They bought a condo in Spring Hills. FL. He hopes toimprove his golf game by being able to play in Florida in the winterand Oklahoma in the summer.

( The above courtesy of EARL HEINRICH.)

LANDIS (CAPT. "F. L . ") SMITH and wife Kathy write that they missed theTARPA Convention in Anaheim because they were on a fabulous Caribbeancruise with Kathy's parents. They give the Royal Caribbean "SunViking" a four-star-rating! Those Norwegians really know how to treata guest. F. L . said he hadn ' t seen anything done so professionallysince he had his appendix removed! They started in Miami with a twoday sail to St. Thomas. Seven clays with stops in St. Kitts. Martinique,Grenada and Barbados. Then flew back to Miami on BWIA.

The " Sun Viking " is a smaller ship (760 passengers) but beautifullyappointed and a Lot more friendly and congenial than the larger ones.The food is out of the world (four meals a day) but lots of activity towork off the calories. Las Vegas style shows in the evening with greattalent.

They highly recommend the "Fun Viking" for a great get-a-way!

*******For anyone contemplating back surgery, ARBY ARBUTHNOT sent in thefollowing bit of advice. He has just returned home after three weeksat the University of Miami Comprehensive Pain and Rehabilitation Centerwhere he underwent an exercise program to correct back injuries. Hesaid they did him a lot of good and he suggests that anyone thinkingabout back surgery should look into the Center first. He would behappy to talk to anyone who is interested. He is still in Lake Placid,FL. but his new P.O. box number is 1029 and not as listed in the

******ED EATON writes he still keeps his license active, having justpassed a 1st Class FAA physical. Says his golf game is going to pot-plays to a 12 handicap-was a 9. Someday he ' ll make one of the TARPAaffairs but keeps real busy and enjoys reading about the active guys.

49

4

JOHN C. (JACK) WOODEN wrote a recent letter to our S/T and enclosed adonation to the TARPA treasury. He also stated that the "Active RetiredPilots" at this end (Chicago) had a good winter-no snow! AL VANDEVELDE,CURT ROGERS AND JACK are on the Snowman Committee at ORD. They useTapley equipment to check braking action-November to April. They onlymade two trips to the airport this winter-Talk about old "Fat Cats'.He said to think no snow for 87-88.

*******Also writing was GEORGE DUVALL with a contribution. He says he andJoyce missed the convention because they were leaving on a trip toLapland. After Lapland they made a tour of the Balkans with GeorgeFriedrich. They are planning on making the Tucson convention in ' 88.

I received the following letter from Uli Derickson's husband. You mayknow him.

" Earlier this year John Graver invited Uli and me to attend a benefitdinner for the American Lung Association of Southwest Florida which washold in Naples on March 6,1987.

National notables like Miami Greats Bob Keuchenbury and Earl Morral,Ohio State Football Coach Earle Bruce and many others totalling twenty-five in all served as the Celebrity Waiters for this occasion. Thewaiters were all bantered and roasted by the Master of Ceremonies andthe nearly 300 supporters of the American Lung Association who were inattendance. (Editors note: Uli was one of the Celebrity waitresses.)

Uli and I were house guests of Graver and his wife Diana, during ourstay in Naples. The night before the Benefit Dinner we were invited tothe home of JIM and LOUISE LYDIC for another type of celebration. Jimand John rounded up another group of notables and their wives, some ofwhom I believe you know.

PETE FORRISTALL, OLLIE HALLBERG, BOB WIDHOLMCHUCK REYNER, JOE BITAR, BOB MANNING AND DALEKACZYNSKI the wife of deceased Captain JOHNKACZYNSKI. It was great seeing all these goodpeople and I might add that Louise and Jim knowhow to entertain.

By the way "Pete" Forristal is the same fellow who masqueraded for 35-40

years as Sir Richard G. Forristal of TWA.

But more about John Graver-John is high up in government circles in Naples.I t is rumored that he will be the next Mayor of Naples and then probably

US Senator from the State of Florida. John looks, talks and acts like a USSenator--keep your eye on Southern Florida politics.(Editors note: OK Southern Floridians you heard it hear first.)

*******

50

5

AIRCRAFT AXIOMS

Courtesy of Parky Parkinson and Ray Dunn (I think)

• Dimensions will always be expressed in the least usableterm. Velocity, for example, will be expressed in

furlongs per fortnight.

• A transistor protected by a fast-acting fuse will protectthe fuse by blowing Inst.

• After the last of 40 mounting screws has beenremoved from an access cover, it will be discovered thatthe wrong access cover has been removed.

• After an access cover has been secured by 80 mountingscrews, it will be discovered that the gasket has beenomitted.

• After an instrument has been assembled, extra partswill he found on the bench.

• If a test installation functions perfectly, all subsequentproduction units will malfunction.

• Parts that positively cannot be assembled in improperorder will he.

1 451

• Installation and operating instructions shipped with the

device will be promptly discarded by the receiving

department.

• If more than one person is responsible for a miscalculation,no one will be at fault.

• When the airplane you are on is late, the one you wantto transfer to is on time.

• Any tool, when dropped, will fall into the least

accessible area of the aircraft.

• If you put away a tool that you're certain you'refinished with, you'll need it instantly.

• . And, once you're home: The chance of a slice of breadfalling with the buttered side down is directly proportional

to the cost of the carpet.

(Taken from American Airlines Maintenance Newsletter 79-34,with permission.)

6

Eagle DAVE KUHN made a nice contribution to the TARPA treasury forwhich we thank him. He couldn ' t recall whether or not he had been amember three years prior to becoming an Eagle.

*******Our S/T received several nice letters from Honorary Membersacknowledging TARPAS donation to the TWA Pilots Retirement Foundationin the name of their late husbands. Among those writing were ELVASHOEMAKER (BUS), KATHY SCHULTS (JOE), PEG WOODALL (CHUCK) and BETTYDOUGHERTY (PAUL). They all expressed appreciation for the recognitionand most stated how much they enjoyed receiving the TOPICS.

*******I received a nice letter from J. B. (JACK) MOSER informing me that� O. H. (JACK ) HANSEN had undergone surgery back in April for the removalof a cancerous prostate. At the same time Jack was hospitalized, hiswife Dorothy was in the same hospital undergoing a by-pass operation.� How's that for double trouble? I talked with JACK HANSEN a few nightsago and he informed me that he has been checked and all signs of thecancer have gone but Dorothy still has a few problems complicated by adiabetic condition. I ' m sure they would appreciate any letters orcards from friends. JACK has contributed several items for theGRAPEVINE in the past and says he enjoys hearing about his friendsthrough the TOPICS.

*******

Back in early May I wrote to JOE MCCOMBS and told him I was planning atrip to Denver the first week of June to attend a Hardware show andwould like to get together with he and Jean. His reply was- " Thanks forthe warning, we won't be here"! They had planned a trip to the EastCoast, stopping at the Lake of the Ozarks for the Seniors Annualmeeting. Then on to New York with stops to visit relatives andfriends. They left their car in New York and flew to Puerto Rico whereon June 4th they saw their Grandson graduate from high school and thefollowing day saw their son-in-law, a Chief Petty Officer, mustered outof the Navy. On the return they swung by Chicago and back toEvergreen, CO. All this in three weeks and 4400 miles on their new carwhich they had picked up on the day of departure. Makes me tired tothink of it.

*******

When PARKY PARKINSON wrote to JOE acknowledging the receipt of hisHonorary Membership card, he made an interesting observation which isworthy of mentioning for all of us who have recollections and memories.When he mentioned to his late wife, Merta Mary, that some of the things

written by Bob Serling and by Bob Six in their books did not agree withhis memory of the situations, she said. "Remember, that's his memory - itmay not agree with yours, but it agrees with his. " Food for thought!

ONE LINE ON THE NEWS

A new government report on lightning's danger to golf-ers advises: "If your hair stands on end, lightn may beabout to strike. Drop to your knees and bendforward."

Thenkiss your clubs goodbye.

52

7

Dues contributions continue to come in. Among those sending involuntary contributions was Eagle FRED PASTORIUS who says he enjoysr eading the TARPA news.

HARRY O ' BRIEN said he was sorry to miss the first request so sent acheck. JAMES ROLLISON also added that he enjoyed the Convention andreading TARPA and appreciates the work all are doing.

A. D. (PAT) SHOALTS, along with a contribution, stated he enjoyed talkingwith JOE at the Ozarks meeting and appreciated receiving the Directory.

ORSON RAU thanked JOE for a "Super Job " on the Membership Directory andfor the time spent on TARPA affairs, other than the Directory.

Honorary member FRANCIS FINCH (HARRISON) says in part: " Just wanted tosay I was happy to receive the TARPA insurance which I subscribed to.

There was no retirement left for me even tho Harrison took advantage ofell he was entitled to from TWA. I very foolishly didn ' t continue thei nsurance I could have had from TWA. I read many policies sent to mebut was never sure how good they were. I feel I can depend on the onefrom TARPA. "

********

JUST IN CASEby

Dick Beck

" I n the late 1930s, I was flying from a grass field in Tuscaloosa,Alabama. The Terminal Building was a small, square, concrete edifice,not much bigger than the average living room.

Each day it was the job of a tall, lanky black man, named GeorgeWashington Jones, to sweep out the floor of this Terminal. After he hadcompleted this chore, he could usually be found-outside in front of themain entrance, sitting under a tree.

One afternoon I approached him and said, "George Washington, I guess youhave all your chores done for the day? "

He said, "Yassuh, Ah sho do."

Then I said, "Well, I see you sitting under this tree a good bit of the

time. Are you tired?"

His answer was, "No suh, I ain ' t tahd . Ah ' m jes sittin heah in case Ah

do get tahd ! "

I ' m sure all Airline Pilots usually carry a little extra fuel, orperhaps a second alternate---just in case!

*******

Guess I'll find me a tree until the next edition:

53

ADDRESS CHANGES and/or CORRECTIONS TO DIRECTORY

07-03-1987

------------------------------------------------------------------------------------------------------------------------------------------

(R) ANDERSON. NORMAN F. CAPT. (CAROLYN)

85 UPPER BURNINGTOWN ROAD

FRANKLIN, NC 28734 ( JUL-OCT)

704-524-8249

( R) BOLDON, ROLLAND F. CAPT. (GRACE)

2580 SW BOBALINK CT

PALM CITY.. FL 34990

305-288-1519

( R) BUTLER. LEMAURIS CAPT. (JEANNE)

3156 CRESTVIEW

PRESCOTT. A2 86301

602-778-5075

( R) CHITTENDEN. HOWARD T. CAPT.

309 NORTH 31st STREET

PADUCAH. KY 42001-4319

714-498-2439

( A) CRAIG. BARRY G. CAPT. (ANITA)

2556 HAVEHILL COURT

ARLINGTON HEIGHTS, IL 60004

312-392-0238

( R) DAVIES. VERNON S. CAPT. (VIVIAN)

P.O. BOX 121

DEERFIELD. NH 03037

603-679-1343

( R) FLETT. ROBERT G. CAPT.

P.O. BOX 934

LEE'S SUMMIT.. MO 64063

(R) HINTON. GEORGE A. CAPT. (AMY)

21 GIRARD RD.

WINCHESTER. MA 01890 ( MAY (-OCT 31)

617-729-3953

(R) HUBBARD, ESTIL N. CAPT. (EVELYN)

P.O. BOX 39

OSBORN, MO 64474-9998

816-675-2363

(R) JUDD. LEWIS B. F/E (VICKI)

1101 RIVER REACH DRIVE, APT #208

FT. LAUDERDALE. FL 33315

( R) ARBUTHNOT. GEORGE N. CAPT. (BETTY)

P.O. BOX 1029

LAKE PLACID, FL 33852

813-465-1741

( R) BOYD. BENJAMIN M. CAPT. (LEOTA)

6443 MAPLE DRIVE

MISSION, KS 66202-4331

913-722-1473

( R) CARROLL. JOHN C. CAPT.

29168 VISTA VALLEY DRIVE

VISTA. CA 92084-2218

619-727-1915

( S) CHURCH, HAZEL MRS. (CHARLIE)

4102 32nd AVE WEST

BRADENTON. FL 34205

813-756-2404

( R) DAVIES. DAVID M. CAPT. (LUCILLE)

233 S.E. ROGUE RIVER HWY.,#18

GRANTS PASS. OR 97527

503-476-5378

( E) FLANAGAN. WILLIAM M. CAPT. (ELEANOR)

1734 HONDA ROAD

PORT ST. LUCIE. FL 34952

305-335-4520

( A) HIBBELER. GEORGE A. FIE

154 COLD SPRING ROAD

STAMFORD. CT 06905

714-837-6026

( R) HINTON, GEORGE A. CAPT. (AMY)

1839 WOLF LAUREL DRIVE

SUN CITY CENTER FL 33570 ( NOV 1-APR 30)

( A) HYDORN, MARSHALL CAPT. (DIANE)

P.O. BOX 4138

CARMEL, CA 93921

408-624-8124 or 408-624-8778

(M) KOSTA. CHR #17. TOM M. CAPT.

4315 DEER TRAIL ROAD

SANTA ROSA, CA 95404

707-576-091454

ADDRESS CHANGES and/or CORRECTIONS TO DIRECTORY

07-03-1987

------------------------------------------------------- -------------------------------------------------------------------------

55

( R) LONTZ . JOHN P. CAPT. (JEAN)

4415 NORTH OCEAN BLVD, APT #206

DELRAY BEACH, FL 33483

305-278-4192

( R) MANNING. ROBERT F. CAPT. (AUDRA)

2100 E. BRISTOL STREET, F124

ELKHART, IN 46514-4148

219-262-0849

( R) MOSS, JACK C. CAPT. (ROBERTA)

1315 E. GRAND AVENUE.#48

ESCONDIDO. CA 92027-3033

( R) PHILLIPS. ARTHUR 8. CAPT. (MARY)

14216 N. CORAL GABLES DRIVE

PHOENIX. AZ 85023

602-993-7399

( A) RIMMLER. PHILIPP M. CAPT. (ELLEN)

7130 VIA DE LA MONTANA

SCOTTSDALE. AZ 85258

602-948-5595

( R) SMITH. F. LANDIS CAPT. (KATHY)

2165 GALLEON DR.. APT I-3

VERO BEACH. FL 32963 ( NOV 7-MAY 2)

305-231-4669

( A) THORPE. W. ROGER CAPT. (JUNE)

350 SHARON PARK DRIVE. APT. L-305

MENLO PARK. CA 94025

818-788-1928

( E) VALENTINE. FLOYD CAPT. (BETTY)

738-CR 518,#188

NEW PORT RICHEY. FL 34653-4910

813-848-8712

( R) WALLACE. DONALD E. CAPT. (BETTY)

1807 LAGOONVIEW DR.

TIBURON. CA 94920

415-435-3437

( H) WOODALL. MARGARET MRS. (CHARLES C.)

600 E. LAS RIENDAS DRIVE

FULLERTON, CA 92635-1312

714-774-7618

( R) LYON, T. GOODWIN CAPT. (MARY JO)

46-100 GOLDEN ROD LANE

PALM DESERT, CA 92260

619-346-9100

( R) MECKUS, FRANCIS S. F/E (CHARLOTTE'

5143 S.E. MILES GRANT TERRACE

STUART, FL 34997

305-287-6232

( H) PERRAUD, BERNARDINE MRS. (ALAN)

761 INVERNESS DRIVE

WEST CHESTER. PA 19380-5113

201-391-4145

( E) PIPER. WILLIAM F. CAPT. (VELMA)

1684 N,W. DOVE COURT

STUART, FL 34994

305-692-9081

( R) SMITH. F. LANDIS CAPT. (KATHY'

RT # 1. BOX 546. 7 DEVILS RESORT

BANNER ELK. NC 28604 ( MAY 3-NOV 6)

704-963-5851

(R) THOMSON. JOHN E. CAPT. (DOROTHY)

604 CAMELLIA AVENUE

ELLENTON. FL 34222

813-722-7317

(E) TOWNSEND. WILLIAM E. CAPT. (ALVA)

8077 BRENTWOOD RD.

LARGO. FL 34647

813-397-1035

( H) WALKER, CHARLOTTE S. MRS. (JIM)

35 DERRYFIELD COURT

MANCHESTER. NH 03104

603-645-6720

( R) WATSON. Jr., WILLIAM J. CAPT. (NANCY'

RD #3 CARL ROAD

FRANKLIN. TN 31064-9803

615-794-3110

Gordon R. Parkinson

Ph: 816 452 1336

NEW MEMBERS - WELCOME ABOARD......... (Read Across(

07-03-1987

(A) AKIN. RICHARD E. CAPT.

6431 GOLD HILL ROAD

PLACERVILLE. CA 95661

916-622-4785

(R) ELLIOTT. WENDELL A. F/E (VIRGINIA)

6225 S. CLARE ROAD

DE SOTA. KS 66018

913-422-2079

(R) JACOBS. WEST C. CAPT. (VERNA)

20300 - 107th STREET

BRISTOL. WI 53104

414-857-2286

(A) LOWRY. ROBERT C. CAPT. (EVELYN)

1 OLD VALLEY ROAD.

ROLLING MEADOWS. IL 60008

312-397-4886

(R) SCHULTZ. PHILLIP S. CAPT. (HENNY)

612 PORT DRIVE

SAN MATEO. CA 94404

415-345-5222

(A) WINN. DONALD W. CAPT. (DENA(

7512 OVERTON

RAYTOWN. MO 64138

816-353-1404

(A) Ghiorsi, Walter (Helen)

7 Circle Drive

Farmingdale, NY 11735 (May-Sept)

516 249 8719

(A) DOUGLASS. FRANCIS R. CAPT. (CHRISTINE(

88 ALPINE TRAIL

SPARTA. NJ 07871

201-129-3633

(R) IMMEL. WALTER J. CAPT. (KATHERINE)

RR #4

ATCHISON. KS 66002

913-847-6834

(A) KIRSCHNER. WILLIAM A. CAPT. (BARBARA)

P.O. 80X 3596

STATELINE. NV 89449

702-588-4223

(A) RALSTON. RONALD C. CAPT. (HELEN(

4551 SANTA MONICA AVENUE

SAN DIEGO. CA 92107

619-223-7593

(H) STAHLBERG-BARTH. TEDDY MRS (PAUL STAHLBERG)

P.O. BOX 831

ELGIN. IL 60120

312-695-5545

(R) Cathcart, Robert G.

16 Lantern Lane

Cherry Hill, NJ 08002

(A) Ghiorsi, Walter (Sept - May)

7 Circle Drive

Palm Beach Gardens, FL 33418

305 626 8864

56

THE RULES OF THE CAPTAIN

1. The Captain is right.2. The Captain is always right.3. In the improbable event that another crew member is right, rules 1 and 2 apply.4. The Captain never sleeps, he rests his eyes.5. The Captain does not eat, he takes nourishment.6. The Captain is not late, he has had a prior appointment.7. The Captain does not drink, he clears his palate.8. The Captain never abandons his work, his presence is required elsewhere.9. The Captain never reads the newspaper in the cockpit, he stays current.10. The Captain does not fraternize with crew members of the opposite sex,

educates them.11. If you enter the Captain's cockpit with your ideas, you must adjust to his

ideas.12. The Captain thinks for all.13.The more you think like the Captain, the better off you are.14.The Captain never makes a bad landing, gusty winds do.15.The Captain is the Captain.

* * * * * * * * * *

Due to poor response to the "Swap & Shop" section it is not in this issue.However, Larry Fauci advises "If you run my ad again would appreciate a slightcorrection to it. Lapel pins $3.00, Tie tacs $3.50 plus $1.00 mailing andhandling plus sales tax for NJ and NY residents.

* * * * * * * * * *

Joe McCombs advises the Dick Trischler family suggested in lieu of flowers,contributians Inlay be made in Dick's honor to the TWA PILOTS RETIREMENT FOUNDATIONor THE AMERICAN CANCER SOCIETY.

* * * * * * * * *

The Girls

PROGRESS IN AVIATION

17 December 1903 - Wright brothersmade first powered flightat Kitty Hawk, North Carolina.

20 July 1969 - Astronaut NeilArmstrong landed on the moon.

"That nice gentleman two rows backthought I was a stewardess. "

57