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GRAPEVINE EDITOR RICHARD M. GUILLAN 1852 Barnstable Road Clemmons, NC 27012 919 945 9979 HISTORIAN & CONTRIBUTING EDITOR EDWARD G. BETTS 960 Las Lomas Pacific Palisades, CA 90272 213 454 1068

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA (TARPA) is incorporated as a non-profit Corporation under the non-profit corporation law of the State of Nevada. As stated in Article II of the By-Laws, its purpose is social, recreational and non-profit, with a primary goal of helping its members to maintain the friendships and associations formed before retirement, to make retirement a more productive and rewarding experience and to assist those active pilots approaching retirement with the problems that are inherent in the transition from active to retired status. TARPA WAS FOUNDED IN 1979

DEDICATION To the pioneers of today's TRANS WORLD AIRLINES whose vision, effort and perseverance made it all possible, we express our sincere gratitude.


FRANK D. FITZGIBBON (816) 452-2383

P.O. Box 9144 Riverside, MO. 64168 (816) 421-3401

The Active Retired Pilots Association of TWA

T H E ACTIVE RETIRED PILOTS A S S O C I A T I O N of TRANS WORLD AIRLINES OFFICERS AND DIRECTORS 1989-1990 Executive Committe President Joseph A. Brown, Jr. HCR 77, Box 352, Sunrise Beach, MO 65079.............. 314-374-7028 First Vice-President ........................... Joseph S. McCombs 6977 S. Everest Lane, Evergreen, CO 80439 ............. 303-674-6719 Second Vice-President .......................... John P. "Jack" Donlan, Jr. 8 Belleview Blvd, Apt #207, Bellair, FL 34616 . . . . 714-493-7820 Secretary/Treasurer............................ G.J. "Jay" Taylor 3631 Hunters Trail, San Antonio, TX 78230 ............. 512-493-6239 Senior Director................................A. T. Humbles Rt #2, Box 152, Belhaven, NC 27810 ..................... 919-964-4655

DIRECTORS Associate Member ............................... Albert J. Mundo 36 Jane Road, Marblehead, MA 01945 .................... 617-631-7620 Associate Member ............................... William A. Kirschner P.O. Box 3596, Stateline, NV 89449 .................... 702-588-4223 Ex-President (non-voting Member) ............. Russell G. Derickson 5344 N. Via Sempreverde, Tucson, AZ 85715 ............. 602-299-3320


The Active Retired Pilots Association of TWA


APRIL 21, 1999

Thank you for the expression of confidence by my re-election as your President for another year. I hope to p rove worthy of this confidence. It will be a whole new way of life for TARPA without Capt. Joe McCombs as S/T. He has done an outstanding job for the past four years keeping us "on track" and putting all of our records on computer. Joe is staying on the Board as 1st Vice President and I am sure will work closely with our newly elected S/T Capt. Jay Taylor and give him all of the help he will need. Thanks to our departing Board members, 1st Vice President Lloyd Hubbard, 2nd Vice President Phil Hollar and Director Bill Proctor. In addition to Jay Taylor, a warm "welcome aboard" to Jack Donlan 2nd Vice President and Director Bill Kirshner. Our thanks to Capt. John Lattimore and his wife Betty for a wonderful convention in New Orleans. Everything was great in spite of the chilly weather. I noticed more visiting and "hanger flying" than usual during these three days than at past conventions. Thanks also to all of John's committeemen. "Vic" Hassler was busy following John and taking notes for next year at Hershey, PA. He and Jan are already planning great things for Chocolate Town, U.S.A. Even though I'll be sending a "thank you" to all of my committee chairman, I would like to publicly acknowledge my dependency on them and thank them for all of their help. Let's make TARPA even greater in 1999!!! Invite a friend, a recent retiree or a pilot about to retire to join us.

Joseph A. Brown, Jr. esidnt,TARP Pr





With a few exceptions, the following is the report given to the Convention in New Orleans. One exception is the omission of dollar amounts herein. A copy of the full financial report comparing 1987 and 1988 income and expenses is available upon request. It was a great gathering of old friends. Our thanks to John and Betty Lattimore. Membership loss by death through 1988 below average at 15, however, ten (10) have left us so far in 1989. 58 new Members joined our ranks in 1988. Considering the 15 who transformed and 14 who resigned or became delinquent, total membership increased by 29. 12 have joined so far this year. Referring to TARPA Policy under DUES, ITEM #5, be advised that non-dues paying Members now exceed 15% of the total membership. Granted, quite a few of the EAGLES and a small number of the HONORARY Members continue to contribute but it should be noted that the EAGLE ranks increased by 22 going into 1989 and will further increase by 41 in 1990 and 41 more in 1991. This is not a current problem so long as contributions continue from the dues-exempt groups but the potential must be monitored closely. Postcards were mailed March 1st to 176 dues procrastinators. On March 22nd, 66 letters were mailed as a follow up reminding those Members that their 1989 dues remained unpaid. After 5 reminders, as of April 4th, 21 have been declared delinquent. Three others resigned and have been removed. The roster now includes 1135 REGULAR; 172 ASSOCIATE; 135 EAGLES and 123 HONORARY. TOTAL 1565. Subscribers increased during 1988 to 31; Complimentary mailings at 30 including 7 members of the TWA-MEC. Please check the address label on this issue of TOPICS. If the first character is an (A) and you have retired, please advise. Starting with this issue, the label will now include your current dues status. Labels for EAGLES and HONORARY will show current through 1999. Let's make it happen. Then check your copy of already done so, advise spouse or missing phone computer by May 15th at

the 1988 ANNUAL DIRECTORY. If you have not the S/T of address corrections, change of numbers. This information should be in the which time the 1989 DIRECTORY will be compiled.

Donning my other hat, the bottom line for 1988 finances came up better than expected. As mentioned, actual dollar amounts have been omitted. Income was up approximately 8% as a result of (1) the firm dues base set at $25.00 for 1988; (2) an increase in contributions and (3) increased interest earned as the Reserve Fund expanded and interest rates climbed.


There was an appreciable increase in contributions mainly from EAGLES but quite a few of the widows (HONORARY) also "chipped-in". Obviously, more and more realize that we can't continue to give away the store as deaths and age erode the dues paying ranks. Contributions received so far in 1989 exceed those of the prior year. On the expense side of the ledger, the 1988 boost in postage rates contributed to an increase for normal mail as well as postal expense charged to TOPICS and the DIRECTORY. On top of this, an increase in printing costs due to new ownership will hit us hard in 1989. Printing cost for the February TOPICS increased about 36%, however, printing in North Carolina remains under rates quoted elsewhere. In spite of the mail and printing expense increase, while income was up 8%, expenses only show an increase of 7%. Operating expenses continue to consume approximately 65% of total income; the balance was added to the Reserve/Contingency Fund by Board direction. 1988 accounts were audited on March 8th when Joe Brown and George Long traveled to Evergreen. The S/T was severely chastised when the auditors discovered a seven cent ($0.07) overpayment to the hotel housing the semi-annual Board meeting last October. Thus far into 1989, income is as forecast except for contributions which have increased beyond expectations. We can expect that 1989 printing and mailing costs of our publications will be about 30% over budget. An increase was anticipated but not to the extent experienced. Other expenses are on schedule. The Wednesday session of the Business Meeting was addressed by TWA-MEC Chairman, Tom Ashwood and MEC Vice-Chairman Kent Scott reviewing the Icahn situation on TWA and the "B-Plan" in general. Both men assured the group that TARPA would be kept fully informed of recommendations to be made to the MEC by a special committee by the end of June and that the retiree would be fully protected in their deliberations. The President advised that Colorado Springs has been selected by the Board as the Convention site set for September 1991. "The Springs" has a lot to offer. Now that the Board has made the choice of cities, Cliff and Mary Sparrow and George Long will decide on the actual location and date expected to be the second week of September 1991. The change to a Fall meeting should eliminate conflicts experienced with the SENIORS gathering in the past. One positive action taken by the Convention body was a resolution recognizing and congratulating IRO William C. " Bill " Dunlop as the first person to attain 50 years of service with TWA as well as the first person in the airline industry to achieve this distinction. Other business before the gathering consisted mainly of Committee reports and reports by SENIORS President, Ralph McClenahan and TWA CLIPPED WINGS, Intl. President, Pat Trussell. We thank both for coming aboard.


The move to morning Business sessions was successful in that the golfers were present at the beginning of the session. For some, it was the first time they were present for approval of the Minutes of the previous meeting. It is assumed that reports on the afternoon sporting events will be included elsewhere in this issue. Each event had a good turnout. The biggest surprise was the popularity of the luncheon at "The Top of the Mark " followed by a harbor criuse on the Mississippi on the day before the Convention. The affair was sold out with a standby list. Contrary to the pessimistic opinions initially expressed by a few seers within our ranks when it was suggested that we computerize our files, Captain Jay Taylor (recently retired) volunteered and has been elected as my replacement. Jay has computer experience and will assume the duties of S/T on or about June 15th after the material for the 1989 ANNUAL DIRECTORY has been compiled. In the meantime, send address changes to "Colorado Joe". After that date, for matters involving the S/T, contact: Capt. Jay Taylor 3631 Hunters Trail San Antonio, TX 78230 512-493-6239 Joe Brown has been re-elected as President. For continuity, I have agreed to stay on as First Vice-President (for one year only). A.T. Humbles will continue as Senior Director and TOPICS Editor. Jay Taylor, Jack Donlan and Bill Kirschner join the Board replacing Lloyd Hubbard, Phil Hollar and Bill Proctor. Our thanks to these men for their devotion to TARPA. It has been my pleasure to work with you and for you. I'm sure you will continue to give the same fine cooperation to Jay that you have given to me over the past four years. Have fun and stay healthy.

RAY DUNN TARPA AWARD OF MERIT RECIPIENT' At the 1989 convention of THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA held at the Clarion Hotel on Canal Street in New Orleans Ray Dunn was the posthumous awardee of the TARPA AWARD OF MERIT. We had a picture and article on Ray in a previous issue of TARPA TOPICS. 5

In Memoriam JAMES D. BUCHANAN 28 February 1989 * * *

ARNOLD A. LEHTO 8 February 1989 * * *

JACK E. BURNHAM 1 April 1989 * * *

ROGER A. NICKEY 26 April 1989 * * *

THOMAS A. CONLEY 12 March 1989 * * *

NORMAN E. SCHAEFFER 28 March 1989 * * *

RUSSELL J. DICK ! February 89 * * *

HOWARD M. SWAYNE 8 February 1989 * * *

SILAS MOREHOUSE 22 November 89 * * *




ROGER A. NICKEY Mr. R. W . (Goldy) Goldthorpe reports that veteran TWA employee, former Flight Radio Officer, Ground Training Instructor and good friend, Roger A. Nickey, passed away at his home in Overland Park, Kansas, April 26, 1989, a victim of cancer. Following service in the Navy during World War II, Rog returned to TWA as an FRO on the new International Division. He was promoted to Supervisor of FRO's, often serving on special assignments including the establishment of a Flight Radio department at Lufthansa Airlines, Hamburg, Germany, a TWA contract operation headed by Capt. Ernest Pretsch. At the request of the Kansas City Flight Training Center, Rog transferred to the Jack Frye Training Center as a Ground Instructor where he remained until resigning to accept a position with the Wausau Insurance Company. At Wausau he rose to the position of Regional Vice President with headquarters in Kansas City, remaining with them until his recent retirement. Throughout his career he was an energetic, innovative and tireless worker known for his enthusiasm and ability to get things done. Rog has been a TARPA member for the past several years and just recently restated his pride in having been a part of the TARPA organization and his many memories of TWA and the crew members he worked with both in the cockpit and on the ground. Our deepest sympathy goes to his wife, Bette, son Douglas and daughter, Patricia, who survive him.


CAPTAIN RUSSELL J. DICK & WIFE JULIETTE Born 27 September 1904 Died 1 February 1989


CAPTAIN RUSSELL J. DICK I know many of us were saddened to learn that Russ Dick took that journey west on Wednesday, February 1, 1989. He was born 27 September 1904 in Cleveland, Ohio, moved to Cape Coral, FL, from Oklahoma in 1979. He had retired from TWA in 1964. Russ belonged to the Cape Coral Moose Lodge. Among those attending funeral servives were Howard Hall and Gordon Parkinson with Parky giving the eulogy. Capt. Dick was the first TWA pilot to fly over the North Pole on a Los Angeles to London flight, setting a world's record in 18 hours and 32 minutes. "He loved the air since he was a little boy," said his wife, Juliette. "Flying was all he talked about, all he wanted to do." Although his family resisted his career choice - and instead urged him to become a doctor or pharmacist, he was single-minded. He learned to fly from a pilot at Richard's Airport in Kansas City, Missouri, when he was 20 years old. He bought his own plane and set up a business taking people for rides over Kansas City and it was in his plane that he met his future wife, "He was so handsome, so very kind and he had a wonderful smile,' Juliette said. He literally swept her off her feet. After they were married,she began flying with him in races; they won the Kansas Air Tour in 1928. In 1930, he began flying for Braniff, and in 1932, he signed on as a pilot with the Lindbergh Line, which later became TWA. He held management positions with TWA. A happy person to begin with, his wife said flying made him even happier. "He enjoyed it so much. When he was teaching, the fellows used to fight to be able to go out with him, they liked him that much." Russ was just about the favorite captain for your editor. The first flight with Russ in the Boeing Stratoliner he seemed to take a liking to me, asked if I would like to fly with him to which I, of course, said, "yes sir" and he told the scheduler to set us up together. Guess he sensed this mule loving plow boy from North Carolina needed some help and guidance. Russ was a top flight pilot and gentleman. I never saw him get ruffled or raise his voice no matter what the circumstances. I flew with him for two or three months which was most enjoyable. Thinking back on his calm strength, I recall once when the weather was bad some young DC-3 captain was hysterically screaming that he was in trouble getting iced up. Russ calmly called him and told him to calm down, fly his airplane and change altitude. Russ was one of those who could get an airplane from here to yonder without screaming at anyone. Yes, Juliette, he will be sorely missed. I only wish I had visited him in Cape Coral. Almost forgot, what an exhilarating present schedule gave me having Captain Dick for my check pilot on my semi-final ride when checking out to captain in 1948. A.T. Humbles

These members have passed away since our 1988 Convention JAMES D. "BUCK" BUCHANAN JACK BURNHAM TOM CONLEY WALT GHIORSI DEE GRAHAM MOE HANSON




Captain James Donald "Buck" Buchanan Retired Captain J. D. Buchanan, better known among his TWA friends as "Buck", passed away on February 28, 1989, at the age of 80. Buck was a. well known and respected aviator around many of the smaller airports in the Southern California area from the San Fernando Valley (Burbank, Van Nuys etc.) west to Santa Paula and Santa Barbara. Buck was a native Californian although life in his early years were not typical California style: until he was in the 9th grade he rode a horse from the family farm to the school located at Saticoy (near the coast in the Ventura area). His first job was working in a nearby oilfield in order to make enough money to learn to fly (in a Curtiss "Jenny"). He was an adept student and made his first solo after six hours of instruction. Along with his mother he "Buck" Buchanan bought a gas station in Santa Paula in 1925. Buck was among the founders of their local airport where he did a lot of his early flying. This was generally instructing, but there was also a few charter flights or anything else to make a dollar during the depression years. One charter was piloting Howard Hughes and the Hearst family to the latter's famous "Castle" to the north. On one occasion (in 1933) Hughes borrowed $20 from Buck along with his '28 Model "T". The car was later recovered on the beach near Malibu...but not the $20. Buck's flying (and selling airplanes) during the 30's was also out of the nearby Santa Barbara Airport, where he first met Louise Grace Hall. In 1938, he was one of the first instructors with the government CPT (Civil Pilot Training) program, based at Glendale. He was regarded as one of the experts at teaching instrument flying. He married Louise in 1939, she was then in charge of the scheduling of instructors and students at the flight school. After 15 years of flying his big break came on 4/15/40, when he signed on with TWA as a brand new copilot, flying the DC-2/DC-3 and Stratoliners (based at MKC). Son Don (Jr.) was born in July of Buck's first Captain bid was flying out of BUR, which was to be his domi1 941. cile (and LAX) for decades to come flying the DC-3s, Connies and Boeing 707 jet. Daughter Elena Louise was born in 1944, and Jeanne Ann in 1948. In addition to his love for his family and flying, Buck was an avid outdoorsman and his favorite pastime was fishing. He was one of the best, especially for a large bass. He often bid his flights to where there was time for some good fishing on a layover, such as the Florida Everglades. In his later years with TWA, he commuted to JFK and flew International. Again, he was always busy during the layover shopping for exotic or new fishing gear. His garage resembled a bait and tackle shop. For a few years Buck and Horace Nichols had a small business making fishing lures (son Don was paid 5c a lure to polish them and clean up the castings). They were very popular, and caught the big ones. Buck retired from TWA at age 60 in August 1968, but not from flying. He was acttive as a pilot with local concerns out of the Van Nuys Airport, where he was a well known aviator and instrument instructor. One of his copilots on a Lear Jet was son Don. He also did a lot of flying with some DC-3 charters and, again, Don was the copilot and student, and was soon doing all of the flying. In 1971 Don checked out as captain on the Lears and on the night of his FAA rating ride flew a charter from NYC to Nassau and Costa Rico...Buck went along as a check pilot. Besides his three children, Buck is survived by 3 grandchildren. In the LA area he left a legacy of flying. His friends held an "Irish Wake" in his honor at the Santa Paula Airport (Perry Schreffler's hangar) which included several "fly-bys" with vintage aircraft in formation. The "Condor Squadron" (flying 8 WWII AT-6's) made a low pass over the field in the "missing man formation", and another group of 5 vintage bi-planes flew over in the shape of a cross. Buck would have had a typical big grin. He loved a good exhibition of precision flying. (submitted by Ed Betts)


BY CHUCK HASLER Our 10 night Mexico cruise on the Island Princess still has room but not for long so please send your deposits soon, but no later than June 15th. The cost will be $1287 per person double occupancy for G rooms and $1315 for F rooms. Both are outside twins with lower beds and are discounted 45%. The price does not include $39 port charge/person or $25/person registration fee. A deposit of $325/person must accompany registration with final payment due before Aug. 3, 1989. For those of you who missed our inital writeup about the new TARPA TOURS Dept. please refer to your Feb. 1989 (the last one) issue of the TARPA TOPICS, Page 83. This is after the address changes and the convention schedule. I find that most of you did not get past the the convention schedule in your reading of the TOPICS. To supplement the writeups in the TOPICS I will be sending out individual flyers for most TOURS to each of you. The Mexico cruise is described in detail in the Feb. TOPICS. We have just been offered space on the Holland America Lines Nieuw Amsterdam for a 7 day inside passage cruise, roundtrip from Vancouver B.C. departing Sept. 12, 1989. We will only be going as far north as Glacier Bay which is aprox. 300 miles from the Valdez oil spill. All this coming season none of the lines have been offering group interline fares so we feel fortunate to have been offered this space at this great price. The fare for all is $849/person which includes a $25 registration fee but does not include the $40/person port charge. We will be assigned the best available outside twin room at the time of booking which will be a discount of 52 to 60 percent depending on the room. Please send a deposit of $349/person with your registration. The balance will be due before July 12, 1989.


Next we have a 13 night Panama Canal trip planned departing Ft. Lauderdale Jan. 10, 1990 and arriving LAX Jan. 23. The ship will be the Cunard Lines Deluxe " VISTAFJORD ". The ports of call will be , Grand Caymen Islands, Cartagena, Columbia, Transiting the Canal, Acapulco, Cabo San Lucas and LAX. As I have to have this in the mail by April 3 for printing in the May TOPICS we have not as yet received the interliner group fare. We expect to hear from them by April 7. You may already have your flyer by now but if not you can call me for the fare as I will have it by the time you read this. Our next offering is fantastic and we can't wait to get back to Kenya ourselves. An AFRICAN SAFARI departing London May 22, 1990. The land/air price is only $1845/person and includes the following. Overnight at the New Stanley Hotel, Nairobi with an afternoon city tour. Lunch at Abedare Country Club and overnight at the Tree Hotel. Two nights at the Sambu Game Reserve ( the gerenuk, the dainty dikdik and the magnificent reticulated giraffe). Overnight at the distinctive Mt .Kenya Safari Club. Lake Naivasha/Nakuru-overnight Lion Hills Lodge. Two nights at Masai Marl (Lion prides, rhino, elephant, leopard, roan antelope, cape buffalo, wildebeest, impala , zebra, and gazelle. Lunch Nairobi and overnight at Two nights at Tsavo and the Tsavo Salt LAmboseli. ick(Mzma Springs-luxuriant vegetation and crystal waters, elephant, cape buffalo, lion, and cheetah). Overnight at the New Stanley Hotel, Nairobi. Day free to shop and explore Nairobi, Farewell dinner and late night transfer to airport for departure to London. You'll be plesantly surprised by the fine cuisine and the comfort of your accommodations and safari vehicle. If this seems like something you've always wanted to do...LET's GO. INCLUDES: *Round trip POSITIVE SPACE London/Nairobi/London *All Meals while on Safari. No meals in Narirobi except breakfast and farewell dinner. *Services of your driver /guide on safari. Guaranteed window seat. *A11 park fees and taxes are included. *All lodging in the parks and New Stanley Hotel in Nairobi. $500/person will hold your reservation with the balance due 60 days prior to departure (Before March 21, 1990). After booking any tour or cruise specific details will be sent as to where we will meet, and any other necessary information. THE AFRICAN SAFARI IS LIMITED TO 52 PERSONS.


The Active Retired Pilots Association of TWA

MINUTES GENERAL MEMBERSHIP BUSINESS MEETING Clarion Hotel - New Orleans April 12-13, 1989

April 26th Meeting called to order by President Joe Brown at 8:12AM. Approximately 225 Members in attendance. Guests: Tim Crowley, NALAC Insurance Patricia Trussell, President - TWA Clipped Wings, Intl. Ralph McClenahan, President - TWA Seniors Capt. Tom Ashwood, Chairman - TWA-MEC Capt. Kent Scott, Vice Chairman - TWA-MEC Capt. Brooks Johnston (NWA), President - RAPA (4/13) 1. Convention briefing - John Lattimore/Convention Chairman 2. Secretary/Treasurer report - Joe McCombs There being no further corrections or additions to the Minutes of the May 26-27, 1988 Business Meeting as published in the August '88 issue of TARPA TOPICS, moved by Happy/Luckey to accept those Minutes as published. PASSED 58 new Members; 15 deaths and 14 delinquents in 1988. 12 new Members and 10 deaths so far in 1989. Current membership: Retired 1135 Associate 172 Eagles 135 Honorary 123 Total 1565 Non-dues paying membership now exceeds 15% of total membership. Finances in good shape. Combined increase in postal and printing costs will exceed 1989 budget by approximately 30%, however, contributions from dues exempt group beyond expectations. 3. Tom Ashwood - Chairman, ALPA TWA-MEC. Reviewed Icahn situation on TWA. "B Plan" discussed. Assurance that retiree will be protected if Special Committee suggests changes. Questions and response by Kent Scott, MEC Vice Chairman & Ashwood. Recess at 9:25AM Reconvene at 9:40AM 4. SENIORS report - Ralph McClenahan, President Company discontinues printing SENIORS Newsletter 5. TWA CLIPPED WINGS, Intl. - Patricia Trussell, President 6. TOPICS Editor - A.T. Humbles 7. Alcoholic Counseling - Phil Hollar Continued success. 8. TWA Pilots Retirement Foundation - Harry Jacobsen 9. Motion by H.F. Clark/Hal Miller: WHEREAS, William C. "Bill" Dunlop is the first person in the history of TWA to attain 50 years of service with TWA, and WHEREAS, he is also the first person in the airline industry to achieve this distinction, therefore, be it RESOLVED, that this TARPA Convention unanimously recognizes and congratulates William C. "Bill" Dunlop for his outstanding contribution to TWA and our profession. PASSED 15

April 12th Business Meeting (continued) 10. TARPA TOUR Director - Chuck Hasler 11. Riverboat Cruise briefing - Lum Edwards 12. Investment Committee report (partial) - Bob Sherman Adjourn at 10:33 until 8:00AM, April 13th. Reconvene Business Meeting 8:12AM, April 13, 1989 13. 14. 15. 16.

Convention update - Lattimore 1990 Convention briefing - Vic Hassler. Investment Committee report (continued) - Bob Sherman & Al Mundo Retired Airlines Pilots Assoc. - Capt. Brooks Johnston, President

Recess - 9:20AM Reconvene - 9:40AM 17. Insurance Committee - Neuman Ramsey & Timothy Crowley, NALAC 18. Nominating Committee - Harry Jacobsen With the concurrence of Committee Members Bart Anderegg and Charles Dill, the Chairman submitted the following nominations for the TARPA Board of Directors term 1989-1990: President Joe Brown, Jr. First Vice-President Joe McCombs 2nd Vice-President Jack Donlan Secretary/Treasurer Jay Taylor Senior Director A.T. Humbles Associate Director Al Mundo Associate Director Bill Kirschner There being no further nominations from the floor, moved by Luckey/ Guillan to close the nominations. PASSED Motion by Hollar/Ramsey - The Secretary to cast one vote to unanimously elect the slate of Officers presented to this Convention by the Nominating Committee. PASSED 19. Other Business: Sam Luckey urges the Membership to support efforts to correct inequities of income tax surcharge for long term medical care. 20. There being no further business before this Convention body, moved by John Happy to adjourn until 1990. PASSED


TARPA AWARD OF MERIT - 1989 RAYMOND M. DUNN 1914 - 1988 * **** Raymond M. Dunn, former mechanic, flight engineer and Vice President of TWA Technical Services, has been selected posthumously as the 1989 TARPA Award of Merit honoree. He passed away in May, 1988. "Ray" was a 34-year TWA veteran who started his career with in April, 1935, as a mechanic at 60c an hour, and reTWA tired in December, 1968, as Senior Vice President and General Manager of TWA. His career with TWA took many turns as the years passed. As a young mechanic, he was assigned to Kansas City, Pittsburgh, St. Louis and Wichita. Mechanics at that time often doubled as passenger agents, baggage handlers, ticket agents or whatever was required at the moment. In 1939, with the arrival of the Boeing 307 Stratoliners, Ray applied to become one of TWA's first Flight Engineers. (That first class included Al Brick, Lloyd Hubbard, Frank Parent and Fred Pirk, all with a common seniority date of May 5, 1940.) In December, 1940, Ray was appointed Chief Flight Engineer by Captain Otis Bryan, then System Chief Pilot. During the next several years, Ray held many positions in what was then called the "Maintenance Department". In 1956, he was made Vice President of Maintenance & Overhaul. With the advent of the jets and delivery of TWA's first Boeing 707, in January, 1959, Ray's title became Vice President of 'Technical Services at the new Kansas City International (KCI) airport. Health problems during the period from 1961 to 1968 , when he was 54 years old, resulted in his early retirement. He did continue, however, as an active Director of Ozark Airlines from 1971 to 1986. In 1976 a blood circulation problem had caused him to lose one leg by. amputation. Ann, his wife of many years, has been in a nursing home in recent years because of Alzheimers disease. The personal TARPA Award of Merit, plaque, which is presented each year, will go to Ray's elaest son, Tom, who lives in Overland Park, Kansas. For a more detailed story of Ray's career with TWA , please refer to the TARPA TOPICS issue of August, 1988. Ed Betts has provided in that issue a very thorough review of this man's life from his birth in New York City to his last years. Former Award of Merit honorees were Jack Frye, Charles A. Lindbergh, Howard Hughes, Tommy Tomlinson, Bob Buck, Larry DeCelles, Floyd Hall, Benny Howard and Jack LeClaire. T he master plaque now hangs at the TWA Lindbergh Training Center in St. Louis. 17

ALCOHOLISM PHIL S. HOLLAR Alcoholism is unique among the fatal illnesses in that it is surrounded by an obscuring aura comprising equal parts of stigma, myths, misunderstanding, misinformation, and just plain ignorance. Paradoxically, it appears that those who know the least about this disease talk about it the longest, the strongest, and the loudest -- and seemingly, with the greatest amount of expertise. Alcoholism is a unique disease in many respects. It is progressive, but can be arrested, and is one of the most devastating illnesses we know -- it affects and gradually destroys body, mind and soul. Alcoholism has the dubious distinction of being the only disease so classified as such by unanamous decision of the It fits the classic definition of American Medical Association. a disease because, (a.) it has identifiable symptoms,(b.) it progresses in a known manner, (c) it responds in a predictable manner to a prescribed method of treatment. As a beginning to the understanding of this disease, any preconceived notions and ideas must be completely put aside and the following statements accepted as gospel truth. m Alcoholis is a disease, not a defect of character or 1. lack of will power. 2. It is progressive and 100% fatal. It can be arrested but not cured. 3. 4. Is is hereditary and passed down by the female side of the family, not necessarily running true each generation. It may skip one or two. 5. An alcoholics system processes alcohol differently than does that of a non-alcoholic. This trait is identifiable by modern medicine and is named "The X Factor". It is not how much, or what, an alcoholic drinks but HOW 6. he drinks and HOW it affects him. An alcoholic will not get sober for anything or anybody 7. Not God, country, family or friends. It but himself. requires complete honesty and acceptance of the first step of the 12 steps of Alcoholics Anonymous. "We admitted we were powerless over alcohol and our lives had become unmanageable." 8. AA never got a single person sober. It did, however, provide them with the tools, support and encouragement to allow the alcoholic to help himself. I have used the masculine term here as a generic designation of homo sapiens, both male and female. Medical research has found that the incidence of alcoholism among females has almost equalled that of the males and is expected to exceed it in the near future. Take heed, ladies.


TWA PILOTS TRUST ANNUITY PLAN Highlights of the four page report presented to the T.A.R.P.A. convention on April 13th. at New Orleans, La. The 11.8% investment performance increased the value of a Unit of Interest to $40.45. Following some small actuarial adjustments, it was $40.25. Then the actuary announced that because so many of us failed to report for our last flight .. causing these flights to have been delayed in ten of the last eleven years .. it was necessary to change the schedules again. The new Table A made all of us one year younger, at a cost of $1.35 per Unit, The final value was $38.898. Lets keep delaying the flights. During 1988, 40 pilots left TWA for various reasons, including 2 deaths, and 152 retired. 41 of the 152 took an annuity, the other 111 took the lump sum. Annuitants, including 78 joint survivors account for 1416 of the. 4480 members; 32%. 1 6 of our number died last year. Contributions were $26.2 Mil, while payouts were $69.6 Mil. (24.9 Ann. & 44.7 L.S.). Plan assets were $912.4 Mil. after deducting total operating costs of $3.4 Mil.; an expense ratio of about one-third of one percent. There were 17 portfolios run by 14 managers. Five types of domestic equities accounted for 45% of total assets; four of international equities were 15%; four real estate funds were 10%; GIC ' s (fixed i ncome) at 28%; and 2% was held by the Trustee in a money market fund for cash requirements. B-Plan annual income for the last nine years, (1979 thru 1988), i ncreased 161% .. equivalent to a compound annual return of 10.3% while the Consumer Price Index increased at a 5.5% rate. Preliminary March data points to an increase in our paychecks beginning in July. The active pilots are making an exaustive study of the B-Plan to determine if it can be improved. A popular proposal is to change their share from Units in a group concept, to " Self Directed Accounts", similar to what UAL has. Each member would have his/her own account that could be invested as they pleased among an agreed upon family of various type funds. What each earns (or loses) is what they will have for retirement, since they would own their own account. Where the retirees fit i nto such a plan, if at all, has not been determined. Tom Ashwood, the Master Chairman, and Kent Scott the Vice Chmn. and Chmn. of the B-Plan Study Comm. told those assembled several times that no class of membership would be disadvantaged. Whatever changes, if any, would have to pass that test. We continue to monitor the situation and will keep you advised. R. C. Sherman B-Plan Observer


The Active Retired Pilots Association of TWA

INSURANCE COMMITTEE REPORT - APRIL 1989 To Tarpa Board of Directors: All Insurance Systems are still on the back side of the power curve. Except for minor changes in cost, most companies issuing Supplemental Insurance, have same coverage as last year. This was expected since three months into the new year would not have covered a deductible of $560. per person and the time needed to process claims. 1. Tarpa Insurance: No change, except for a reduction to $46.50 per month. For comparison, Prudential charged $38.40 per month last year, increased to $48.60 on January 1, and will increase to $58.60 on July 1. They have to be considered the front runner, since their AARP is many millions. 2. If you travel much outside the U.S., it is well to remember that in most cases, Medicare does not protect you except for Canada and Mexico. 3. The impact of the Catastrophic Insurance Act will not be felt until next year, when you pay 1989 taxes. This was covered in full in November, 1988 issue of Tarpa. 4. Nearly all the direct calls I have had have concerned Home, Rest Home or Extended Care. This was discussed briefly in the last issue of Tarpa. In view of the far greater number of persons who will be affected, this merits a good deal of attention. We have corresponded with, and visited several of these places, ranging from minimal to luxury. They have one thing in common as far as the user is concerned: Spending required number of days in a Hospital, then go to an Approved Facility, of which there are only the usual Buracratic Few? I have in my files, letters from my Senator and Congressman, excuse me, Congress person, to the effect that this results in forcing many people into hospitals who do not need full time care. Maybe only one or two days a week, or a few hours now and again, which is a no-no, as far as Medicare is concerned. I would like for me, or someone, to review in the general session some of the pertinent numbers to call for information or assistance. For example: I have calls for brochures on the Tarpa Insurance. I simply call this request in to 800-645-2424, but usually it involves questions they are better able to answer than I. Nobody has called me collect, so I assume they paid for the call and they could call this number free. A real stumper is a call about his coverage under his TWA insurance, usually with unusual circumstances. Such as: He is not 60 yet, but is retired. I would like to help, but am not able since this hasn't concerned me in 14 years.


EDITOR'S DESK From Capt. W.T. Malone, President, RETIRED EASTERN PILOTS ASSOCIATION: Dear A. T. - We are absolutely flattered out of our minds, having enjoyed the lavish praise you have bestowed upon us on page 39 of the February, 1989, TARPA TOPICS. Several of our REPANS were at one time TWA pilots so they receive a copy. All of us find great pleasure in reading your publication and we pass our copies around. We are grateful for other things in our relationship with TARPA. It was your own Ed Hall who put us in touch with Tim Crowley and helped us to get our MEDICARE Supplement and Hospital Indemnity Plan started with the same company TARPA uses: North American Life and Casualty Company. The fact that both of us use their services greatly reduces the premiums charged because more individuals participate. We have expressed in our magazine, REPArtee, our admiration for the TWA pilots who helped develop and test the Lockheed Constellation and for their pioneer spirit in aviation. We especially enjoyed reading Ed Betts' love story abut "old BETTSIE" the World War II B-25 and his other article entitled "THE STEARMANS". The cover picture was very "eye-catching" and brought back lots of pleasant memories. memories. We congratulate you on another fine issue. Yours sincerely, Bill Malone

[I speak for myself, Dick Guillan, our Grapevine Editor and Ed Betts when I say we really appreciate your letter, Bill. I try not to repeat myself so I won't say again what a fine publication REPArtee is. It seems to me our brotherhood grows stronger after we retire. When flying the line we just didn't meet pilots on other lines much except those of us active in ALPA. I've known and worked with many with Eastern some such as; Slim Babbitt, Jerry Wood, Dave Mudd, John Battle, Bill Zeng, Francis Lewis, Silvo Cavalier and so on. Speaking of John Battle, he is still living in New Jersey where he was my neighbor and doing okay the last I heard. Must be close to 90 by now. I recall a story about his first flight on the line with Eastern. He was co-pilot for Dick Merrill on John's first trip. Weather was bad and they couldn't get into Newark so headed northwest and crash landed on the mesa at High Point Park, NJ, knocking off the undercarriage on the edge of the hill. No one was hurt, though. Someone asked John Battle if he was scared and he said, "No, I just thought that was regular airline flying."]

FLIGHT ENGINEER WILLIAM C. (BILL) DUNLOP From Ed Betts; I'm enclosing a small photo of Bill Dunlop. He is the first TWA employee to ever receive a 50 year pin. He started with TWA 3/1/39 at age 17 and was a Flight Engineer as of 8/28/44. He is not, however, the senior F/E. On this year's seniority list he is *139 (after all of the pilots) and A. V. (Tony) Gatty is #138 with a 3/16/89 seniority date. Tony was hired 12/1/39 and will get his pin later in the year.


EDITOR'S DESK From Flight Engineer S.C. Bushy; Got the latest "TARPA TOPICS", great publication, enjoy it all. I give my old copies to Becky Peterson who retired last year after 39 years as Cabin Attendant with TWA. Just a note to tell you that my oldest boy flies with Eastern (heaven help him). One of my twin sons is with Delta (he needs no help). The other twin went to sea after graduating from Massachusetts Maritime Academy and sailed until he got his Master's ticket, (Oceans Unlimited). Now he is teaching at the Academy and is head of Rules of the Road Dept. (Equivalent to FAA's Part 121). We keep busy visiting a daughter on Long Island, one son in Atlanta and another on Cape Cod but it's worth it to see our one granddaughter and five grandsons. One day last year I got into my old uniform and had my photo taken with my three sons. [Photo below] You can guess which one is me. The family joke is that the guy in the Merchant Marine says he is the only "good guy" because he's wearing a white hat! You are welcome to use it if you think it's of interest. Hope to get to a convention sometime. Until then, all my best to you and your publication. As ever, F/E S.C. Bushy (Retired) [Editor - Bushy, You and Margaret must be proud and rightfully so. You all would really enjoy our reunions each year!]

THE BUSHY MEN Left to rt.; David S THOMAS L. WILLARD F. S.C. [I don't know what S.C. stands for as that is all we have in the directory.]

OLD SOUTHERN HOME REMEDIES Wasp & bee stings - Have someone who has a dip of snuff or chewing tobacco in their mouth put some of his spit on the site. Removing warts - Steal someone's dishrag and hide it under your house. Chest cold - Make a poltice of corn meal and onions cooked to a mush and place on chest overnight. Chicken pox - lay child in front of chicken coop and allow chickens to fly over it. Ear ache - Allow a smoker to exhale smoke gently in patient's ear. To ward off germs - Wear a small ball of Asfedity around neck at all times. To clear up sinus passages - Smoke Mullein leaves in tobacco pipe. The Mullein plant was brought over from the Old World.


EDITOR'S DESK From Mrs. Earl Lindsly: Dear Mr. Humbles - I thank you so much for printing the article about Earl in the TARPA TOPICS and am sure Earl would have been pleased to have teen so remembered. The article was good except Earl and I were married in 1964 not 1974. Also, Gary, his son, lives in Wichita, Kansas, They were small items and I want you to know I do appreciate your efforts in getting it all done as you did. I am getting along alright but do, of course, miss Earl and probably always will. Thank you for all your kindness and efforts on our behalf. Gary and Judy (my daughter) will be pleased too when I show them the magazine. As ever, Bee Lindsly

From the Eagles' Aerie, newsletter of the retired U.S. Air pilots; The Officers discussed the fact that we spent $2600. more at the Atlanta reunion than we took in. Part of this was the hospitality room expense, which was double 1987's. Another $500. was the meals that had to be paid for because of "no shows". A pre registration fee will probably be charged for the next Reunion.

From Sonny Boy Hall: Dear A.T. - I am interested in the address of Captain Bill Sanders' widow. Bill was a very good friend of mine. I would like to contact her. I have written Ed Betts congratulating him on his eulogy of Bill. Ed is the BEST. We are very fortunate to find a retired pilot that "went all the way" with such ability. I salute him. Howard Hall (And you also)

From Ken Hippe: I enjoy TARPA TOPICS very much, you do a good job. I read your article on Notch Babies and I believe you are wrong on the years of 1919-1921. I are one and the years are 1917-1921! See article enclosed. (Ken is correct). Thanks again for your good work and see you in New Orleans. Sincerely, Ken

[Meant to throw this in last issue] That little but loud group that used to be based in Boston had what they called their last Council 41 party on 20 September 1988. They were promised to hear about St. Lawrence's expedited taxi procedures followed by Frank Glazier's methods of removing evidence after usins such techniques. Ed Hoffman would reveal his success with the 3 inch putt and how Jim McIntyre parlayed a long held secret of his airline career into a successful venture in elevator shoe sales. Believe it or not, Harry Mokler was Chaplain and Al Mundo held the position as General Observer! Understand a great time was had by all.


EDITOR'S DESK From Gordon Parkinson: A great February issue, A.T.! - And I just wanted to pause and give you a TIP-OF-THE-HAT for all the work you put in to make the TARPA TOPICS the most interesting reading of any publication re our airline. I am sending some info on to Ed Betts re Russ Dick and Ole Olson has called him re Russ's transition February 1st. Judy wanted me to come down, so with space available I flew down on Thursday for the funeral service on Friday, Feb. 3rd, which was also Howard Hall's birthday. It turned out the service was a simple one and she wanted Howard and me to give the eulogy. Service at 2 p.m. and over by 2:25 p.m. so I was able to catch F39 back at 4:10 p.m. Temperature 84 degrees for a record high and 5 degrees in KC when I got home at 10 p.m. and it was well below zero by the next morning. That's about all for today except that Virginia Abbott was real happy about the picture on page 10 of the Feb. issue. The whole issue was great. I also see that Ramsey is working on the Catastrophic insurance. I had suggested that to Joe Brown - it's going to be an expensive killer to old timers, particularly the pilots retired 65 years and older. It's going to cost me a lot. Thanks for a GREAT JOB! Parky

From Harry Jacobsen: Everyone seemed to enjoy the convention - I know my wife and I certainly did. I'm also pleased with the election of the new Board - I think we have another good one. Meanwhile, I'll make certain that Fred Arenas gets that information to you on the TWA Pilots Foundation of ours. And, thanks once again for all that you do. With warmest regards, Harry. [We appreciate Harry doing a fine job as Chairman of the Nominating Committee and as Vice President of the Foundation. Editor.] *






From Vernon (Vic) Hassler , 1990 Hershey Convention Committee Chairman; A.T., enclosed is my article for TARPA TOPICS. Also the brochure on the Strasburg Railroad for your information only. Notice that in March and April it only runs on Saturday & Sunday. There is also a large railroad museum across the street from the small railroad that is open year round. [Thanks, Vic, I will plan to visit it. Maybe Goldy Goldthorpe and some of the other railroad buffs will want to see it.] *






Your editor especially enjoying visiting with Keith and Louise Stuessi of Fort Collins, CO, at the reunion. Had my familiarization ride in 1945 with Capt. Stuessi from KC to DC and back. I was most impressed by this fine gentleman and excellent pilot. Weather was horrible for most of the trip and he tried to do everything to make me feel welcome. It was most impressive to this Army Air Corps type. With weather like that you would have found us in the club unless ordered otherwise.


EDITOR'S DESK From Ed Betts; (April 17, TAX DAY) It was nice talking to you yesterday and learning about the convention, new officers etc. We were sorry to miss the gathering, but last week was a busy one with tests and exams with various doctors and clinics. All they proved was I drank too much of TWA's stale coffee and ate too many DC-3 crew boxes. The late Tom Conley was a great guy to fly with. Enclosing a small photo of Bill Dunlop, the first TWA employee to ever receive a 50 year pin. Along with the obit I put together about "Buck" Buchanan I am also enclosing a poem C.M. "Black Dog" Davis wrote. [As a tribute to Capt. Buchanan] I've known Davis for years and he never ceases to surprise me. Not too long ago he actually sold a short story to a small magazine for $1,000 (non porno). BUCK Soaring now to heights unknown, Our good friend, Buck, let's not bemoan. His presence there it seems must be, Some envy now, you see he's free. Tis true, a void will be, oh yes, And no replacement there, I guess. But for a while, not long enough, We had his humor, manner bluff. Fond memories will always be, So Buck be pleased that we loved thee.

Parky passed on a note from Faye Goss, Lew's wife; Hi, Parky Dear! - Lew was in the Veterans Hospital 4 month, 3 months of which was in the rehabilitation section. He uses a wheel chair but and can get in and out of it alone and is able to do a great many things on his own - in other words, he is progressing nicely. If you are ever out this way we would love to see you. We keep in touch with Audrey Flanagin and the Hesters. They are all okay. Faye Lew joins me in sending best wishes. Parky also says he reminded Lew Goss it had taken almost 42 years after he had received his 20 year pin that he had to resort to the wheel chair. In the 30's the Company cane up with the Service pins - Hertz owned us and Ernie Breech was on our Board of Directors. They had a big dinner meeting at the Hotel Continental in KC to present the pins. I got my 5 year pin and Lew received his a couple of years late, but it could have been his 10 year pin. After the presentations they asked what should be the design for a 20 year pin and Lew replied, "A wheel chair and a pair of crutches". Later when he was in LAX he flew in to KU for his 20 year pin presentation. When he arrived on the flight we met him at the steps with a wheel chair and a pair of crutches. He is now using the wheel chair. His seniority date is Nov. 22, 1927. The only living retiree that came earlier than Lew is John Myers whose seniority date is 11/6/27. John was maintenance foremen but came as a mechanic. You TARPA members may have noticed I try to use every bit of available space. Printing costs have gone up after having been the same for several years. We believe we are still getting a good price but need to watch utilization. KEEP WRITING DICK GUILLAN AND ME!


EDITOR'S DESK From Bill Flanagan; First I wish to echo the thought put forth by Ed Hall on page 11 of the February TARPA TOPICS - You guys and gals are doing a great job for us Now we come to page 12 and the essay entitled "He wants to be a pilot". I read it again with relish then checked to see that my copy was supposed to have been written by a fifth-grader at San Mateo's Park School. And now we come to page 22 and Russ Day. I have often wondered where he was and now I know. I am enclosing some of his handiwork. [Drawing is below] As usual I get HOURS AND HOURS OF ENJOYMENT READING TARPA TOPICS __KEEP UP THE TERRIFIC WORK! YOURS IN DEEP APPRECIATION! BILL


Thanks for the pat on the head, Bill. It seemed like this issue took more chaws of Red Man chawing tobaccy than usual but I enjoy being in the midst of things. Which reminds me, that venerable, highly respected and loved, old time hauler of Mail Pouch tobacco and snuff dipper, Dave Kuhn, was at New Orleans with his wife, Emily. I thought Dave was an old timer when I came to TWA yet John Carroll told me Dave was Chairman of the ALPA MEC at age 30!




The 1989 Convention is now history and we all look forward to the 1990 Convention in Hershey, PA. VIC HASSLER is putting his all into the planning or this event and deserves the support of all members. I certainly enjoyed meeting old friends, making new ones and hearing the favorable comments on the TOPICS. With all the stories being told, with much arm waving, what better way to start this section than by inserting this cartoon which was submitted by DICK ELLIS and drawn by his son.

R. M . Guillan 1852 Barnstable Rd. Clemmons , N. C. 27012 919-945-9979

DICK also reports that he is suffering from the same ailment that has plagued most of us since retirement, ie not having enough time to do all the things at hand. ********


are very busy in the BOB HERENDEEN and wife JACQUE aerobatic circuit since retirement. Anyone who has witnessed BOBs fantastic performance in his Pitts will welcome the chance to see him perform again. In many shows he and JACQUE do a dual act. Here is their schedule for the upcoming season. Hope everyone has a chance to take in at least one of them: June 3 & 4

Antique Fly-in, Merced, CA

July 12 thru 16

Northwest EAA Fly-in Arlington, WA. Dayton Air Fair, Dayton, OH EAA Convention, Oshkosh, WI Valparaiso, IN. Sussex, NJ. Chanute, KS PA Int'l Air Show Harrisburg, PA. Lancaster, CA. ( Northrop Employees Picnic)

July 22 & 23 July 28-Aug.3 August 5 & 6 August 25,26,27 Sept. 9 & 10 Sept. 16 & 17 ( Tentative) October 1

Pitts, Eagle & Glasair Pitts, Eagle & Glasair Glasair Pitts & Glasair Pitts & Eagle Pitts & Eagle Pitts & Eagle Glasair Pitts & Eagle

******** I received a nice note from BOB KIEPER back in January, too late to make the February issue. He advised me of the passing of his wife Ruth back in August of last year. He said this would be of particular interest to the Detroit Domicile pilots of the late 40's and 50's and all crews who passed through or over Toledo and would remember her as RUTH BERWALDT, the radio operator there before the changeover to VHF and AIRINC. She had succumbed after a long battle with cancer. Our belated sympathies to BOB and family over this loss. ******** A card from AL THORALSON advises us that "Three more sessions and God willing, the missionary society that accepted me as a chaplain in some type of public institution. Last summer as a Chaplain intern, at a State of Connecticut mental hospital, I was more than once asked if I was a patient. Oh! for the dangers of a new vocation." AL's card had a picture of a billboard on I-95 at Bridgeport, CT. "advertising" the Holy Apostles Seminary in Cromwell, CT. ******** Roger Rawlings, the son of BARNEY RAWLINGS, has written a book about the history of aviation. Called THE LAST AIRMEN, it is published by Harper and Row and is available at most bookstores for $17.95. The book is based on three years of research that Roger conducted and it includes firsthand stories told to Roger by a large number of military and commercial pilots, including pilots from several U.S. airlines. ******** 28

All of us have read about the devastating brush fires that have pericdically ravaged California, particularly in the fall of the year. Have you ever been through one? Here is an account of such an experience as written by DALE SIMMONS: "Just a note to explain my change of address. The reason is we were completely wiped out in the now famous '49er fire in California. We had very little time when we realized the fire was coming our way and very fast. Got out with a few clothes, some antiques, family pictures, the motor home and one car. The motor home decided to have a malfunction about 25 miles from home ( too much excitement I guess.) Luckily we had adequate insurance coverage. We decided not to rebuild and moved down the hill to a private community called Lake Wildwood, with an 18 hole par 72 golf course, lake for boating, skiing and fishing.. Am truly going to retire! Just a little grass to mow and play golf instead of taking care of 25 acres and horses. Moved in our new home 10 days before Xmas, which made for a hectic holiday, and are busy buying furniture, clothes, pot and pans and all the miscellaneous items lost. Well 1988 went out in a blaze of glory ? but we are in good health and a good attitude so feel very fortunate. Wishing you all a wonderful New Year. Yours truly, DALE SIMMONS " DALE also enclosed some money for a new Directory. Sure hope after that experience, he received a complimentary replacement. ******** In our February GRAPEVINE we gave an account an account of "SNORKY" CLARKS cross country trip and a mention of witnessing an FBI shootout in IND. This prompted a letter from CY TANNER, who retired back in the late 40s but just recently joined TARPA. He was with SNORKY on this layover and recalls the the comment that SNORKY made as bullets were ricocheting off nearby cars. "Justice can wait, lets duck in here." And they did , right into a nice stone building entrance. He said he felt something similar to being home again when he read about it. ********* HANK GASTRICH continues to stay very active in aviation circles. A little over a year ago he was in LAX getting Japanese visa for a short lived tour in the South Pacific. Since last July he has been associated with Jet Exam run by Capt. Ed Horton, AAL. He gives seminars and FAA tests on the FEX and ATP exams. Because of his freedom to travel he is used as a "reserve" and has been taking 2-3 trips monthly. He says that sometimes Iris goes with him but generally skips the non-romantic places like Raleigh-Durham,(here-here), etc. He also says he's been flying some light stuff like a Mexican C-206 back from Ciudad Constitucion for a re-built engine and then returned it. ********


Here are some humorous quotes from traffic accident reports and insurance forms as sent in by JOHN POWK: "Coming home, I drove into the wrong house and collided with a tree I didn't have." "I pulled away from the side of the road,glanced mother-in-law and headed over the embankment."



"The pedestrian had no idea what direction to go, so I ran over him." "I was sure the old fellow would never make it to the other side of the road when I struck him." "I was thrown from my car as it left the road. I was later found in a ditch by some stray cows." "The indirect cause of this accident was a little guy in a small car with a big mouth." ********

LARRY HECKER, who is currently Vice President of WICAT Systems in Rowayton, CT.says that life is still the same up there. He is keeping busy trying to keep off the streets and make a buck. He sent in the following which he says he has had pasted on the wall and thinks it says alot: YOUTH Youth (as well as age) is not a time of life but in reality a state of mind. It is the freshness of the deep wells of life from which years cannot stop the flow. Youth means an aggressive dominance of courage over timidity, the appetite for daring and adventure as opposed to the love of security and ease. These qualities often exist in a youth of sixty more than a youth of twenty. No one grows old merely by living a given number of years. We grow old by deserting our ideals, our hopes, our dreams; by sidestepping new challenges. Years may wrinkle the skin, but to abandon the enthusiasm for life wrinkles the soul. Worry, fear, self-doubt, hopelessness bows the heart and turns the spirit to dust. Whether sixty or sixteen there should be in every heart the lure of wonder, the unfailing childlike curiosity of "what's next" and the thrill of the game of life. So long as your heart receives messages of beauty, hope, cheer and courage, you are young. When your spirit is covered with the snows of cynicism, the ice of pessimism, the blackness of gloom and the dust of idleness, then you have grown old-even at twenty. But as long as your heart is open to respond to the sheer joy of living each day as a challenge, accepting both fortune and misfortune arising from each day then you may die young-at eighty. 30

While I generally leave the "First" or "Most Memorable" trip stories to our Editor, I must print this letter recounting both as sent in by my good friend RALPH PENSON. He said it was his turn to tell his version after reading many very interesting articles on first trips, unusual trips,etc. So here is RALPHS and I thank him for it. "LARRY WELCH, in the November 1987 issue, told of his trip to Lands End. Well, after much searching, I found an entry in my *1 logbook for 23 November 1949. KLGA-GDDB 1502Z to 0422Z or 13:20 for the leg. F-904-23, A/C 712. Larry apologized for the lack of remembering-he said he thought it was 25 to 30 years ago. How about nearly 40? To make an interesting anecdote even more so, after we left St. Eval ( GDDF or GDDB)Lands End, on Thanksgiving Day, the trip proceeded to Le Bourget, Geneva, Rome, Athens, Cairo, and then back to Athens, Rome, Zurich, Le Bourget, Shannon (stayed overnight in the rabbit hutches), Gander and La Guardia, arriving 2312 EST on the 30th of November. We used L 749 A/C *s 703, 704,709 and 712 and accumulated 57:38 trip time. I recall Rod Rathbone as Navigator and Roger Nickey as FRO, but I do not have any other crew names. Harking back, I was impressed by Larry's looking after his crew. By golly, we were first and the load next. Truly a memorable trip. was a lulu. It was my Speaking of first trips, mine indoctrination ride.. Les Wagaman was my instructor/mentor. We from New Castle, then to Marine Terminal (LaGuardia). started Virg Elliott was Captain and was being checked by Russ Black. Between New York and Boston, our C-54 was hit by lightning. At Boston, the damage included a hole in the nose (melted out), both inboard nacelle fillets buckled, right aileron fabric gone and the tail light assembly was welded (melted) into a glob. Believe it or not, there traveled a blue ball of electrons through the A/C, stem to stern. Virge's hair was up as straight as mine. Purser Tommy (Red) Foley was opening the cabin companionway door, saw the blue ball coming and slammed the door,but the condition continued through the cabin and off the tail. Departed BOS, after repairs, to VOGA (Gander), which was down, so we went to Goose Bay. From there for EINN, which was closed, so we stopped at Meeks, Iceland. Finally, upon arriving at Paris and the good 'ol Normandy Hotel, I slept 18 hours straight and didn't turn over once. Geneva, Rome, Athens and Remainder of the trip was routine Cairo. Warren Holm flew as Captain all the way back to New I did learn a good lesson---flight plan fuel was never Castle. enough!" ******** If you are a former Navigator or Pilot Navigator and have not as yet been contacted by JACK KOUGHAN, please get in touch with him as he is trying to compile a Directory of all us "Star Shooters" with thoughts of possibly forming an Association. His address is in the TARPA Directory. 31 ********

he JACK KIEFER writes to our S/T that thinks some of the guys have had pretty exciting lives since retiring but his had been pretty dull. From his letter sounds like he is enjoying himself and life is far from dull. He says he has a nice house and a good twin diesel sportfisher in San Carlos, Sonora, Mexico and is looking for some good fishing buddies. Planned on making always the New Orleans bash and recruit some fisherman.

He also says that he gets at least $50 worth of entertainment just reading the TARPA magazine and reading all the letters that are sent in. ********* Many people have different views of the job of an airline pilot, my own daughter among them. I worked several 10 hour days at our hardware store shortly after it opened. I was very tired each day, not being accustomed to being on my feet that long. One of our employees commented to my daughter on how many hours I'd worked and how tired I appeared to Her reply: "Well, my Dad never did have a regular job." (An be. obvious slip of the tongue.) ******** From GEORGE LONG--" Helping with the audit was a real eye-opener. The amount of work you ( our S/T) have done is mind boggling. We all appreciate what you and the other TARPA officers have done." ********

Interesting mentioned.


accompanying late dues payment. No names

" I was going through my billfold, trying to find my drivers license, and discovered my 1988 TARPA card. The cop was not much interested but I realized that it is now 1989. So here is my dues check." "They say its better late than never-maybe so. Looking at the photos in the TARPA publication, I can't help but notice that all the guys I knew are starting to look like old men. Thank goodness it doesn't apply to me!" "Thanks for the reminder card--I simply forgot about it. The card served another purpose as well, namely the "stamp" reminded me that I had promised to take my wife to see Hearst Castle soon. I had forgotten that item as well, so better get started on that." ******** REGGIE PLUMRIDGE recently underwent major surgery. According to Larry Hecker and our S/T he is recovering nicely. Send him a card. No details on the nature of the surgery. ******** 32

From AL GRANDSAERT--"--We went on the STEAMBOAT CRUISE last year with the TWA Seniors Club. Enjoyed it very much. Enjoy TARPA TOPICS very much, --keep it coming. P.S. What else can be done besides writing to ones Congressman-with respect to the NOTCH BABY thing? There should be a "NOTCH BABY" committee located somewhere.--Any ideas? " ******** Others who wrote in to say "thanks " for the TOPICS and expressing their enjoyment in reading it were O.L. HANSON, ELWOOD THORNTON and R.C.( BOB) CLARKE. Special thanks to A.T. ******** It is only after much thought that I decided to insert the following. Those of us who knew and worked with this gentleman will know that he would appreciate the humor and that in no way are we poking fun at any one or group with a similar impediment. That would be in bad taste. FOND MEMORIES OF DICK HEIDEMAN by Dick Beck He was always calm, steady, knowledgeable, and a highly skilled In addition he was gifted with a quick wit and an Aviator. outstanding sense of dry humor. Of course, he also had a stammering problem, which nobody minded. I've never been sure whether it was a major one or a minor one that he sometimes exaggerated when the time was appropriate. One day at the loading ramp in Rome, "Red" Babinger, the Maintainence Supervisor, called on the interphone. "Captain, are you ready to start 3?" Dick picked up the mike and said "I'll t-t-t-tell you OK, as s-s-s-soon as I can q-q-q-quit s-s-s-stammering." ** in Madrid, ready to leave for Lisbon, Santa Maria and New I was Dick brought the flight in from Rome. York. As he deplaned, I was waiting at the bottom of the loading steps when he asked "How's Ma-Ma-Madrid?" I said "Well, its springtime and there are alot of flies around." He paused, and then remarked "Can't be to-to-too careful. Have to watch out for those S-S-S-Spanish Flies." ******** I want to take this opportunity to express my sincerest thanks to our outgoing S/T "Jose" McCombs for all the material he has sent and for all the encouragement. "I COULDN'T HAVE DONE IT me WITHOUT HIM". ******** 33

CONVENTION IN NEW ORLEANS FROM ONE VIEWPOINT By A.T. Humbles Betty and I flew out of Norfolk, VA, on U.S. Air landing in Pittsburgh, PA. On TWA you always go through St. Louis, on U.S. Air it's Pittsburgh. There we ran into Ritchie and Shirley Beighlie. Conveniently, they had left from Islip, Long Island, on U.S. Air. Then we four went non-stop to New Orleans. We four are lucky to have sons flying for U.S. Air. Non-reving with that airline is a far cry from TWA. They go right ahead and assign you seats unless they are reasonably sure there will be no space. And, I have never heard those words "no meal on board for you." John and Betty Lattimore did a fine job hosting our reunion in the Crescent City. It was nice seeing so many who had not been at previous conventions as well as others. I think a fine time was had by all. The Clarion Hotel right downtown was very adequate. And, our reputation must have preceded us as the hospitality room was a big banquet hall. None of that worrying about overloading tiny balconies or hall jamming by socializers. Next day most everyone was on the Natchez Tour. We had a nice buffet lunch at the Top of the Mart, a revolving restaurant and bar on the waterfront with a marvelous view. Then the tour was on an authentic river steamer called the Natchez Queen. We were told it is one of only five paddle wheelers. The cruise down the Mississippi to the site of the Revolutionary War battlefield and back all the while entertained by a clear voice on the P.A. pointing out many, many things of interest. Learned to recognize Lloyds of London markings on ships. The banquet was a gala affair featuring prime rib as the entree. Music our type thanks to Ole Olson. Needless to say, plenty of conversation was present. Our President, Joe Brown, announced that Ray Dunn was recipient of the TARPA Award of Merit. Introduced the Eagles present which were; Arkie Ainsworth, Roy Brister, Bob Brower, Joe Creswell, George Duvall, Bill Harrison, H.F. McClimans, Herb Ottewill, Roger Don Rae, Alien Shoalts, Eddie Wells & Dave Kuhn. Recognized Ralph McClenahan, TWA Seniors Club President; Pat Toussell, the President of Clipped Wings; Brooks Johnston, President of RAPA; John Ferguson, first president of TARPA; Lyle Spencer and Russ Derickson, Past presidents of TARPA.


OUR TENNIS GROUP AT NEW ORLEANS Picture by Lemarus Butler Left to right, front row; Phylis Robertson, Marge Handy, Helene Andrews and Francis Rogers. Rear, left to right; Jack Robertson, Howard Hall, Bob Andrews, Larry Fauci, Bob Stuffings, Dick Faulds and Curtis Rogers. Not shown are Bill Burgner and Tennis Chairman Lee Butler. REPORT ON TENNIS TOURNAMENT BY CHAIRMAN BUTLER An enthusiastic but small group participated in the tennis tournament at the New Orleans 1989 TARPA Convention. Winners were Francis Rogers and Howard Hall. The runners up were Phylis Robertson and Dick Faulds. Event was at the Wisner Tennis Center. A good time was had by all.


Capt. Tom Ashwood Chairman of the TWA ALPA Master Executive Council addressing the business session in New Orleans. Tom was accompanied by Kent Scott, Vice Ghairman of the MEC. Brought us up to date on what is going on with TWA. Kent advised that anyone wishing to receive the MEC newsletter write him via the following address; TWA ALPA MEC 1801 Park 270 Drive Suite 260, Building II St. Louis, Missouri 63146 [Always love to hear that Tom Ashwood talk]


JOHN LEIN DANIELLE LEIN JOHN HAPPY [That John looks happy too!]



(Picture by John Happy) Left to right; Don Peters Russ Derickson Phil Hollar Larry Haake Bob Smith Lloyd Hubbard Earl Heinrich Capt. Derickson chaired the shooting event. The winners were; Trap - Russ Derickson Skeet - John Happy Over-all - Earl Heinrich

GOLF TOURNAMENT Dub Youngblood chaired this event. Glen Blevins won Low Gross and received the Jim Polizzi trophy donated by George Duvall. Runner Up was Bert Schaar, Low Net was Charlie Dill with Runner Up being Al Vande Velde.Eagles Winner, Roy Brister. Ladies; Lo Gross-Maxine Ellington, Lo Net-Ellie Hildebrand.



WILLIAM M. (DUB) YOUNBLOOD (on right) J. THADEUS MAY (on left)









Left to right; RUBY GARRETT PETE PLETCHER DICK BECK CHARLIE TUTTLE Photographer Happy says, "Now there's a foursome."

Chuck Lokey was at the reunion. He holds the distinction of being number one on the TWA pilots seniority list! Time marches on. Duffer: A golfer who is not having as much fun on Sunday as his wife thinks. Eagle: Two strokes under par. As rare as the bird of the same name.








LUM EDWARDS JOHN LATTIMORE Evidently, shepherding the New Orleans reunion was tiring. Glad to see John has a name tag so he can be led to shelter.

Left to right; George Toop, Chuck Tiseo and Dick Faulds. "Steamboating 1989" on Old Man River. [Pictures by Lee Butler]


THE TWA ALPA MASTER EXECUTIVE COUNCIL ALPA BOARD OF DIRECTORS CONVENTION MIAMI BEACH NOV. 1960 Seated, left to right; Don (Snuffy) Smith, Joe McCombs, Bill Murphy and Joe Stonskas. Standing, left to right; Warren Dennison, Bill Burgner, Fred Wells, Larry DeCelles, Doug Steele, Dick Kenny, Hoss Pollard, Bill Townsend, Bill Aman arry Mokler, Gerry Schemel, Bill Halliday, A.T. Humbles, Herb ,H Broderick, John Happy and Roger Kruse. Editor; Wasn't the TWA pilots' business in good hands?


TWA PILOTS RETIREMENT FOUNDATION By Captain Fred Arenas Briefly, the Foundation is a tax exempt charitable corporation. chartered in the state of Florida, whose sole purpose is to provide certain TWA flight deck crew members, (including retired Ozark pilots), who have retired under any of the provisions of the TWA Pilot or Flight Engineer Retirement Plans, monetary assistance on a charitable basis as may be deemed appropiate to enable them to meet and offset to some degree the effects of inflation and to maintain a reasonable minimum standard of living consistent with their individual circumstances. Widows and surviving children of deceased pilots are also eligible for assistance. The Foundation has an elected Board of Directors that works in cooperation with, but is independent, of TWA and ALPA . Each director serves without compensation in order to maximize fund resources. Funding is primarily from active and retired pilots contributions. Additionallly , active pilots may authorize direct payroll deduction. Contributors automatically become members of the Foundation. All questions regarding the Foundation, its finances and operation are available to members upon written request. The identity of Foundation recipients is, of course, held in strict confidence. As Harry Jacobsen, Vice President of our Foundation, stated to TARPA members assembled in New Orleans, the Foundation is presently lending assistance to 5 retired pilots and 1 widow. Thanks to the continuing support of the TWA pilots and the TARPA membership, our finances are presently in fairly good shape, however, of late the number of contributors is steadily declining. As best we can determine the problem is retiring contributing pilots, on payroll deduction, who leave the payroll and stop making contributions! The solution is to keep the Foundation in mind with a timely check. It's as simple as that. Contributions can be sent to any trustee, but Captain Bob Thompson, soon to join your "active" ranks, is your best bet since he's our Treasurer. If the Foundation is to succeed we need not only your financial assistance, but also your efforts in locating those in need - retired pilots, flight engineers, or their survivors and informing them of our existence and purpose. Once located, the individual or their guardian must complete a comprehensive application which surveys all income sources and special needs which must be notarized and returned to the Board of Trustees for screening and verifcation. Fraternally, Fred Arenas, President, TWA Pilots Retirement Foundation.

Your editor wishes to relate that Capt. Walt Gunn, PhD, brought copies of his book, Joy of Flying, to the reunion in New Orleans and accepted donations to the Pilots Retirement Foundation in lieu of pay! This fine gesture resulted in $700.00 being added to the Foundation fund.

Contributions payable to the TWA Pilots Retirement Foundation may be sent to its Treasurer; Capt. Robert R. Thompson, 807 W. Hintz Road, Arlington Heights, Illinois 60004.


I'd rather be wrong than Wright.


Left to right; Olivia DeHaviland Katie Wilson Vivian Leigh

The above photo sent in by Bill Dixon along with the following note; I think I took the enclosed picture in 1939 back when I was in the TWA News Bureau. It shows TWA hostess Katie Wilson who was "Miss American Aviation" and the hostess on this special charter going to the premiere of "Gone With The Wind" in Atlanta. I was using my trusty $12.50 35MM Argus! Katie, just as nice as she was beautiful, married Captain John Milne not long after and today they live in Los Altos, CA. John retired in the seventies and spent most of his flying career in San Francisco. *






EDITH & PHARES McFerren Taken by Ed Betts at last year's reunion in Tucson


SOME HISTORY ON THE TWA PILOTS MUTUAL AID PLAN BY CAPTAIN GEORGE DUVALL By letter dated February 8, 1989, George Duvall writes; This week the TOPICS arrived and I just finished reading it last evening but noticed a couple of things I thought I should offer advice on as your facts are not quite correct. In Dennis Taylor's letter to you on Page 16 you added your comments that Don "Snuffy" Smith was the father of the TWA Pilots Mutual Aid Plan. It is true that in later years he took over the management of it but he had nothing to do with its originatiion. The facts are that Red Foster was trying to promote such a plan which American already had and was being looked at by a couple of other pilot groups. It was strictly a mutual aid plan which American had and was administered by the widow of a pilot and was quite unique. Red met me in Pittsburgh as we were laying over between flights and wondered if our Credit Union could be used to handle such a plan for the TWA pilots. As I had been President of our Credit Union for the first 2½ years and was on the Board for a total of 11 years he thought I might be able to work out some plan. With only a few minutes to discuss it there I thought it would be impossible to handle such a deal but on the way to Chicago got thinking about it more. I was also Treasurer of the Air Line Pilots Association and founder of its Credit Union and later talked to some Credit Union officials about such an idea. They were of the belief if we had formed an Insurance company (even a fraternal) form that it might be possible so I checked further. It finally was realized that it would get too expensive and so I went back to went back to the mutual aid idea. I talked it over with the TWA Credit Union Board in Kansas City and suggested we use that organization only for the administration and financial end and I sold it to the Board with the idea that we could increase our pilot participatioon that way. They sent me to the Missouri Capitol to discuss it with the Credit Union department there and I was able to sell them on it. Briefly, ALPA would handle it (that is, sell it to the pilots and collect the forms) and the Credit Union would require each member to also be a Credit Union member and maintain a minimum of $25.00 in their account which could be used to pay their proportionate share whenever a claim arose. Each member would also agree to have $25.00 paid into the Credit Union as a minimum amount each month by payroll deduction and for handling the financial lend the Credit Union would charge each member 25c per month. Benefits were either $250.00 per month for First Officers or $500.00 per month for Captains who paid twice as much for their coverage. It was a unique idea and several other airline groups copied it later on for it was simple, inexpensive and needed. Red Foster was MEC Chairman at the time we started it but had someone from the Kansas City Council handle the claims and investigations etc. and it was quite a success. In later years as it grew rapidly after the war Snuffy was asked to take over the administrationof it and since my retirement I have lost track of how it is going but I am sure it is still operating and Vera Sample took care of it for the pilots until her retirement a couple of years ago. Incidentally, Vera became known to most every pilot because of this. She also was the one who really made it work from the start.


CAPTAINS FLOYD, HOWARD & WES HALL To A.T. from Howard Hall: An enclosing a snap of three Halls. They were once on TWA Pilots seniority list at one time. I believe this is a record. It is yours to do as you see fit. Floyd went to EAstern. Wes went to FAA. All are living and going strong. Howard E. retired 3 February 1962. He didn't retire, they refused to schedule him further!

Capt. Joe S. McCombs giving his Secretary Treasurer report and farewell speech at the business meeting in New Orleans. Left to right; PHIL HOLLAR A.T. HUMBLES JOE BROWN JOE MCCOMBS AL MUNDO LLOYD HUBBARD


Joseph L. (Joe) Peterson 131 Pepper Court Los Altos, CA 94022-3754


Jan. 30,1989

DEAR AT: The following poem was written by a passenger on (8747) F741 of 7May87 from FRA to JFK and was sent to the cockpit by the passenger, a Miss Jackie Holanda. Capt. Phil Rimmler was in command of the flight. The poem is well written and I am sending it on to you as being worthy of consideration for inclusion in one of the issues of Tarpa Topics.

Best Personal Regards,


The time has come to make our flight, to New York we must fly-Of course were nervous as can be and here's the reason why----; The plane's so big you can't believe that off the ground it will go---With many people all aboard and 'twill become as light as snow. The stewardess and steward do help us find our seats--We unload our things and buckle up just waiting for their "treats". The safety features we are shown, exactly what to do--And then before too long, with drinks they're coming through. The meal of pork or chicken was delicious as can be--And soon there'll be a picture show for all of us to see. Now the greatest of this flight, you see, was the marathon we did hear-from the Captain in the cockpit whom to us was very dear. He took us on the journey and well arrive ahead of time-for with the winds behind us, well arrive just fine. We thank him for the pleasure of this trip we've had today-for we've enjoyed the journey on this lovely day in May.


From Bill Dixon: I took this picture of Larry, Joe and Betty DeCelles at Ft. Bragg, Fayetteville, North Carolina, in the summer of 1944, I believe. We were both in the 314th Troop Carrier Squadron and First Lieutenants. Larry joined TWA one class behind me in September 1945. We were both from the Kansas City area and had met once there. Quite a coincidence to end up in the same squadron. Little Joe, as we called him, is now a TWA Captain.

CHUCK & PAT HASLER Chuck has served many a cool one over the hospitality room bar at our reunions. And we are most appreciative of our perennial HEAD BARTENDER, Katie Buchanan! 50

Retired Airline Pilots Association April 25, 1989 A.T. Humbles Route #2, Box 152 Bellhaven, NC 27810 Dear A.T.,

PRESIDENT Brooks Johnston (NWA) 395 - 101st Ave. S.E. Bellevue, WA 98004 (206) 454-5462 SENIOR VICE PRESIDENT George Corbett (CON) 6801 Benito Court Ft. Worth, TX 76126 (817) 731-2453 VICE PRESIDENT Raymond Merritt (USAIR) 1950 Palm City Road Stuart, FL 33494 (407) 286-3096 SECRETARY / INSURANCE CHAIRMAN William Root (BNF) 3956 Cedar Bayou Drive Dallas, TX 75244 (214) 247-8004 TREASURER Merrill Kuehn (NWA) 17333 - 4th Ave. S.W. Seattle, WA 98166 (206) 242-0893 VICE PRESIDENT (NO. CAL.) Sylvanus Devine (UAL) 706 Casa Bonita Ct, Los Altos, CA 94022 (415) 948-9255 VICE PRESIDENT (ARIZONA) Russell Derickson (TWA) 5344 N. Via Sempreverde Tucson, AZ 85715 (602) 299-3320 VICE PRESIDENT (CO. / WY.) James Hanson (FAL) 13626 E. Evans Ave. Aurora, CO 80012 (303) 750-6478 VICE PRESIDENT (NEVADA) James Blackwell (REP) 4436 E. Live Oak Drive Las Vegas, NV 89121 (702) 456-0134 VICE PRESIDENT (SO. CAL) Al Santmyer (UAL) P.O. Box 1142 Carefree, AZ 85377 (602) 488-3018 VICE PRESIDENT (HAWAII / PAC.) Robert Vanek (HAL) 448 Iliaina Street Kailua, HI 96734 (808) 254-2522 LEGISLATIVE VICE PRESIDENT John Stefanki (UAL) 26901 Beatrice Ln. Los Altos Hills, CA 94022 (415) 941-1299

The 1989 TARPA Convention provided RAPA an opportunity to expand mutual communications. In these "inter-line" meetings, there is an underlying feeling of fraternity - peculiar to airline pilots. As we know, we shared a common airspace and, sometimes, startling experiences. Flight experiences were not alone as " exciting times " . Benefits negotiated over a fifty year period added to the excitement. No more "intimate" life experience exists other than marriage itself. In retireIt is fortunate that we have that "fraternity " . ment, the security we imagined has frequently been illusory. Deregulation, bankruptcies, mergers, buyouts, and dismemberment has yielded an eruptive spasm the airline Old, established industry has never experienced before. airlines have simply disappeared. These events affect active pilots primarily. Yet active pilot's can negotiate and recover, This option is not Frequently, the retiree is stripped available to retirees. of earned benefits by inventive take-over impresarios. If there were no other reason, the above should be reason enough for the existence of R.A.P.A. There are more reasons - each airline has its own menu of retiree take-aways. As in the 1934 founding of ALPA, the need exists today in RAPA is a logical choice. Union serves its own union. master. With the support of TARPA's Membership, RAPA will maintain successful programs we hope will enhance those so called " Golden Years " by the preservation of earned benefits. In closing, congratulations to Harold Miller for his willingness to serve as RAPA's East Coast Delegate. You will hear more of Hal in future RAPA newsletters and TARPA TOPICS. To TARPA, thanks for the memories of New Orleans, 1989.

Brooks Johnston BJ/uj 51

RETIRED AIRLINE PILOTS ASSOCIATION REPORT By Captain Russell G. Derickson RAPA was formed in the early 1970's and with retired flight crew personnel from 17 airlines now has a total membership of 8500 including Associate Members. Progress has been made in certain areas the past 15 to 17 years, however some disturbances and strong differences of opinion have occurred along the way. Recently under the leadership of the late Al Clay and the current president, Brooks Johnston from Northwest Airlines, a keen interest and a sense of responsibility have been re-generated. Brooks Johnston is a strong and capable President. With the assistance of a progressive executive committee he has been active in many areas. Brooks attended the TARPA convention on April 12-13, 1989, and addressed the membership on the morning of April 13. Below is a review of some of the issues he has been involved in. 1. Establishing a relationship with Henry Duffy, President of ALPA. 2. Establishing a social affiliation with CALPA (rat.), the Canadian ALPA and Airmen Association. 3. Actively urging the 1989 Congress to amend the unfavorable Medicare Catastrophic Coverage act passed by the 1988 Congress. 4. Pursuing with members of the U.S. Senate and U.S. House of Representatives, the Notch Baby Age Discrimination in Social Security payments to individuals born between 1917 and 1928. 5. Working on a long-term care insurance proposal. 6. Establishing a relationship with the Aviation Research and Education Foundation. We (TARPA) have a sound, successful and a going organization. A good insurance program, professional newsletters (TARPA TOPICS and the Grapevine), administrative developments set up by the Secretary/Treasurer and his computer which have put TARPA on a business level, and our total membership and size of our conventions every year attests to the fact we have done well. Al Clay and I discussed TARPA and RAPA just a few days before he traveled west. We were in agreement that regardless of TARPA's strength and accomplishments there was a definite need for a National Retired Pilots Organization. It was our opinion that we should support RAPA and help strengthen and develop its standing in the airline industry. If any of you have suggestions for future RAPA goals please advise Joe Brown, me or any other TARPA Board member. RAPA has suggested a "stamp fund" to help defray their mailing costs. This would be strictly voluntary. Anyone who cares to contribute please mail to Merrill Kuehn, Treasurer, RAPA 117333 - 4th Ave. S.W. Seattle, WA 98166 The next RAPA convention is scheduled for Nov. 1,2 and 3, 1989, at the U.S. Marines Memorial Hotel in San Francisco, 2 blocks from Union Square. You are all invited. You are strongly urged to write to your Congressmen regarding the unfavorable Medicare Catastrophic Coverage Act! *






[Capt. Derickson received responses from all 3 of his Congressman. Senator John McCain introduced Bill S 335 to correct this injustice. Senator Dennis DeConcini put forth S 660. Rep. Jim Kolbe opposed the original law and is cosponsoring legislation to repeal PL 100-360, the infamous Catastrophy.]


ENDING THE MARTIN ERA ON TWA By. F.L. Smith [Editor's Note; We shortstopped this on its way to Ed Betts and decided it was entertaining enough to publish here] Dear Ed; This is my first entry into your copious annals of aviation history. Quite frankly, I've never felt qualified before as I was a mere babe during most of the history you have chronicled. But when I read in the last issue of "TARPA TOPICS" that you were collecting data on the Martin Era, bah! I not only qualify, I have a story that must be included. It must, because it concerns the ending of TWA's "love-affair" (?) with the venerable 202's and 404's. I graduated from the DC-3's to the Martins as co-pilot flying with such greats as Joe McCombs, Eddie Mehan, Fred Sigman, Floyd Valentine, Dave Spain, Jim Eischeid, Horton Hale and finally checking out under the tutelage of Lee Butler - an experience he will never forget! Later I held down the fort while all the afore-mentioned further graduated to the Connies and International. I wondered how I suddenly got so senior to hold a run from EWR to OKC in the summer time - until I flew my first trip. While all my mentors were enjoying the advantages of radar and pressurized flight, I was trying to duck underneath and searching for the end of the line squall that stretched endlessly along my route. But I digress from my story. When the "love-affair" ended, my domicile EWR, ended up with the last three unsold, untraded, uncrashed 404's on the line. TWA had never been very proud of the Martin. Come to think of it, they had never been very proud of EWR either. The combination of the two was untenable and it was a foregone conclusion that both were scheduled for a timely demise. The Martins went first. One icy winter eve I received a call from our beloved "chief-pilot", Larry Girard, asking me if I would be interested in ferrying out the last of our 404's. Such an assignment must always be considered suspect with my feeble seniority so I asked the usual questions of who, why, what, when and where to. It turned out that these aircraft had been sold to (as I remember) Panamanian Airlines. Their chief pilot and his first officer had been rushed through our esteemed Training Center with, I understand, instructions to tell them they had done better than any pilot in our history and had broken all records for minimum time. The subject aircraft that I was to fly was hangared at EWR and all references to Trans World Airlines obliterated by white paint. The NC numbers were to be painted out on arrival at MIA since it was sold to a foreign carrier. "Your mission, Mr. Phelps, should you choose to accept it, is to ferry this unidentified piece of equipment, with the recently checked-out Panamanian pilot as your co-pilot. Should you crash and burn, your company will deny an knowledge of you or your @*!!C)**! aircraft. Oh, by the way, the Panamanian ace doesn't speak any English!" Ah!, I knew it was more than my awesome senority number that dictated my selection for such a choice assignment. Lord knows how they how they handled this at the Training Center. I spoke excellent Spanish having come to TWA direct from a PAA subsidiary, SAHSA. I was based in Tegucigalpa, Honduras, where all communications were conducted in Spanish. Larry had gotten wind of this and obviously jumped over many senior pilots to assign me to this prestigious adventure. Upon arrival at EWR for the scheduled departure (it was a "hangar-operation" due to weather) I entered the aircraft to find the Latino Capitano in the left seat. I immediately protested to Girard (in English) and the situation was corrected.


ENDING THE MARTIN ERA ON TWA company identification obliterated I asked Larry what I should Having all use as an identifier. "Anything you want", he replied, and evidently vacated the hangar for home, a fire and a dry Martini. Taxiing out at EWR I used my N number as a call sign. They asked me for a company identification. Having a warped sense of humor, and realizing that this was going to be a long night, I replied, "The Grace L. Ferguson Airline and Storm Door Company." Believe it or not, this was accepted and we were cleared to MIA via the various airways. Upon being passed to Washington Center enroute, we were again asked to identify ourselves. Becoming rather fond of our sudden importance, I again gave the same company identification. This, of course, had been passed along by New York Center, and after a prolonged silence the controller asked, "Is Grace there?" I said, "No, she's working the storm door department!" This seemed to satisfy them and I completed the last Martin leg to MIA having to endure nothing more than a few snickers from guys in the Miami Center. This completes my contribution to the Martin Era, including its inglorious end at the hands of TWA. I ended up with 4500 hours in the 202's and 404's including my hours with Grace L. (I beat you, A.T., as a matter of fact, I was with you on your qualification trip with Fred Sigman (Ole "Siggy"). You made a very commendable landing at HAR! Fraternally, F.L. (Funlovin') Smith *






Photo by Bill Dixon taken on 18 January 1989 in the Turf Club at the Bay Meadows Racetrack near San Francisco airport. It was a "Day at the Races" sponsored by the Pacific-Northwest Chapter of the TWA Seniors. 42 retirees and spouses were there, all had a great time but didn't win much money. Bill thinks Bob Kadock's wife, the former Rosemary Grana, did the best.

GOLF HUMOR: DIOGENES: If he came back today looking for an honest man, he could skip the golf courses.


POST-WORLD WAR II AIRLINERS (CIRCA ]945-1949) by Ed Betts As a prelude, or an introduction, to the article about the Martin 202A/404 fleet operated by TWA, this first "chapter" will review what aircraft were offered (or proposed) by the US manufacturers during the five year period immediately following the end of WWII. Some were converted military transports, others were a major modification of a bomber and a number were in the design or mockup stage. The production of US-built aircraft peaked in 1944, and by early 1945 the military began to trim down the orders for certain types of fighters, bombers, etc., and a number were cancelled entirely. For example: during the years 1942-1945 a total of 277,766 aircraft were produced; a total of 1,669 were produced in 1946. Emphasis was now on "super" bombers or transports and jet fighters. Surveys had shown that 70% of all commercial air travel was for a distance of 500 miles or less. One forecast was certain: there would be an overabundant supply of surplus transports such as the DC-3 (C-47 etc.), C-54 (DC-4) and C-46 ("Commando") which would be available from the military. According to USAAF statistics there were a total of 10,237 transport-type aircraft in its inventory at the end of 1944. At the end of 1945 there were 4,538...a decrease of 5,699! Before building the "Carts" (the proposed aircraft), included is a review of the "Horses" (the engines and propellers) possibly available. The Allison Division of General Motors concentrated on a peacetime application of its V-1710 series. The latest was a 1,500hp liquid-cooled engine, as well as the new jet propulsion designed by the General Electric Company (the J33). At the time Allison was experimenting with water injection, as well as ways of extending the average time of 15 hours operating the engine without mechanical failures. The Curtiss-Wright Corporation Propeller Division had closed for 4 months after the war while they consolidated several plants into the main base. Their latest propeller (designed for the B-29) was 18'2" in diameter, electrically operated, and was the reversible type with hollow steel blades. A new feature was automatic synchronization that reduced vibration on multi-engine aircraft and eliminated the off-rhythm throb or beat. The hollow blades permitted heat to be used for anti-icing or de-icing. Hamilton Standard Propellers (Division of United Aircraft Corp.) closed a number of its branch plants and consolidated operations at East Hartford, Ct. In early 1946, Hamilton Standard was producing a limited number of the "super-hydromatic" propellers, which would have reverse pitch, as well as the former 'secret' automatic synchronizer. They were also using the hollow-steel blade for propellers over 13' in diameter, as well as experiments with square tips for greater efficiency and the four-bladed varieties. Pratt & Whitney Aircraft (Division of United Aircraft Corp.) and its many licensees produced 363,619 P&W "Wasp" engines during the war. The post-war production was at their main base located at East Hartford. After VJ Day production included: the standard R-985 (450 hp) Wasp Junior, R-1340 (600 hp), R-1830 (1,200 hp, the "Twin-Wasp"), R-2000 (1,450 hp), the R-2800 (2,400 hp, with water injection) and the "Wasp Majors". The latter were the R-4360 series (4 rows of 7 cylinders each, called the "Corncob") with ratings from 3,000 to 3,500 hp. The "Major" had been a secret, until November, 1945, although it had been under development and tests since it was first authorized by the military in late 1940. The first test was in May 1942, and completion of the 150-hour qualification runs in December 1944 .


POST-WAR AIRLINERS The Wright Aeronautical Corporation (Patterson, NJ) and its subsidiaries produced 202,]60 "Cyclone" engines during the war. Their latest developments included increasing the Cyclone 9 (one row, 9 cylinders) series to 1,425 hp, and the production of its Cyclone 18 (two rows, 9 cylinders, 2,200 hp R3350-BA). These were currently used on the Boeing B-29 bomber, Lockheed P2V "Neptune" and C-69 "Constellation". In ]946, Wright was producing the 3350-BD series (with fuel injection and forged cylinder heads) of 2,500 hp. By late 1945-early 1946 , the following aircraft were being flown by the major US domestic carriers, were on order by them, or were in the proposal stage by the manufacturers (in alphabetical order)...and orders gladly accepted! The outline or illustrations were copied from various publications of the period, such as "Jane's All The World's Aircraft", "The Aircraft Yearbook", etc., and are not A few bomber photos will be included for comparison. necessarily to scale. In the pre-war years, when Jack Frye, Paul Richter and "Tommy" Tomlinson were in top management, TWA made the specifications for and the initial orders to buy three airplanes which would make aviation history. These were the DC-1/DC-2 (the forerunner of the DC-3), the 4-engine Boeing 307 Stratoliner and the Lockheed Constellation (when Howard Hughes became majority stockholder in 1939). The first B-17 (Boeing Model 299) flew in August of 1935 and by April of 1945, when production was completed, a total of 12,726 had been built (including those by Vega and Douglas during the war). The average cost, including engines and armament, was $238,329. For a short time after the war, TWA had two surplus B-]7's: one for weather research and one as an executive aircraft. BOEING B-17 "Flying Fortress"

BOEING 307 "Stratoliner"

In 1935 , the plans were made to build a commercial transport (dubbed the 307 Stratoliner) which would use basically the same wings, tail and engines as the B-17 (including nacelles and landing gear). A cigar-shaped fuselage (with a pressurized cabin) was the noticeable difference. Construction began 1938 in 1937. The first flight was in December of and inauguration of service was in mid-1940 by TWA and Pan American. All five of TWA's Stratoliners were drafted by the Army immediately after the US entered the war, for international transport service. They were released in late 1944 , and delivered to the Boeing plant for an overhaul and numerous modifications. The pressurization system, which had been removed for the military service, was not re-installed. They returned to domestic schedules in May of 1945 and, until the Connies were introduced (in early 1946), were the only 4-engine commercial airliners flying in the USA.


POST-WAR AIRLINERS Boeing was making plans for a commercial version of their giant 4-engine XC-97 transport, the Model 377 "Stratocruiser", with deliveries scheduled to start in late 3946. There were numerous delays, and deliveries didn't begin until February 1949. A total of 55 aircraft were produced for Pan Am, UAL, NWA, BOAC and SAS (at a cost of about $3,500,000 each). It was powered by the P&W Wasp "Major" engines, had a maximum takeoff weight of 148,000 lbs and cruised faster than 300 It was hailed as the epitome for first class air travel with sleeper (opmph. tional) accommodations, dressing rooms plus a spacious bar and lounge area in a lower deck.

BOEING 417 twin-engine transport

BOEING 377 "Stratocruiser"

Typical of the major manufacturers at the time, a second (or an alternate) aircraft was in their proposals to the airline representatives for consideration. They generally had both a 4-engine and a 2-engine model in at least the drawing or design stage. Any further development would depend on the interest shown and the number of contingent orders made. Most manufacturers were looking ahead for an airplane which would replace the venerable DC-3. Boeing had a Model B-437, a high-wing 2-engine transport in the design stage, but the project was cancelled for lack of orders (it was too small, only 28 passengers). Years later the plans were sold to the Fokker Company (of Holland) and was the basis for their 28-passenger F-27, the turbo-prop "Friendship". The US version, built under contract by Fairchild, used the Rolls-Royce "Dart" engine and was introduced in 1955. In December of 3941 the Vultee Aircraft Incorporated acquired working control of the Consolidated Aircraft Corporation. In March of 1943, the two merged and the aircraft produced were more commonly referred to as "Convairs". The company had several proposals, two of which were modifications of their B-24 bomber (or C-87 to a passenger configuration. Both the Model 33 and 39 had the high transport) wing of the B-24, but with a single tail. The Model 33 was 108' in length and a wingspan of 135'. The Model 39 was smaller with a length of 90' and wingspan of 110' ( the B-24 fuselage was 64'4" and a wingspan of 110'). The Model 37 was a commercial version of the XC-99, the double-deck six-engine (pusher type) troop transport capable of carrying over 200 passengers on a nonstop flight from NYC to London in less than 10 hours. It was 183' in length, had a 230' wingspan and grossed at 320,000 pounds. TWA considered a small fleet of the CV-37's, but decided to stay with the Constellations. At the time, two XC-99's were on order by the military. The CV-33 and CV-39 did not get beyond the drawing stage.



CONSOLIDATED B-24 "Liberator"


Starting in early ]944, the company began the design of a twin-engine transport, dubbed the CV110 , which could be pressurized and carry about 40 passengers at a speed between 250 and 300 mph. A wooden mockup was built in secrecy, in a remote attic. When the war ended, and restrictions lifted, the plane was announced to the airlines. American had ordered a twin-engine Martin, but cancelled, and ordered ]00 (later lowered to 75) of the Convairs. The prototype ]]0 was 71' long and had a 9]' wingspan. Provisions were made for a self-contained boarding ramp which lowered from the rear of the cabin. It first flew in July of 1946, but it was not acceptable. A second version, dubbed the CV240, was first flown in March of 1947, and was a success. The CV240 was basically the same as the CV110 but every dimension was different. The CV240 had a wing span of 91'9" and a 74'8" fuselage with a set of steps that unfolded from the left front cabin door. It was almost a year later, until April of 1948, before they were introduced by American. It was the first twinengine US transport with cabin pressurization. A total of 176 CV240's were built. The price in 1948 was about $300,000...$530,000 in 1951. 195

C"Convair ONSOLIDATED VULTEE 240 Liner" (original model with cabin door in rear)

The CV240 used the P&W R2800-CA18 engine, which produced 2,400hp for takeoff using ADI (or more commonly referred to as "water injection"). A unique feature, which added 10 to 12 mph speed, was "Exhaust Gas Augmentation". The air/exhaust mixture in a ratio of 5 to 1 was ejected by way of a venturi section into twin tail pipes which were located in the rear and top of the engine nacelle. As it later turned out, the augmenter tubes acted as resonators which created a very high and objectionable noise level near their proximity to the cabin. TWA was very interested in the CV240, it will be discussed later,





The Curtiss Wright Aircraft Division had two aircraft proposed, one was a modified version of their military C-46E, dubbed the CW-20E. The CW-20E could be (if requested and ordered) converted from a "tail dragger" to a tricycle gear which would give the advantage of a level cabin on the ground, and the option of using Also proposed was the 4-engine CW-32 (The "Flying reversible pitch propellers. TWA gave serious consideration to the CW-20 as a DC-3 replacement. The Truck"). air cargo business had not developed sufficiently to consider the CW-32. A C-46E cost the government $233,000; surplus they were available from 5,000 to $25,000. Slick Airways began their o p erations in March of 1946. using ten "Commandos" .

DOUGLAS "Super DC-3" Note the squared wing tips and new sweep back on the leading and trailing edges etc.

airplane of all time was the The most successful Douglas DC-3 (military C-47 etc.), which was introduced in mid-1936 by AAL. A total of 10,123 were estimated (not counting Russian or Japanese copies) to have been produced and many are still in active service today. Benny Howard, noted test pilot and aircraft designer prefected a number of improvements to the DC-3 by streamlining certain areas, such as enclosing the main gears in a modified engine nacelle when retracted, a partially Several companies had retractable tailwheel etc. their "kits" for modifications (mostly executiveThere were lawsuits and countertype aircraft). suits for patent infringements. Douglas had plans for a "Super DC-3", that incorporated many of the improvements, but production didn't start until 1949. A total of 100 were built (for the Navy), but only two were used by any airline (Capital). The Super DC-3 had a price tag of $250,000, twice the pre-war cost of a DC-3. Either the Wright or P&W 1,475 hp engines could be used which gave it a cruising speed of 250 mph. The fuselage was 39" longer than the usual DC-3 (30 passengers) and it had square wingtips. It grossed at 31,000 lbs.



DOUGLAS C-54 "Skymaster" Transport


The Douglas 4-engine DC-4 transport was on the verge of delivery to several airlines when the US went to war and all civilian aircraft production was ceased. A military version, the C-54 (R5-D etc.) was soon on the production line and was the workhorse for long range and heavy load transportation. Until production was suddenly cancelled following VJ Day, a total of 1,162 were produced. After the war Douglas built another 84 DC-4's (at a cost of $385,000 each). The first DC-4 (a converted C-54) entered domestic service by American in March 1946. Douglas was tooling up for the stretched and pressurized version, the DC-6, which was to be powered by the P&W R2800 (2,400 hp) engines. United and American introduced the DC-6 in April 1947. All DC-6's were grounded from 11/12/47 to 3/21/48 for modifications of the fuel system following two in-flight fires. Up to the time the larger DC-6A/DC-6B series began, 175 DC-6s were built at a cost of $720,000. The giant Douglas C-74 "Globemaster" was first test flown (by Benny Howard) from the Long Beach plant on 9/5/45. With the military cancellations, only 14 were produced for the USAF. It was powered by the P&W Wasp "Major" engine, and was capable of circling the globe with only two stops with a full load. The fuselage was ]24'2" and the wingspan ]73'3". It grossed about 165,000 lbs and cruised at 300 mph. The pilot's had a 260 degree visibility from the cockpit as the side windows protruded similar to a "bug-eye" effect. Soon after the C-74 was tested, Douglas began develGlobemastr" oping the double-deck C-I24 " A commercial version of the C-74, dubbed the DC-7, was proposed to the airlines. TWA was very interested in the plane, and as first in line for deliveries, but did lot order any due to commitments with the onstellations. The DC-7 project was cancelled, and the number 7 later used for a retched version of the DC-6 series.


DOUGLAS C-74 Military Transport (original "Globemaster ")

POST-WAR AIRLINERS Douglas had what appeared to be a worthy successor to the DC-3, a proposed transport version of the XB-42 bomber which would be 50% faster and carry double the payload at about half the usual passenger-mile operating costs. Tentatively it was known as the DC-8 "Skybus" (also referred to as the "Mixmaster"). There were several sizes proposed, varying from the 110 ' wingspan and 78 ' fuselage to one with a 87 ' wing span and 57' fuselage . The XB-42 had been a well-kept secret all during the 18 months of design, development (3 were built) and initial tests. On 12/8/45, the plane made its public debut and made a record-setting flight by flying non-stop from Long Beach Tail of the DOUGLAS XB-42 Bomber to DCA in 5 hrs and 17 min. The plane was powered by 2 Allison liquid-cooled (1,850 hp) engines which were located inside and to the front (under the cockpit) of the fuselage. The engines were connected by a 30' shaft to 2 Curtiss Electric counter-rotating, coaxial propellers located to the rear of the tail section. The DC-8 had a 39,500 max takeoff and landing weight with a 15,585 pound useful load (including fuel). TWA was interested in the plane's potential, with either the Allison or Ranger engine. There were doubts as to the integrity of the 30' shaft as well as potential problems having the engine inside the fuselage (vibration, fire and fumes) and extra maintenance. The plane needed a long runway for takeoff, plus the possibility of prop damage from ground debris. The DC-8 project was cancelled. Douglas also built a prototype XB-43 (the first jet bomber) with basically the same design except it was powered by two T.G.I80 engines (8,000 lbs thrust). It was first flown on 5/37/46, and attained speeds in excess of 500 mph at altitudes above 38,000'. The Fairchild Engine & Aircraft Corporation continued to produce their all-cargo "Packet", including the C-82, C-119 and C-120 series for the military. They were all twin-engine with a high wing and double tail boom type, with easy access doors for loading. However, few were used by the major airlines. TWA had one for use as an engine carrier (based in France) for the International Division only. Another airliner which was introduced before the war was the Lockheed "Lodestar"; an 38-passenger Includig plane with a cruise speed of 233 mph. the military "Ventura", a total of 625 were produced (price $86,500). One was owned by TWA before the war (Jack Frye's VIP transport). After the war one enterprising manufacturer proposed a pressurized version of the "Lodestar".





LOCKHEED 049 'Constellation'

Lockheed got the jump against all US competitors in the post-war production of commercial aircraft by quickly converting the C-69 "Constellation", which was still under tests and proving runs by the USAAF, TWA and PanAm, to the 049 model for airline use. These were delivered in late 1945 , and entered service in February 1946. The 049, which was powered by the Wright 3350-BA engine (2,200 hp), cost about $800,000. Including the military version there were 88 of the 049's produced by May of 1947. The Connie production suffered a temporary setback in mid-1946, when they were grounded due to a serious defect in the electrical system (the CAA grounding order followed the crash of a TWA Connie in July). While the fleet was grounded, TWA began the conversion to fuel injection. Eastern introduced the 649 model in mid-1947, a modernized version which was powered by the 2,500 hp Wright 3350-BD engine. TWA introduced the 749 model, which had additional fuel tanks and longer range capability, in early 1948. Two years later TWA introduced the 749A model. A total of 233 small Connies, including C-69 ' s, were produced by Lockheed before they started the "Super" series in late 1951. Glen L. Martin, the company president, taught himself to fly in 1908, and a year later established his own aeroplane manufacturing company in Santa Ana, Ca., and in later years at Baltimore, Md. He built his first bomber for the Army in 1913 , after the Wright and Curtiss planes had been grounded following a series of accidents. Bill Boeing learned to fly at the Martin school and established his own factory in 1916. During WWI Martin was allied with the Wright Company; among the engineers employed were Donald Douglas and Chance Vought. James McDonnell was an engineer with Martin circa 1932-1938 , and established his plant in 1939. William K. Ebel started out as a draftsman with Martin in 1924 , was with Douglas during the years 1926-1939 , and returned to Martin in 1939 as Chief Engineer and the VP of Engineering. In 1926 Martin produced the first bomber with air-cooled radial engines. In 1934 the twin-engine B-10 bomber was introduced and was considered America's finest until the 4-engine giants (such as the B-17) were produced. Most of the Martin production during the 30's was flying boats for the Navy, plus the famous "Clipper" series which PanAm pioneered their Pacific route in 1935 . In 1939, the Army and Martin made an unusual contract to produce a modern twin-engine bomber (the B-26 "Torpedo", later known as the "Marauder"): no prototype was required, they were to start immediately with the design, development and production.


POST-WAR AIRLINERS The B-26 was first flown in 1941 , by Martin test pilot Orville "Pat" Tibbs. The official title for the plane was the "Marauder", but it was soon referred to as the "Widow Maker" or "Flying Prostitute"(no visible means of support) after a series of accidents or incidents. The plane was grounded by the Army four times for investigation, the 4th time was in early ]942, by order of General "Hap" Arnold. A special committee, headed by General Carl Spaatz, was to decide if further production should continue and the planes then in service be grounded, or make recommendations for necessary modifications. The committee recommended numerous major changes, including a larger tail and rudder plus an increase in the wing span from 65 to 7]'. The grounding order was lifted in May of 1942. As it later turned out, the B-26 had the best record (least loss rate) for all bomber-type aircraft in operational missions. A few defects were not corMARTIN B-26 'Marauder' rected that gave the pilots and maintenance crews some problems. The Curtiss Electric props required an extremely dependable electrical system...a weak battery could cause a propeller to go into the low pitch (high rpm) position on takeoff, which was comparable to an engine failure. The flight crews were trained to immediately recognize the problem and to bring down the rpm manually (using the feathering button). Although it wasn't considered a major problem, many a B-26 wound up on its belly when one of the pilots mistakenly raised the gear instead of the flaps after landing. For whatever reason, it was easy to make this error despite the fact the individual handles were located on opposite sides of the control pedestal between the pilots. A total of 5,157 B-26's were built before production ceased in March of 1945. Shortly after VE Day a group of Martin's engineers, headed by Allan Roshkind, moved to a downtown Baltimore office where they were to design a post-war twin-engine airliner. This was a secret project, and by VJ Day (Sept 2) the project was already in the wooden mockup stage. The plane, dubbed the Model 202 "Mercury", was announced in late ]945. American's engineers were, at the time, working with the Martin engineers as to the specifications... which included their usual right side main cabin door. The 36-passenger airliner was not planned to be pressurized. American changed its mind and switched to the Convair 240. Despite the loss of American's potential orders, at the end of 1945 Martin claimed a total of more than $31,000,000 for 155 aircraft Prototype Model 202 'Martin Liner' by five major airlines. Penn Central was now note the flat wing dihedral) first in line for deliveries, and requested a major modification which included the self- contained rear loading stairs. This was in addition to a main cabin door in the front left side of the cabin. Penn Central had financial problems, defaulted on its order, and Northwest moved up to first in line for deliveries.


POST-WAR AIRLINERS Another order, announced at the end of 1945, was by United for 35 ($9,000,000) of a smaller (28 passenger) and pressurized version, dubbed the 303. An extra ]0 to ]2 mph speed would be gained by utilizing exhaust jet augmentation, similar to that used on the CV240. Also in the Martin-United plans was a turboprop Model 304, which would be used for test and proving purposes on their all-cargo flights. The 202 was first flown by Pat Tibbs in November of ]946. It had an inauspicious beginning as the right gear wouldn't lock and collapsed after landing. A number of major modifications were required before the airplane could comply with the new CAA requirements (and certification) for "T Category" transport aircraft. The wing dihedral was too flat, which did not give enough warning to the pilots of an approaching The production Model 202 "Martin Liner" stall. The main wing spar was one piece. The (new wing design and dorsal-type tail) major mod was to construct the wing in 3 sections, with the two sections outboard of the engine nacelles tilted upward at a 15 degree dihedral. The outboard section was connected to the main (center) section by a step-type splice. Much more to follow on the subject of this splice. One of the most controversial features employed to satisfy the CAA with engineout performance on takeoff was "auto feather". The CAA did not think the pilots would recognize a problem quick enough, or accurately, in order for the airplane to perform during the critical stage of a low airspeed. A sensor would recognize an engine failure (after a few seconds delay to distinguish from a "cough"), and automatically shut the engine down and feather the propeller. Auto feather was a mandatory item for every takeoff: the only exception was a ferry flight, with a special authorization from planning, with no passengers or nonrevs aboard. The Martin 202 was awarded its CAA license on 8/13/47, and NWA inaugurated their service gross in November. About the same time the CAA certified an increase in weight from 38,000 to 39,900 lbs (the designed maximum). The 303 was was first tested in June 1 947. It did not go into production. North American Aviation devoted its entire efforts and facilities to the development of jet propelled military aircraft.

NORTHROP "Pioneer"

La Motte T. Cohu was Board Chairman and General Manager for Northrop Aircraft (1939-1947). Besides the B-35 "Flying Wing" Bomber, a trimotor high-wing troop or cargo transport was proposed. The "Pioneer", which resembled the famous Ford tri-motor, was designed to operate into fields as small as 750' in length with a useful load of 10,600 lbs (takeoff wt 25,000). Neither the military or the airlines were interested. After numerous modifications, the C-125 "Raider" was developed in 1949. 23 airplanes were produced, 10 were used for Arctic Rescue aircraft.


POST-WAR AIRLINERS Republic Aviation completed its final contract for the P-47 Fighter in November of 1945. A total of 15,329 were built for the USAAF. They were then developing the XF-12, a revolutionary giant photo reconnaissance plane which was capable of cruising at 400 mph and a range of more than 4,000 miles at altitudes to 40,000'. It was powered by 4 Wasp "Major" engines and would gross about 116,500 lbs. A 46-passenger commercial version was proposed which would be capable of an Atlantic crossing in about 9 hours and a transcontinental trip in less than 6 hours. Dubbed the "Rainbow", the estimated price was $1,120,000. PanAm and American had orders (provisional), but the project was cancelled due to control and engine problems. Lockheed built two Model 89 "Constitutions" (Navy XR60-1) that were first test flown in November 1946. The four-engine Wasp "Major" powered plane had a wingspan of 189', was 156' long and grossed at 184,000 lbs. Range was advertised at 6,300 miles with 180 passengers with a cruise speed of 286 mph. No commercial version was considered. Another military transport built soon after the war, and not considered by the airlines was the Douglas C-124A "Globemaster". This giant was developed from the earlier C-74, using the same wings, tail and power plant. It had a double deck-fuselage and grossed at 175,000 lbs. The cargo version had a hydraulic elevator for loading, the all passenger version carried 200 troops. It was first flown in November 1949. The giant of all transport aircraft was the HK-1 (Hughes-Kaiser), better known as "The Spruce Goose" or "Hercules". The 8-engine flying boat had a wing span of 320', length 219' and grossed at 300,000 lbs. A payload of 130,000 lbs was estimated (500 equipped troops) with a range of 3,500 miles. Cruise speed was 175 mph and the landing speed was 78 mph. The original agreement between the government and Hughes/Kaiser was signed in November 1942 (Kaiser later backed out). The most famous "taxi test" of all time was on 11/2/47, when Hughes "poured the coal to it" and flew about one mile at an estimated altitude of 85'. No commercial version was considered at the time.

POST-WAR AIRLINERS By mid-1948 , the airlines had made most of their decisions with regard to fourengine equipment (already delivered or on definite order for the Constellation, DC--6 or Stratocruiser ), but not so with the twin-engine variety. The only postwar two-engine airliner then flying was the M202's by NWA. Five airlines had the CV240 about to enter service (American was the first, in August). The CAA gave the scheduled airlines until the end of 1952 to retire the DC-3. United didn't approve of the M303 and cancelled their order. The project was dropped by Martin and they tried to make a tax-free donation of the one prototype to the Navy. The IRS wouldn't approve of the gift, so Martin destroyed the plane and all of its records in order to qualify for a tax writeoff. TWA had seen a number of changes it top management starting with the resignation of Jack Frye in February 1947, followed by Paul Richter. Frye became President of General Airline and Fl1m Co. LaMotte T. Cohn, who had been the senior member of the TWA Board of Directors, was the President as of 4/24/47. Jack C. Franklin (VP Engireerirg) took a leave of absence in September, and joined Gen'l Airline. Lou J. Koepnick was named Chief Engineer. On 6/1/48, Cohu resigned and took the Loomis, TWA's Engireerpositicn as President of Consolidated Vultee. R. C. resigned and also went with Consa li-ing Pilot (and head of Domestic Overhaul) dated Vutee. The table below shows the fleet composition of the Certified US carriers operating or domestic or international routes in mid-1948. ( ) includes already in the fleet or on order.


POST-WAR AIRLINERS to During most of the war years TWA operated into 25 domestic stations (service EWR, HUF and PHX was temporarily suspended). The DAY-DCA route was added in ]943 and TOP as a stop on the transcontinental route in 1944 . In May of 1945, the PIT to BOS route via Albany and Williamsport was authorized. By mid-1948, TWA was operating into 58 stations on its domestic routes. Most of the additions were in the Ohio Valley and to the east, and many were small airports. The DC-3 did a fairly good job, as many stops were less than a half hour flying time apart and the advantage of a pressurized cabin or more speed was not too important (then). It did require the pilots to plan the descent from cruise altitude to landing at 300' per minute and the hostess to remind the passengers to chew on their Chicklets chewing gum (a gift after boarding) to equalize the change in pressure. A number of CV240's had problems with the pressurization system and were operating unpressurized. Since mid-1943 TWA had been studying every possibility for a DC-3 replacement; all potential aircraft had certain advantages (or disadvantages) as to how it would operate (also considering the cost factors) on the short flight segments. For the first four years after the war, TWA's main objective was to be competitive on the long-haul segments (as well as the International Division) by utilizing the 4-engine equipment (Connies, DC-4s and Stratoliners). The subject of how much severe turbulence an airplane can take and not "come unglued" has always been debatable between engineers who designed the plane, company recommended procedures, CAA/FAA and the pilots who experienced the turbulence. TWA lost two airplanes flying into thunderstorms: a Fokker F-10A (1931 ), which had more than the usual share of adverse publicity because football coach Knute Rockne was among those killed and in 1944, a TWA DC-3 fell out of a storm near Hanford, Ca, killing all 24 on board. On 8/29/48, a NWA M202 literally fell out of the sky after entering a storm area near Winona, Minn., killing all 37 on board. The flight originated from MDW and was letting down for an approach to Minneapolis. The last reported altitude was 7,000 ' . One item of important evidence was known of the aircraft were separated by over two miles, indicating an in-flight problem. Before an official investigation began another incident occurred. A second NWA M202 had flown through the same area about an hour later, encountered some turbulence including a couple of severe jolts, and landed at MSP with no problem. The plane continued with a flight to Duluth and return. On the ground, at MSP, a mechanic noticed a discontinuity with one wing. Further investigation showed a failure in the step-splice which joined the outer wing panel to the center section. All of the remaining 24 NWA M202's were immediately grounded. Later on in the investigation it was determined that 5 other planes had fatigue cracks in this critical area, three of which had minute cracks in both wing joints! Another wing, which had been-used for the factory static tests, was found to have small cracks that had been covered by chrome paint. This wing had been cycled 1,885 times with a load from 30 to 100% over designed maximum strength. The airplane that crashed had 1,32] flying hours, which was about the average in NWA's fleet of 202s. The immediate "fix" was to beef up the wing root fitting or splice and frequent inspections of the affected areas. This was considered temporary, until 3,000 hours of flight. The CAA added: "After 3,000 hours of flight have been accumulated on the aircraft or before, the airplane will be modified at the Martin plant with a permanent correction which involves extensive structural changes to the wing." After the preliminary modification, the 202s were in the air again, one month after the accident. The stigma, however, remained. Ironically, on the same day as the crash, another NWA 202 experienced a serious problem when the front cargo door blew off. A safe landing was made at Spokane, although extensive damage was done to the fuselage, center wing and stabilizer.


POST-WAR AIRLINERS During the "teething" period with a new airplane there were always some initial "bugs" which needed correction. If safety was involved there was an "AD" (a CAA Airworthiness Directive) which would mandate a correction or modification within a specified period of time. Some of the early AD's for the M202, which the NWA pilots experienced the hard way (flying the line), had to do with cracks in the cabin heater system, problems with the propellers, autopilot servo system and excessive hydraulic leaks. One AD ordered the removal of all fiberglass (or rubberized) and vinyl lining from both the forward and aft belly cargo compartments as this was acting like a blotter for leaking hydraulic fluid. Oxygen tanks or lines were also located in these areas which added to the potential fire hazard. One NWA flight experienced such a fire. There were a number of cases where a failure of the nose gear centering cam made it impossible to lower the nosegear for landing (another 'AD'). One very enterprising pilot had this situation and, before landing, ordered all passengers to sit or stand as near to the rear of the cabin as possible. With this tail-heavy load he was able to hold the plane in a nose-high attitude during the rollout to a stop after landing (no brakes were used) on the runway. The engines were then stopped. The nose remained high, and a flatbed truck was positioned to where the nosewheel would normally be supporting the plane. One by one a passenger would move forward and the nose gradually settled on the truck's bed. The truck then towed the plane to the ramp. There the passengers deplaned without further incident. The only damage to the plane was where the tail had scraped the runway due to the nose-high attitude. In answer to my request, a number of retired NWA pilots wrote or called telling about some of their early experiences with the 202. Although there were quite a number of problems, many serious, the consensus considered it a fine airplane to fly and a big improvement over the DC-3. In addition to the aforementioned, there were problems with the two-stage blower sticking. There was one case where the factory had reversed the rigging, so that it was actually in high blower at takeoff and low altitudes...and several "jugs" were blown before the situation was determined. There were several cases of the prop tips striking the runway. The modification was to lengthen the gear oleo struts 2" and tilt the engines up 1 1/2 ". There was one isolated case where a complete tool kit was discovered sealed inside a wing! The Martin had two unique features associated with the wing flap system. One was the unloading valve which prevented the flaps from lowering beyond a position as set by the pilots if the airspeed was too high or, if the speed was exceeded at a certain position, the flaps would retract to correspond with the limit allowed (by the unloading valve) for that speed. This made some approaches and landings very interesting as the flaps could be changing position according to the speed, regardless of the selection made by the pilots. The other feature was a device for keeping a constant center of gravity whenever the flaps were extended. This was a series of torque tubes connected from the flap drive system to the horizontal stabilizer. When the flaps were lowered (or raised) the stabilizer would change its angle of incidence. This eliminated the usual practice of having the passengers sit in certain empty areas or seats during takeoff with a light load. There were two problems with this system. It was very noisy, as the connecting tubes were . l ocated beneath the cabin floor. If the direction of the flaps was reversed, while they were in motion, the tubes could break. A broken tube left the stabilizer in a out-of-neutral position.


POST-WAR AIRLINERS One problem that NWA experienced early, which had not been determined by all of the usual wind tunnel experiments, flight tests, proving runs or "dress rehearsal" flights was a major passenger inconvenience. The one lavatory, along with a small galley, was located at the rear of the cabin. There was no compartment for passengers to store their coats or a storage area for the cabin attendant to use for used trays, dishes etc. With a near-full load of passengers, and a complete meal service, there was often a logjam of dirty dinnerware blocking the aisle to the "John" in case of need. One at a time, the 202's (11 had already delivered) were returned to the Martin plant for a modification...the last row (four seats) was removed and a storage bin for coats replaced the former area for the galley, along with a "jumpseat" for the attendant. The galley was moved to the front of the cabin. This made it a 36-passenger airliner, but far more comfortable. The year 1949 started off with more changes in TWA's management. On January 1st, Ralph Damon was elected President. Later in the year, Lou Koepnich resigned and Robert W. Rummel became Chief Engineer. Bob had been hired in mid-1943 as assistant to Jack Franklin, to evaluate and arrange for the procurement of new aircraft. Bob had been a stress analyst with Hughes Aircraft in 1935-1936 , and more recently (before joining TWA) the Chief Design Engineer with Commonwealth Aircraft. After 40 years as company President, Glenn Martin retired (but remained as Board Chairman) and Chester C. Pearson became president. Other airline Chief Engineers included Charles Froesch of Eastern and Jack Herlihy of United (Herlihy was the Chief Engineer for TAT 1928-1930) who were investigating, or negotiating for, a DC-3 replacement. TWA, Eastern and United were the three major airlines who had not made orders to replace their DC-3s. The choice had narrowed to the Martin, with a modified wing and a longer cabin (4 additional passengers) which would be pressurized, or the CV240. All three agreed that the CV240 wing was too small and the flaps were inefficient, which made the stall warning characteristics questionable for operating or maneuvering into small airports. The CV240 was faster in cruise, but the major difference was the M202 had a 7 mph less stall speed and its minimum airspeed before buffeting occurred was 25 mph less in the clean (flaps up) configuration and 20 mph less with 12 degrees flaps. Cohu stood adamant against any major changes...there was an ample supply of orders from other customers, as is. According to Bob Rummel, Martin and Convair were making proposals and counterproposals, many of which were minimal or little change. The problem was that the claim for better and better performance by both companies was with no change in design or operating limits. This he reported to Howard Hughes. Hughes suggested a series of competitive tests between the two aircraft, the results would be a secret between the three companies involved. The conditions of the demonstration flights, to be held at Hughes' Airport (Culver City, Ca), were agreed upon: A Martin pilot (George Rodney) would fly their plane with a Convair man as copilot; and a Martin copilot would be with Bob Loomis flying the Convair. Other representatives of the 3 companies would be in the cockpit (or cabin) observing. According to George Rodney, he and the plane spent about 6 weeks with the tests which included a number of extra demonstration flights with Hughes. He also told how Loomis on two occasions almost lost the Convair due to a high angle and excessive yaw on a single-engine takeoff (engine cut at V-2). Ralph Damon (himself a pilot) was reported to have had the "hell scared out of him" on one such demonstration.


POST-WAR AIRLINERS TWA (and Hughes) favored the Martin, and Martin needed the contract. They also needed orders for a minimum of 100 airframes to break even. It was an "on againoff again" situation and on three occasions a tentative agreement was cancelled. Finally, Hughes phoned Eastern's President, "Eddie" Rickenbacker, and an agreement was made for the necessary orders. A new Martin plane, dubbed the 404, was tentatively ordered by TWA (and also by Eastern) which would incorporate all of the features or modifications requested by the two airlines. These included a longer cabin (40-passenger) that was pressurized and numerous other improvements over the 202. A new flight test and CAA certification program would be required. A premature announcement was made to the TWA stockholders in the 1949 annual report (the final contract was not signed until 2/22/50, TWA was still negotiating ) with Convair): TWA ordered 30 Martin 404s (later increased to 40 at a cost of about $500,000 each. The price for a 2-engine Martin Liner had more than doubled in 3 years. In late-1946 the price for a 202 was $204,000 and by mid-1947 it was $247,000. The price for a new 202A was $408,000. Pending the certification and deliveries of the M404, twelve Model 202A's would be leased, with an option to buy. The 202A was a modified 202 (still not pressurized), and did not require a new CAA certification. Among the improvements were a heavier wing and fuselage structure, a better cabin heating system, increased fuel capacity (350 gallons) and an increase in the maximum operating weight. Another improvement was to use the P&W R2800-CB-]6 engines, which ran a lot cooler than the CB-18 series with the same horsepower (2,400). Apparently TWA figured their pilots on the Martin would never be in the air long enough on any one leg to get tired: the autopilot was not ordered. Soon after TWA's order was announced, Eastern announced their order for 60 of the 404's. Howard Hughes also ordered one. NOTE: Very special thanks go to Bob Rummel for all of his help and suggestions with the first part of this series (any technical errors are my fault in copying or ignorance of the subject). Also to Brooks Johnston (President of RAPA) and a number of former NWA pilots with their input, and George Rodney (Martin pilot). TO BE CONTINUED: TWA and the MARTIN 202A/404 AIRCRAFT

How do you replace the venerable DC-3?


CANCER OF THE PROSTATE From Bob Picotte of Largo, Florida; Dear Capt. Humbles - It has been said that a little knowledge about a subject can get you into more trouble than a poorly packed parachute but having researched the subject to some degree, I honestly think that the enclosed information is common knowledge throughout the medical profession. After having read the report by Dave Wadsworth, I thought the enclosed is at lest chewing gum for thought. There is a D.O. down here who was going to open me up ASAP and I went up my tree until further notice. Keep up the good work and have an eventful and happy year. Cancer of the prostate does not progress the same way as most cancers. Instead of spreading, this malignant, or life-threatening growth tends to lie dormant, and seldom causes symptoms or health problems. In the rare cases where there are noticeable symptoms, they are indistinguishable from those of an enlarged prostate. The fact that the growths on the gland are malignant is often discovered only during an operation for some other prostate problem. There is a risk, however, that if the cancer is not discovered, it may metastasize or spread, usually to the bones. This does not happen in most cases, but when it does, the symptoms are those of cancer of the bone. It is these secondary symptoms that frequently indicate the presence of the primary prostate cancer. WHAT ARE THE RISKS? Cancer of the prostate is rare in the young, but it becomes increasingly common with age. It occurs in fewer than one man in 10,000 from ages 40 to 50, but is diagnosed five times more often in men that are in their sixties. At the age of eighty virtually every male has it, although usually it is only visible when looked for with the aid of a microscope. The disorder causes the deaths of fewer than two men in ten thousand. If you are over sixty when you discover you have cancer of the prostate, you will probably out live it and die of some unrelated cause. WHAT SHOULD BE DONE? There is some disagreement among physicians about whether or not to attempt special treatment for cancer that remains confined to the prostate gland and causes no symptoms. Your urologist may advise you to do nothing except have regular checkups and make sure that the malignancy has not spread. There are two main reasons for doing nothing. First this type of cancer seldom spreads and rarely causes serious problems. Second, alternative removal of the entire prostate, has treatment, which is unpleasant side-effects such as impotence, yet does not guarantee a cure for the basic disease. It does reduce the chances that the cancer will spread, however.

BOTTOM LINE - If you've gained weight, what you see on the hips are called "love handles". Some folks have matching seats. SAFETY BELT - When a girl slaps her date!


From Ole Olson; Dear A. T. Several months ago I got in touch with an old friend from our days with I.C.D. (1942-1946). His name is Charles (Chuck) Knobler. He is a TARPA member now listed in the directory and receives the TARPA T OPICS. We made some memorable trips together when I was a co-pilot and he was the flight engineer. His good wife, Georgia, now admits that she talked him into a "stayat-home" job in 1947 ... so he left TWA and went to the F.A.A. Since then they have had assignments in Washington, D. C., Alaska, Pakistan, Brazil, Peru, Bolivia and even more. I know that, many former TWA Intercontinental Division crew members will remember Chuck Knobler as one of I.C.D.'s most competent and personable Flight Engineers. He and Georgia now live in Decatur, Georgia.

Parky recently sent to me this clipping about the death of Charlie moth. Parky had received it from Dean Stucker, a retired TWA dispatcher, who now lives in the San Diego area. Dean also mentioned the passing of Dick Gage, another TWA dispatcher. Charlie Toth was quite well known, I am sure, to many of our TWA pilots who were based in Kansas City in the 30's, 40's and 50's. He was a very deliberate and easy-going kind of person, and always seemed to put students at ease with his friendly smile. In late 1940 I was in an 8-man flying club that bought a Funk airplane (75-hp inverted Ford engine). Charlie m oth was our check-out pilot on that aircraft and we all appreciated his help and patience. (I'm sure he warned us against the Funk's ground-looping tendencies!) Charlie was 93 and a patient for the last six years of the Veterans Administration Medical Center in LaJolla, California. He was a Quiet Birdman and appears in a picture of the Kansas City CB's in 1939 which is printed on page 15 of the January, 1983, issue of TARPA T OPICS.


RECOMMENDATIONS & SUGGESTIONS TARPA lapel pins are available from our Secretary/Treasurer for $2.25. These are larger than our original ones and can be seen a little better.

Permanent TARPA pin on name tags may be purchased for $2.50 from; NAMES BY SAWYER 201 N.W. 59 Place Gladstone, MO 64118

TWA Hostess Marilyn Genz haswritten a book about her adventures with the U.S. Cavalry. [Remember our article in the February 89 issue?] It is available in book stores or you may purchase it directly from her at a discount. $10.00 plus $2.50 postage. St. Louis airport book store has it. 20,000 MEN AND ME MARILYN J. GENZ P.O. Box 7130 Elgin, IL 60121

CATASTROPHIC MEDICARE HEALTH INSURANCE If you haven't written your three representatives in Congress about this horrible injustice may we remind you that the money you save may be your own. Many organizations are working for a remedy but individual letters are very effective. It was suggested we publish a form letter but letters composed by you are better. The general public does not really know about this bill and it behooves you to talk with your neighbors, friends, relatives about the unfairness of this bill. I have found some who didn't realize that as soon as they incur Federal income tax they are slapped with a surcharge of $22.50, for the first $150.00, $22.50 on the next $150.00 and so on to a maximum for each individual this year of $800.00 graduating to $1050.00 by 1993. Anybody's guess further on. Anyone aqe 65 and over, regardless of whether they are in Medicare or even eligible, will pay this surcharge. Following excerpts from THE RESERVE OFFICER ASSOCIATION magazine may give you some ideas for your letters and discussions; CATCAP does not address retirees' gravest concern - protection against long-term nursing home costs. Taxing seniors for catastrophic protection is the same as forcing only parents with school-age children to pay school taxes or requiring farmers to cover farm subsidies. Lower and middle-income retirees will incur the greatest percentage increase in their taxes. Millionaires will be taxed at exactly the same rate as those with incomes of $39,000 in 1990. About 70 percent of those who will finance CATCAP are covered by health plans or supplements providing them equal or better benefits than the new law. CATCAP forces them to pay more for less coverage than they already have. The generation most critically affected grew up in the Depression, fought and won World War II, fueled the post-war recovery, supported a deterrent to war, & now on fixed income, must support this additional burden. FOR YOUR OWN BENEFIT, WRITE THOSE LETTERS NOW!


NEWS ABOUT OUR TRANS WORLD AIRLINES Total number of pilots removed from the seniority list in 1988 was 166. 387 new crew members hired in 1988. Plans for 1989 call for hiring 460. The new DC-9's obtained from KLM have been delivered and will be in service in June. Company will meet with Pratt & Whitney, General Electric and Rolls Royce re the engine for the A330 Airbus. Class room instructors wanted for the 747 at JFK and for the L1011 at STL. Also 727 F/E simulator instructors at New York & St. Louis. There is confusion at last-minute boarding times. There are a lot of reasons including our own procedures. [Editor: You are telling me! TWA could learn from U.S. Air. They go ahead and assign non-revs seats unless they are reasonably sure there will be no space available. Avoids that lastminute confusion which I am sure sometimes result in non-revs being left behind when there was room]

FROM THE ALPA MASTER CHAIRMAN"S DESK LOST TIME - As we hope you are aware, Flight Operations has started a crack-down on "lost time". This is a result of an edict coming down from Mr. Icahn that "lost time" ( a Company euphemism for sick leave) is "stealing from him". There is little question that this harassment is nothing more than retribution being visited upon the pilots for our audacity in filing a lawsuit against Icahn. AETNA - Pilots once covered by Connecticut General are now being refused by Aetna. In one case, a pilot had accumulated bills totalling more than $100,000.00 in providing medical treatment for his seriously ill child. Aetna has refused to pay the charges. Almost without exception, anyone submitting a medical claim is being turned down on all or part of the claim on the basis of "reasonable and customary". We are making preparations to use the access to information we won in a recent negotiated grievance settlement to determine if Aetna's menu of "reasonable and customary" is indeed reasonable and customary. If we find this not to be so we will take appropiate action up to and including a lawsuit. [Thankfully, this is one area where anything ALPA can do will help us helpless retirees.] $5. SURCHARGE - As a result of some mindless employee's suggestion in the "Beyond the Horizon"program (remember that?); as of April 1st, 1989, you will be charged $5. for a refund on any reduced rate ticket you turn in.This cheap tawdry, penny-pinching insult to the TWA employees who have sacrificed so much for the increasing wealth of Icahn is almost beyond relief. We have made presentations to the Company and have pointed out the CBA requires 130 days notice, and discussion before any changes are made in the pass policy. SCEDULING ABUSE - We are in the process of unraveling the complex situation surrounding the recent plethora of inversals, training inversals, new hire instructors and the mess created by a combination of our own pilot shortage and the training problem which is overwhelming TWA. **On a national scale, the pilot shortage has produced the reaction we anticipated more than two years ago. American Airlines CEO, Bob Crandall, has applied for a FAA waiver on the age 60 rule. [Editor - Shades of yesteryears! By the time the TWA ALPA reps get their finger in one hole in the dike several more bigger ones erupt. Maybe those of us already retired are luckier than we think?]



April 7th to 10th 1990


We wanted to give the East coast contingency a chance to host it. NO excuses for the East coast people NOT to attend!! Driving time to Hershey (approximate): From From From From

Philadelphia: New York: Baltimore: Washington, D.C.

2 3 1 2

hours 10 min. 95 miles hours 50 min. 185 miles hour 40 min 80 miles hours 30 min. 110 miles

From STL to MDT (Harrisburg) TWA offers 3 flights daily (as of April 1989): Other airlines serving MDT: US AIR and its subsidiary Allegheny Commuter, United Airlines, American Airlines, Piedmont Airlines and others. From MDT: 15 min. complimentary transportation provided by the HERSHEY LODGE and CONVENTION CENTER (Not to be confused with the Hershey Hotel.) 2.

In the midst of the lush, tranquil, green beauty that surrounds Hershey, THE HERSHEY LODGE AND CONVENTION CENT ER . stands waiting to provide meetings on a professional level second to none. The Lodge is one of the most comprehensive meeting and convention facilities in the MidAtlantic States. (Hershey is small town USA.)

WHY APRIL THE 7th thru 10th????? -------------------------------1. The TWA Seniors are planning a mid-May convention, and we want to give them some "lead" way. 2..

The dates April 7th thru 10th were chosen because they were the only ones available at the pre-Easter rate.

WHAT ABOUT APRIL WEATHER IN HERSHEY????? ---------------------------------------A survey has been conducted for a five-day period in April 1989 and it has been found that if we have our meetings in the mornings we will be able to play golf, tennis, shoot, go on excursions, etc, in the afternoons if you wear wools, (eg. wool trousers, skirts, sweaters with a wind breaker jacket). Temperatures range from a low of 30 in the morning to a high of 73 in the afternoon. Sometimes we have gray cloudy skies (rain gear might be appropriate); other times


there's plenty of sunshine! ---- but what does the weather matter when you're with a bunch of good ole' HANGAR FLIERS ?????


Luxurious accommodations are promised by the Lodge, and the guest rooms they provide deliver on that promise. They have been carefully designed and furnished-down to the smallest detail--to make every guest feel "special."


Indoor swimming, saunas, 3 excellant restaurants, 2 large lounges, outdoor and indoor tennis within walking distance, and a nine hole Pitch I N Putt course on the property.


Ample free parking at the Lodge, Parking lot is large enough to handle auto trailers and R.V.s. (Please do not stay overnight in your trailers or R.V.s.) There is a camping facility (Hershey Highmeadow Camp) 5 to 10 min. from the Lodge.


Hershey has enough to satisfy all interests: Chocolate World (Visitors' center of Hershey Foods Corp. presents the story of chocolate via an automated free tour), Hershey Gardens, Founders hall (a school founded by Milton Hershey which provides a home and tution-free education to 1200 children), the famous Hershey Motel Sunday brunch, Hershey Park (but to our dismay it will not be open in April) and The Antique Automobile Club of America National Headquarters.

WHAT ABOUT GOLF????? -------------------Hershey offers 3 well-maintained and manicured golf courses. The first is Hershey Country Club East (which is the pro's favorite). The second, Hershey Country Club West, is the home links of the Lady Keystone Open which draws all the leading women pros. At one time, ben Hogan was the pro here, and it is currently ranked in the top 50 courses in the U.S. TARPA golfers will be competing on both these courses in the tournament. The third course is the Hershey Parkview Golf Course--ranked among America's top 25 public courses (It's nice, scenic and tough, but a good course for a practice round). Finally , there are two other nine-hole courses. WHAT ELSE IS THERE TO DO? ???? Speak a different language as you journey through the Pennsylvania Dutch Country: (Lancaster, Berks, and Lebanon Counties): the language of good times, good food, and good friends. Explore the museums, see the horse and buggies, or ride in a steam-powered locomotive. Then sit down to home-Cooked meals and taste the reasons why Pennsylvania Dutch Country is famous for good eating. 76

"Pennsylvania Dutch" was the name given to the early settlers from Germany, Holland, and Switzerland. The word "Dutch" comes from the German word "Deutsch". Not all the settlers were Amish or Mennonites, however. Amish and Mennonites are called "Plain People" because their dress is simple as is their life-style. They represent one of the most unique cultures in America. Visit Gettysburg where the two mighty armies were locked in mortal combat over the fate of our nation. The guns of Gettysburg are now still. Silently they stand with men of marble and bronze at America's greatest battlefield. Today the Gettysburg National Military Park stands supreme as the premire battlefield shrine in America with over 1,000 monuments and cannons along 35 miles of scenic avenues. Stand where Lincoln delivered his Gettysburg Address and also discover over 20 museums--some unlike any in the world. And if your heart desires--visit Heading, Pa. with a barrage of bargains in more then 200 outlet stores, Vanity Fair being the largest. Thanks to Capt. John (and his wife betty) Lattimore and your staff for a fine Convention in New Orleans. I only hope that Jan and I can do as well in Hershey April 7th thru 10th in 1990.

Vernon (Vic) Hassler Janet (Jan) Hassler Convention Chairmen 1990 .17 Squire Court Wyomissing, Pa. 19610 Telephone 215-777-6528 YOUR EDITORS URGENTLY NEED YOUR HELP! A.T. has a distinct advantage over the rest of you as I get to read Dick Guillan's Grapevine before I take it to the printer. It is good to hear what is going on with our fellow pilots. F.L. Smith's article elsewhere in here is a good example of what most of you are capable of. How about letting us know who you flew your first flight with, your most memorable flight, humorous happenings, hobbies, what you are doing, your vacation and so on? Shorter articles should go to the mountains of North Carolina where Christmas tree farmer Guillan resides and longer stuff to me in the low country of that great Tar Heel State.






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04-21-1989 -------------------------------------------------------------------------------------------------------------------------------------













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Magazine of TWA Active Retired Pilots Assn.

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