HELP OUR
PLAN
FUTURE
-CONVENTION SEPTEMBER
JULY 2001
2001
19-22
PHILADELPHIA
CONTENTS TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION
FEATURE ARTICLES: TARPA CONVENTION `01 by Clark Billie AN OLD PILOT REMEMBERS ALASKA by William E. Townsend CARRIER LANDINGS by Stu Nelson LAND SPEED RACING 2000 DIARY by Ardun Doug King NIXON OPENS CHINA 1972 by Bill Dixon
DEPARTMENTS:
9
PRESIDENT'S MESSAGE Bob Dedman
3
EDITOR'S NOTE John Gratz
4
SECRETARY/TREASURE Rufus Mosley
5
TARPA TOURS by Jean Thompson
20
GRAPEVINE by Hank Gastrich
41
FLOWN WEST
65
29
32
33
56
STILL CHAMP by Jim Breslin
60
A COMMON PAST by Associated Press
62
WHOPPER SNOWSTORM by Bill Dixon
64
IT DOESN'T GET BETTER THAN THIS by Jim Breslin
81
Material contained in TARPA Topics may be used by non-profit or charitable organizations. All other use of material must be by permission of the Editor. All inquires concerning the is publication should be addressed to : John P. Gratz, Editor TARPA TOPICS 1646 Timberlake Manor Parkway Chesterfield, MO 63017 TOPICS is an official publication of TARPA , a non-profit corporation., Editor bears no responsibility for accuracy or unauthorized use of contents.
Cover Photo Courtesy: Editor
PAGE 1 ... TARPA TOPICS ... MARCH, 2001
EDITOR
ASSOCIATE EDITOR
GRAPEVINE EDITOR
HISTORIAN
FLOWN WEST COORDINATOR INTERNET WEBMASTER
TARPA TOURS COORDINATOR
John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017 (636) 532-8317 jppjg@msn.com David R. Gratz 1034 Caroll St. Louis, MO 63104 dave@dgratz.com Gene Richards 221a Levelland Ln. Modesto, CA 95350 (209) gene_richards@hotmail.com 492-0391 Felix M. Usis M 1276 Belvoir Lane Virginia Beach, VA 23464-6746 (757) 420-5445 73644.3341@compuserve.com John S. Bybee 2616 Saklan Indian Drive #1 Walnut Creek, CA 94595 (925)938-3492 Jack Irwin 2466 White Stable Road (314) 432-3272 Town and Country, MO 63131 jack@smilinjack.com Jean Thompson 11 Shadwood Lane Hilton Head Island, S.C. 29926 (843) 681-6451
OFFICERS AND DIRECTORS, 2000 - 2001
PRESIDENT
FIRST VICE-PRESIDENT
SECOND VICE PRESIDENT
SECRETARY/TREASURER
SENIOR DIRECTOR DIRECTOR
DIRECTOR
PAST-PRESIDENT
Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 23452 (757) 463-2032 rwd@sybercom.net Chuck Hasler 8 Rustic Way San Rafael, CA 94901 (415) 454-7478 xcaptchuck@aol.com H.O. Van Zandt 1810 Lindbergh Lane Daytona Beach, FL 32124 (904) 767-6607 hopvz@compuserve.com Rufus Mosley Box 2086 California City, CA 93504 (760) 373-3043 rufus767@hotmail.com Harry A. Jacobsen 848 Coventry Street Boca Raton, FL 33487 (567) 997-0468 Larry Ashcraft 15435 E. Shore Big Fork, MT 59911 (406) 982-3366 larjet@pti.net Jack Irwin 2466 White Stable Road Town and Country, MO 63131 (314) 432-3272 jack@smilinjack.com John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017 (636) 532-8317 jppjg@msn.com
PAGE 2 ... TARPA TOPICS ... MARCH, 2001
PRESIDENT'S MESSAGE So much has happened since our last TARPA TOPICS, but I believe that we have weathered the storm and we can see calm seas ahead. It has not been easy for all of our people, but I believe in the long run, we will all prosper and that even though our beloved name TWA will not be around, the memories will linger long after we have departed. After all, TWA was one of the most recognized logos in the world. It will not disappear overnight! Our reputation for quality, service, and professionalism will endure for a long time. We can all be happy that we saw, participated in, and nurtured our airline through some very tough times and events, yet we managed to come out on top. Unfortunately, the times changed and we found that our airline was unable to extricate itself from the Icahn onus and other burdens, but with great accomplishments from our CEO Bill Compton, our airline became a valuable asset. American Airlines seized the opportunity and has indeed inherited the best that "money CANT buy" and that is the integrity and devotion of its employees. Throughout all of the hearings at the Senate level and the bankruptcy courts, we tried to show that our people were very important to the negotiations and even though we were not given any trump cards, I feel we played our hand as best we could. Yes, there will be losers and for that I am sorry, but when you figure what the MAJORITY received, we did as well as we could. There are so many people that worked behind the scenes to make it all possible and to mention all of them is not necessary, as they volunteered their time and expertise to do what had to be done with no reward asked for or expected. We can all expect changes down the road, but that too, is life. I hope we can continue what we have been doing for some time now, which is getting to our conventions, taking some TARPA tours, and mainly staying in touch with each other both by reading and submitting stories to the Topics. I have been posting some notices on the TARPA Web site concerning the upcoming convention in Philadelphia but for those who may not have access or use the internet, I have been asking our membership to make this an "Epic" convention. As of this writing, TWA passes will continue to be in place just as before including boarding priority on TWA LLC. If you must use AA, then you will go under their boarding system. Our volunteers in Philly have been working the better part of a year to get ready for this big party. Lets show our support by showing up and having a great time. Hope you all have a wonderful summer. Wishing you all the best of health and happiness, Ilse and I will see you in Philadelphia. Robert "Bob" Dedman President Tarpa
PAGE 3 ... TARPA TOPICS ... MARCH, 2001
EDITOR'S NOTE To say that this issue of TOPICS was the most emotionally challenging since we took this job could be an understatement. In the beginning, the question was how to bridge our historic perspective and reflections on our years with TWA with our hopes for an interesting and exciting relationship with American Airlines and its people. Before long, that concern was made overshadowed by the loss of three of our most respected and loved TARPA colleagues. We lost Ed Betts, one of our most respected pillars of TARPA and TWA. Ed wrote extensively for TOPICS, the TWA Skyliner and numerous other aviation periodicals. He has been honored by R.E.G. Davies, who dedicated his recent book to Ed for his many contributions to aviation history and, Ed will soon be recognized by Jon Proctor in the June issue of Airliners Magazine which is also dedicated to him. Our longtime Grapevine Editor, Hank Gastrich passed away suddenly while still working on the Grapevine for this issue. Hank has been not only a very talented and hardworking organizer of the many stories and photographs sent in by our members and friends but he also added his own special touches to Grapevine. Hank helped us get started when we took this job and was always a pleasure to work with. Hank had many other interests that he found worthwhile but, the thing that earned him the most respect, many believe, was his return to College where he had just completed the requirements for graduation. A.T. Humbles was one of the most well known and recognizable TARPA Members ever. A.T. worked for his fellow pilots almost from the beginning of his career with TWA. He was elected by his peers on numerous occasions to represent them and their interests. In TARPA, A.T. served as an Officer and as Editor of TOPICS. He and Betty did that job from start to finish. They both did heavy lifting that is no longer undertaken. They addressed each copy and took them to the Post Office. This Editor has always respected that level of commitment. I regret to say that in addition to those prominent Members above, an unusually large number of other friends are included in the Flown West section of this issue. Their loss is just as deeply felt. It seems then, that this is a very appropriate time for us to gather again with old and new TARPA friends at our Convention in Philadelphia. Clark Billie and his Committee have arranged an exciting program in the City of Brotherly Love and the hotel chosen is right in the heart of one of our Nation's most historic places, our first Capital and the site of the drafting of our Constitution. You will find herein several interesting stories submitted by Members in which they share events from their past and some describing their present activities. In closing, you should know that there are several publications available which contain articles about TWA's proud history. Two of them are, Air Classics and Air Progress. The third one is Airliners, of which TARPA subscriber and frequent TOPICS contributor, Jon Proctor is author of a fine article and also Editor of the magazine. Jon sent us an advanced copy of the story in the June issue. We wholeheartedly recommend this for your consideration. Airliners can be obtained at most large bookstores or by calling their Hotline 800-875-6711.
PAGE 4 ... TARPA TOPICS ... MARCH, 2001
SECRETARY/TREASURER'S REPORT May 3, 2001 This is my first report to the membership. Phil Belisle has served as Secretary/Treasurer for the last four years, and was ready for a break. Bob Dedman asked me if I would be willing to step in and I agreed. Having just retired last summer, I haven't become bored yet and thought this would fit right in. It didn't take long to find out how much WORK Phil has been doing! Hope all will join me in thanking Phil for a job well done. As of today, we have $38,422.98 in the bank. There are some dues payments still coming in as a result of the reminder cards that I sent out as my first official duty. If you got one by mistake, please forgive me and blame Phil (just kidding, Phil). We have two more issues of Topics to produce this year, which should leave us slightly in the black for the entire year. This past Tuesday, May 1, I attended the Los Angeles pilot's get together at the Acapulco Mexican Restaurant in Santa Monica. There was a great turnout, close to 100 showing up. Although I was never based in LAX, I talked with many friends from through the years there. A good time was had by all. After drinks, lunch, drinks, lies, and more drinks MEC Chairman Capt. Bob Pastore spoke to the group and answered questions. They tell me this event only happens once every two years. Maybe they should consider doing it more often. Please bear with me as I break in to this job, and let me know what I can do to serve you better. Sincerely,
Rufus Mosely
PAGE 5 ... TARPA TOPICS ... MARCH, 2001
C. RUFUS MOSELY BOX 2086 CALIFORNIA CITY, CA 93504 U.S.A. 760 373-3043 rufus767 @ hotmail.com
MINUTES of the March 27, 2001 TARPA Board meeting. Present: Bob Dedman, H. O. Van Zandt, Harry Jacobson, Larry Ashcraft, Charles Hasler, Phil Belisle, John Gratz, Rufus Mosely, David Gratz, Clark Billie, George McKellarPresident, American Airlines Gray Eagles, & Dan Scott- President, Ozark Airlines Silver Swallows. The meeting was called to order 4:55 PM by President Dedman. President ' s Report: Pres. Dedman reported on the Senate hearing, the bankruptcy hearing in Wilmington, Del., the Committee for retirees which John Gratz attended as the TARPA representative, he was elected Chairman of the committee. He also discussed sites for future TARPA conventions: Dave Saks resigned as site chairman, site for '02San Antonio?, chairman- Rex Pitts?, '03- SFO? First Vice President ' s report: Chuck Hasler said that he will help find a chairman for the 2002 convention. San Antonio is being considered as a strong possibility for the site. Sec./Treas. Report: Phil Belisle reported that at the end of Jan. we had approx $60,000 in bank. 240 members have not pd. 2001 dues, worth about $8,000. Phil resigned the Secretary/Treasurer position and Rufus Mosely was unanimously elected by the board to fill this position until the next regular election. Second Vice President's Report: H. O. Van Zandt stated that he is compiling an E-mail network, he also has a seniority list from day one of the airline. Also, the DAP will continue to operate. 2001 convention chairman: Clark Billie reported on plans for the September convention in Philadelphia. Plans are coming along nicely, and he is looking forward to a big turnout. Retiree committee: John Gratz reported on activities of this group, which addresses insurance issues only. He was elected chairman. They have approved by-laws & hired an attorney. Insurance for retirees WILL be modified Expect more info on Tues. 4/2.
PAGE 6 ... TARPA TOPICS ... MARCH, 2001
John also said he was willing to continue as TOPICS editor, and that the deadline for the next issue is 5/15. Nominating committee: Jim Breslin, Fred Arenas, Norm Gray: no action. Dan Scott, President of the Silver Swallows addressed the Board on that group's activities, including the restoration of a C-47 to Ozark configuration and their willingness to consider a possible merger with TARPA. The following MOTION was made by Rufus Mosely and seconded by Chuck Hasler: RESOLVED, that the TARPA Board of Directors go on record as agreeable to a merger with the Silver Swallows of Ozark Airlines. This motion PASSED unanimously. George McKellar, President of American Airlines Gray Eagles addressed the Board. That group is composed of AA retired cockpit crew & actives over 50, they have 3200 members including widows, annual dues are $75, they have a convention once a year. He offered to be of assistance to our group in any way possible. President Dedman thanked both of these gentlemen for taking the time to attend the meeting. MOTION was made by Chuck Hasler & seconded by Larry Ashcraft to adjourn, passed, & the meeting was adjourned at 5:50 PM. Respectfully submitted,
C. Rufus Mosely Secretary/Treasurer
PAGE 7 ... TARPA TOPICS ... MARCH, 2001
This past week John Gratz phoned me to ask if I would available to take over the Grapevine section of Topics. Hank Gastrich felt it was time for him to move on to other things. I was pleased to be asked and said that I would call Hank and get all the particulars as to how the Grapevine worked. Twenty minutes later John called back to say that he had just spoken to Hank's daughter and that Hank had passed away that morning. I didn't know Hank personally but I have admired and respected his work on the Grapevine for the past seven years. I also admired his work ethics in going back to school at an advanced age. That's something I have always wanted to do but "never found the time." With the help of the membership and John I will do my best to maintain Hank's standards. Gene Richards New Members (R) Capt. Bill Barnett (spouse- Lisa) Rt. 9 Box 1313 Burnsville, NC 28714 828 678-9030 wbblab@hotmail.com (R) Capt. Paul Boylan (spouse- Margaret) 3119 Autumn Trace Dr. Maryland Heights, MO 63043 314 298-8920 pboylan@swbell.net (R) Capt. Donald F. Brady (spouseJeanne) 724 Count Pourtales Dr. Colorado Springs, CO 80906 719 635-9356 don8603@webtv.net (R) Capt. Donald J. Cook, Jr. 234 Lake Merced Hill North San Francisco, CA 94132-2908 415 584-1814 celtkid@ricochet.net
(R) F/O William H. Maurer (spouse- Beverly) P. O. Box 20322 Kansas City, MO 64195 816 587-8543 billmaurer1664@cs.com (R) Capt. Tom Mullins (spouse- Victoria) 7640 N. 173rd Av. Waddell, AZ 85355 623 935-4833 temullinsus@yahoo. com (R) Capt. Andrew Murray #33 16th St. Hermosa Beach, CA 90254 310-376-4979 triptrader@yahoo.com Capt. James P. Donegan P.O. Box 10087 Truckee, Ca 96162 530-582-9306 suedonegan@jps.net
Photos in this issue of Topics courtesy of: Hank Gastrich, Larry Hecker, Rufus Mosely, Mark Ruth and Bill Townsend
PAGE 8 ... TARPA TOPICS ... MARCH, 2001
PAGE 9 ... TARPA TOPICS ... MARCH, 2001
Time to BID a 96 hour Layover in PHL Welcome to one of TWA's oldest cities. We will be staying in downtown Philly, across from the old Bellevue Stratford Hotel, in which so many of us have had great layovers. Philadelphia has had a wonderful rebirth, while retaining all of its colonial charm. We are planning tours to the famous Longwood Gardens (which is a spectacular botanical garden), the HarleyDavidson Factory, and of course many Historical Sites. Hundreds of interesting places can be accessed by local city tour buses or even walking. Walking through the city is always fun and of course the "shopping" is excellent. Aside from our planned events, information will be provided for you to take advantage of the theatres, restaurants etc., many of which are within walking distance of our hotel. We will be staying at the DoubleTree Hotel at Broad and Locust Streets across from the Academy of Music. There will be lots of opportunity for those who would just rather "hang out" at the hospitality room and see old friends. A comfortable and easy convention is planned.
The committee members are looking forward to TARPA 2001 and to seeing all of our great friends We know how difficult it is to plan so far ahead, but we appreciate any effort you can make to sign up as early as possible.
PAGE 10 ... TARPA TOPICS ... MARCH, 2001
TARPA
2001
PHILADELPHIA
September 19-22
SCHEDULE
WEDNESDAY SEPTEMBER 19
1300-1900 1400-1830 1900-2000
REGISTRATION HOSPITALITY SUITE BOARD MEETING
THURSDAY SEPTEMBER 20
0900-1700 1100-1700 1400-1830
HARLEY-DAVIDSON AND AMISH COUNTRY TOUR REGISTRATION HOSPITALITY SUITE
FRIDAY SEPTEMBER 21
0900-1600 1000-1400 1400-1830 1800-2230
LONGWOOD GARDENS TOUR REGISTRATION HOSPITALITY SUITE DELAWARE RIVER DINNER CRUISE
SATURDAY SEPTEMBER 22
0900-1100 1000-1400 1200-1430 1400-1630 1800-1900 1900-2300
GENERAL MEETING REGISTRATION HISTORIC PHILADELPHIA TOUR HOSPITALITY SUITE COCKTAIL HOUR BANQUET AND DANCING
SUNDAY SEPTEMBER 23
1100
CHECK OUT TIME
THE ABOVE TIMES ARE BUS DEPARTURE TIMES ...... PLEASE BE AVAILABLE AT LEAST 10 MINUTES PRIOR TO DEPARTURE TIMES TO ASSURE AN " ON TIME DEPARTURE"
PAGE 14 ... TARPA TOPICS ... MARCH, 2001
Tour
Information
Harley-Davidson/Amish Country Tour - Thursday, Sept 20, 9:00 AM-5:00 PM The tour will depart the DoubleTree by bus at 9 Am on September 20, 2001. We will be guided around the shop floor of the H-D assembly plant and get a close look at the assembly line. A visit to the Motorcycle Museum is included. Lunch will be at the Hershey Farm Restaurant and is included in the cost. Time will be available after lunch to shop and visit the on-site gardens. Our bus will return us to the DoubleTree at approximately 5:00 PM. Longwood Gardens - Friday, Sept 21, 9:00 AM-4:00 PM In 1906 industrialist Pierre S. duPont purchased a 42-acre farm to preserve trees, which had been planted there as early as 1798. Since then Longwood Gardens has grown to encompass 1,050 acres of gardens, meadows and woodlands; four acres of greenhouses containing 20 indoor gardens; 11,000 different types of plants; a rich collection of trees, statuary and fountains. Our walking tour will be self-guided so that you can select your area of interest - roses, orchids, cacti, fountains or arboretum. Wheelchairs will be available if walking is a problem. Lunch will be on your own at the Terrace Restaurant or the self-service cafeteria. Transportation to and from the gardens will be provided by bus, leaving the hotel at 9:00 AM and leaving Longwood for return at 3:00 PM. The cost of this event includes admission to the gardens and transportation.
Historic Philadelphia Tour –Saturday, Sept 22, 12:00 noon-2:30PM This is what Philadelphia is all about! Independence Hall, The Liberty Bell, Betsy Ross House. Christ Church and many other wonderful stops on this four-hour guided tour of early colonial Philadelphia The "City of Brotherly Love". The tour includes transportation and a professional guide as well as admissions. taxes and gratuities when required. This is a walking tour! Transportation will be provided to and from the hotel, departing at 12:00noon.
The above tours are space limited
Dinner Cruise - Friday, Sept 21, 6:00 PM - 10:00 PM The Spirit of Philadelphia Cruise Ship departs Penn's Landing on the Delaware River at 7:00 PM for three hours of dining, dancing and sight-seeing; some points of interest are Penn's Landing, the Ben Franklin Bridge, the New Jersey State Aquarium and the Naval Shipyard, to name a few. Transportation will be provided by bus to and from the hotel, departing at 6:00 PM.
PAGE 15 ... TARPA TOPICS ... MARCH, 2001
On Your Own For those individuals who desire to tour the city of Philadelphia and nearby areas on their own, here is a listing of several places of interest. Some of these sites are included in the Historic Philadelphia Tour, which is being offered on Saturday. City Hall Located at Penn Square, Broad and Markets Sts. Constructed between 1871 and 1901, it features a 37-foot bronze statue of William Penn atop the tower. Monday thru Friday a 90-minute guided tour, including the tower, is offered at 12:30. Tower tours are available every 15 minutes, Monday thru Friday from 9:30 to 4:00. Free. 215-686-2840. Masonic Temple This magnificent structure is significant because of its architecture; seven different styles are found in the seven lodge halls. Tours include the Grand Lodge Museum. All tours are guided; Monday thru Friday at 10, 11 AM, 1, 2 &3 PM. 215-988-1917. 7th Atwater Kent Museum Located at 15 S St. The accent is on the history of the city and archeology. Open Wednesday thru Sunday, 10 AM to 4 PM. Admission5th$3. 215-922-3031. Christ Church Burial Ground Located at and Arch Sts. The 5th site of Benjamin Franklin's grave. The United States Mint Located just north of Christ Church at and Arch Sts. Open 9:00 AM to 4:30 PM. Free. 215-408-0114. Independence National Historical Park Located three blocks north and approximately eight blocks east of the DoubleTree Hotel. The following is a partial listing of points5thof interest in or near to the park. 6th Sts. Where the Declaration of Independence Hall Located on Chestnut St between and Independence and Constitution were signed. Admission by guided tour only between 9:00 AM and 5:00 PM. Free. 215-597-8974. 6th Liberty Bell Pavilion Located between 5 th and Sts on Market St. The bell can be viewed from outside 24 hours a day but is open daily from 9 AM to 5 PM. Free. 215-597-8974. Second Bank of United States Located at 420 Chestnut St. This 1824 structure houses the Portrait Gallery of Independence National Park. Call ahead for hours. Admission $2. 215-597-8974 The Betsy Ross House Located at 239 Arch St. This is where the first American flag was sewn. Open Tuesday thru Sunday 10 AM to 5 PM. Donations. 215-627-5343 Elfreth's Alley Located just east of the Betsy Ross House. Purportedly the oldest continuously inhabited street in the US, it is lined with quaint homes from the early 1700s. Penn's Landing Located between Market and Lombard Sts along the Delaware River. It marks the site where William Penn landed in 1682. This is also home to several historic ships maintained by the Philadelphia Ship Preservation Guild. 215-629-3200. PAGE 16 ... TARPA TOPICS ... MARCH, 2001
The above-listed attractions could be visited on foot; however, for those needing transportation Philadelphia's Phlash service runs every ten minutes from 10:00 AM to 6:00 PM. And as they advertise, "Hop on and off all day for $4.00."
Farther removed from th the DoubleTree are the Franklin Institute Science Museum and the Fels Planetarium, located at 20 St and the Benjamin Franklin Parkway. Open daily from 9:30 AM to 5:00 PM. Combination tickets, which add either the Fels Planetarium or the Tuttleman Omniverse Theater, are $12.50, $10.50 for those over 62. 215-448-1200. th The Academy of Natural Sciences, located at 19 St and the Benjamin Franklin Parkway, was founded in 1812 and is the oldest continuously operating museum of its kind in the US. Open Monday thru Friday from 10:00 AM to 4:30 PM. Admission $7.75, $7 over 65. 215-299-1000. The Rodin Museum, located at 22 nd St and the Benjamin Franklin Parkway, houses a 124- piece collection of Rodin originals and casts; second only to the Rodin Museum of Paris. Donations. 215-763-8100. th The Philadelphia Museum of Art is located at the end of the Ben Franklin Parkway at 26 St. This is truly am outstanding art museum, presenting works by Cezanne, Monet, Poussin, Renoir, Rubens and Van Gogh. Works of modern artists are also included. Hours: Tuesday thru Sunday 10:00 AM to 5:00 PM, with guided tours available hourly from 10 to 3. Admission $8, $5 over 62. There is limited free parking. 215-763-8100. 7th The Edgar Allen Poe National Historic Site, located at 532 N St, contains a visitor's center within the house where Poe lived 1843 — 1844. Open Thursday and Friday 1:30 to 5 PM. Free. 215-895-2424. Across the Delaware River in Camden, NJ are a couple of major attractions. The Thomas H. Kean New Jersey State Aquarium is located on the banks of the Delaware River and features 400 species of fish. Ferry service is available from Philadelphia's riverfront. Open daily 9:30 AM to 4:30. Admission $10.95, $9.45 over 64. Reservations recommended. 609-365-3300. The battleship, USS New Jersey, is scheduled to be opened to the public on September 2, 2001. This 887-foot ship was mothballed in 1991 and is presently undergoing restoration. Areas open to the public will include the main deck, #1 gun turret and the superstructure with its quarters and command centers. Phone 856-966-1652. The Brandywine River Museum is located in nearby Chadds Ford, PA at the intersection of Routes 1 and 100. It is housed in a restored 19 th century gristmill and displays the best of area artists, including Pyle, Schoonover, and three generations of Wyeths. Daily 9:30 AM to 4:30 PM. $5. Should you be interested in attending the Theater while in town for the TARPA convention, it is suggested you contact directly, any of the theaters listed for their features: Academy of Music — across the street from the DoubleTree 215-893-1999 Forrest Theater — Walnut St between 11 th and 12 th Sts 215-923-1515 Walnut St Theater — America's oldest theater, founded in 1809. Walnut St between 8 th and 9th Sts. 215-574-3550 Wilma Theater - 265 S. Broad St. 215-893-9456, box office 215-546-7824 The Pennsylvania Ballet — 215-551-7000 Telecharge — 1-800-447-7400 Further theater listing are---http://www.theatrealliance.org/popup.html
For more information and maps you can go to the Web. http://www.gophila.com/gettinghere/
PAGE 17 ... TARPA TOPICS ... MARCH, 2001
FURTHER
INFORMATION
The DoubleTree Hotel is located in the very heart of Philadelphia at Broad and Locust Streets, just two blocks from City Hall across the street from the Academy of Music and The Bellvue Stratford Hotel. Most of the historic parts of the city are within walking distance from the hotel and convenient, inexpensive bus or taxi may easily reach those that are not. Hotel parking is $15/day in the attached garage. Those traveling to PHL International can reach the hotel by taxi (about $20, 4 people max), Airport SUPPERSHUTTLE (about $8/person) or train to Market East then a 4-5 block walk or taxi to the Hotel. The train costs about $5 or $1 if you are 65 or older. All major car companies are represented at the airport. The hotel has all of the usual facilities such as pool, restaurants, gym, business center etc. as well as in-room computer access outlets. For those flying privately: at PHL the FBO is Atlantic Aviation and at PNE (Northeast Philadelphia) the FBO is Hortman Aviation (sound familiar? Yes, originally Norm Hortman, now run by his son).
For RV parking please call or E-mail Jim Breslin at 910 977-2448 breslinjim@cs.com There are no RV camps nearby, so hopefully we can get some of you to travel together to the hotel.
When making hotel reservations be sure to specify the "DoubleTree at Broad and Locust Streets in Downtown Philadelphia," because there are two DoubleTree hotels. Call directly to 215 893-1600 or 800 222-8733. Advise "TARPA 2001" for the special room rate of $112/night. Atlantic City casino trips are available by contacting the hotel concierge.
TARPA 2001 Convention Committee
Chairman Co-Chairman Treasurer Secretary Committee Committee Committee
Clark Billie Joe Gallagher Ephe Olliver Bonnie Olliver Marlene Billie Jim Anderson Chris Anderson
215 610 215 215 215 215 215
297-8436 825-5122 345-0768 345-0768 297-8436 672-1297 672-1297
billie422@aol.com joeg981@aol.com epheao@earthlink.net epheao@earthlink.net billie422@aol.com
PAGE 18 ... TARPA TOPICS ... MARCH, 2001
GET READY TO TIPTOE THROUGH THE TULIPS WITH TOURING THOMPSON
The 12-day trip leaves the US April 11, 2002 and begins in Brussels. You fly home from Amsterdam. The price quoted in the material that follows was supplied by Vantage Deluxe World Travel and includes airfare from the US to Europe. If you wish to use your pass, Vantage will quote you a price for the land and riverboat portion only.** When you contact Vantage to make your reservation be sure to say you are with TARPA. I advise asking for information on the insurance package. 2002 is the Floriade in Holland. The Floriade is held every 10 years and is a wonderful horticultural exposition. It features flowers, vegetables and trees grown in the Netherlands. It is supposed to be magnificent and we will have an opportunity to see it as well as the fabulous Keukenhof Gardens and the other delights Holland has to offer. The riverboat " Explorer" is brand new. The travel agent I'm dealing with went on its inaugural trip and raved about it. You may choose from 4 categories of outside cabins. Category C is at the waterline and has windows that you have to stand or kneel on the bunk to see out of. A, B, and C cabins are the same size with larger windows in A and B. In category AA there are suites that are a little larger. There is an elevator aboard. There is single seating dining in a dining room with panoramic views of the Dutch waterways on which we'll be cruising. - - Note that almost all meals are included as well as all shore excursions Get your reservations in as soon as possible. Vantage is holding 20 places for TARPA. They will have no trouble filling this cruise during tulip time in a Floriade year and they will not hold space for us after August 1. I have made my reservation and I hope you'll join me. **I plan to fly from Atlanta and there is a $100 add-on from there. Because of the difficulty of using my Class 9 pass; I usually buy the package that includes airfare.
IF YOU WANT TO TAKE THE POST CONVENTION PEEKS AND VALLEYS TRIP GET YOUR CHECKS TO ME PRONTO. SEE THE LAST TARPA TOPICS FOR THE DETAILS. Jean Thompson
PAGE 19 ... TARPA TOPICS ... MARCH, 2001
Vantage
Deluxe World Travel presents
You'll be surrounded by vibrant blooms at Holland's celebrated Keukenhof Gardens here's nothing quite like Holland and Belgium at tulip time. At each bend in the river and all along the intricate network of bridge-crowned canals, you'll see every conceivable hue of tulip — bursting from a blanket of emerald green into rainbows of vibrant color. And there's no better way to explore Holland's incredibly historic lowlands — festooned with spring flowers — than aboard Vantage's prestigious ms River Explorer. This luxurious "floating hotel," custom designed by Vantage Deluxe World Travel to suit North American tastes, is one of the best ships sailing Europe's rivers today. Glide to the heart of the continent's most scenic venues, with quaint villages and great cities just outside your cabin door. Think of it. The resplendent waterways of Holland and Belgium — all yours, at the height of tulip time. And, if you like, you can add Belgium with 3 nights in Paris, or end with 2 nights in Amsterdam Your Day-by-Day Itinerary Day 1 Depart Home Begin with an overnight flight to Brussels.(If you elected to start with the optional pre-extension in Paris, you'll transfer by motorcoach to Brussels.) Day 2 Brussels, Belgium Arrive in Brussels and transfer to the Deluxe SAS Radisson Hotel, located in the heart of the city. This evening, meet your fellow travellers at a Welcome Dinner. Deluxe SAS Radisson Brussels Hotel (D) Day 3 Brussels Set off on a half-day panoramic city tour, highlighting the cobblestoned main square — Grand Place
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Explore Amsterdam's canals
— flanked by Gothic halls and 15th- and 16th-century gabled houses, many recently restored. Nearby you'll stop to see the famous Mannekin Pis boyhero fountain. The afternoon is yours to explore at leisure. You might explore near the Palais Royal (Royal Palace), strolling the Grand Sablon, the city's most sophisticated square brimming with cafes, restaurants, art galleries, and antique shops. To see the height of Art Nouveau, which flourished in Brussels more than anywhere else, visit the Britishowned department store, Old England; the building itself is a marvel. If you admire great art, be sure to visit the Musee d'Art Moderne (Museum of Modern Art), the building itself is a feat of modern architecture. Deluxe SAS Radisson Brussels Hotel (B) Day 4 Brussels Set off on your full-day tour to the picture-perfect Flemish city of Bruges. Last evening's lecture comes alive as you explore this virtual open-air museum, full of romantic canals and medieval architecture. You'll have time for lunch on your own — try the pommes frittes — and to browse shops offering exquisite handmade lace. To experience Bruges at its best, you'll enjoy a delightful included boat ride along the city's lovely canals. After an exciting day, return to Brussels to relax or enjoy more time exploring at leisure. Deluxe SAS Radisson Brussels Hotel (B) Day 5 Brussels / Amsterdam, The Netherlands / Embark ms River Explorer After breakfast at your hotel, bid farewell to Brussels and travel by motorcoach to Amsterdam. You'll stop for lunch along the way and enjoy a panoramic city tour of The Hague, the seat of the Dutch government and the International Court of Justice. After lunch, you'll visit splendid Keukenhof Gardens, where you'll gaze in delight at a rainbow of tulips, hyacinths, and narcissus — more than seven million blooms in all. Then, arriving in Amsterdam, you'll embark the ms River Explorer and settle into your spacious cabin. Celebrate your river cruise at the Captain's Gala Welcome Dinner this evening. Deluxe ms River Explorer (B, L, D)
Day 6 Amsterdam / Rotterdam Cruise through the lowlands to Rotterdam. From here it's a short drive to the ancient river town of Gouda, where you'll enjoy a walking tour in the morning. Gouda is the quintessential Dutch town centered around majestic St. John's Church with 70 fabled, stained-glass windows. You'll overnight on board in
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Rotterdam, but first take an excursion to charming Delft, including the Royal Delft Factory where the world-renowned blue-and-white porcelain is made. Enjoy a short panoramic city tour of Rotterdam en route to the ship. This evening, delight in a Dinner with entertainment by the traditional Dutch Singing Captains group. Deluxe ms River Explorer (B, L, D) Day 7 Rotterdam / Schoonhoven / Arnhem Depart Rotterdam in the morning, winding through tulip country to Schoonhoven. Disembark to wander among the spectacular 18th-century windmills at Kinderdijk — a series of 19 windmills that line the picturesque canals. It's the quintessential image of The Netherlands! Then, step back in time on a walking tour of Dordrecht, the town that inspired so many 17thand 18th-century painters, such as Ferdinand Bol, Jan van Goyen, Albert Cuyp, Pieter de Hooch, and others. Your vessel is underway again at noon, headed for Arnhem, remembered for the air battles that took place during World War II. On the way, an expert lecturer on board will put some of the war's events in perspective for you. After dinner, take an evening stroll of Arnhem's open-air museum of cottages, barns, windmills, and workshops. Deluxe ms River Explorer (B, L, D) Day 8 Arnhem / Urk Today you'll visit the Airborne Museum, commemorating the Battle of Arnhem (September 1944), which you learned about during yesterday's lecture. Part of Operation Market Garden, the largest airborne operation in history, the battle included men from the 82nd and 101st American Airborne Divisions, the 1st British Airborne Division, and the Polish 2nd Brigade. Deluxe ms River Explorer (B, L, D)
Day 10 Enkhuizen / Hoorn / Volendam / Amsterdam Your ship moves on to the Zuider Zee village of Hoorn, where you'll enjoy free time for shopping. Savor a free afternoon in Volendam, where some locals still wear traditional costumes. This evening, enjoy a lecture on Van Gogh as you cruise to Amsterdam, followed by an enchanting Candlelight Canal Cruise. The city takes on a special glow, with reflections dancing off the water as you glide past storybook, step-gabled houses and beneath graceful bridges. Slip back to a time when lanterns lit the waterways and the only sounds in the night air were the songs of boatmen. Deluxe ms River Explorer (B, L, D) Day 11 Amsterdam Your full day in art-filled Amsterdam begins with a panoramic city tour. You'll see the Gentlemen's Canal, lined by grand, patrician houses; the Criers' Tower, where a plaque marks the point from which Henry Hudson set sail for the New World; and stop in at a diamond-cutting workshop. After lunch, you'll travel about a half-hour out of town to see a spectacle that's out of this world: Floriade, the horticultural exposition that's held just once every decade! It's Holland's largest event, featuring flowers of countless varieties, shrubs, and flowering trees — an absolutely breathtaking sight to behold. In the evening, say goodbye to your new friends at a festive Farewell Dinner aboard ship. Deluxe ms River Explorer (B, L, D) U.S. Departure Date—March 21 will visit the Rijksmusem. Day 12 Return Home or Begin Optional Amsterdam Extension (B) Discover romantic Bruges, Belgium on an included excursion
Day 9 Urk / Makkum / Enkhuizen Disembark in Makkum for an excursion through the Lake District and Province of Friesland, an area of verdant farmland. A highlight is the Eise Eisenga Planetarium. Ahead lies Enkhuizen, where you'll be delighted on a walking tour of the Zuider Zee OpenAir Museum of Dutch history. A traditional, Dutch folkloric show aboard ship, featuring the Westfries Dance Group, highlights the evening. Deluxe ms River Explorer (B, L, D)
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Exclusive Included Highlights • Visit the famed Floriade — a horticultural event held just once every 10 years!—March 21 date will visit the Rijksmusem instead •Visit magnificent Keukenhof Gardens when the tulips are in full bloom •Enjoy walking tours of Gouda and Enkhuizen with just 25 guests per guide!) • Delve into Delft, where you'll visit the Royal Porcelain Factory •See the 19 windmills at Kinderdijk •Explore Arnhem, with a visit to the Airborne Museum, enhanced by a shipboard lecture •Half-day visit to the Floriade horticultural exhibition on all departures except March 21) •Tour the Lake District and visit Eise Eisenga Planetarium and Zuider Zee Open-Air Museum •Take in the splendor of Amsterdam on your city tour with a visit to a diamond cutting workshop, and an evening candlelight canal cruise -
Explore Rotterdam, The Hague, and Brussels on panoramic tours •Enjoy a Brussels panoramic city tour •Soak up the medieval splendor of Bruges on a full-day tour including a canal boat ride •Learn about Arnhem 's role in WWII, Vincent van Gogh, and the architecture of Bruges at three onboard lectures •Local folkloric entertainment on board
Exclusive Included Features Accommodations 7 nights aboard one of Vantage's deluxe, privately owned ms River Explorer; 3 nights at the centrally located, deluxe SAS Radisson Brussels Hotel Airfare Included round trip international airfare to Europe from select cities; all transfers and baggage handling included; optional Business Class upgrade available at an exclusive Vantage discount 25 Meals 10 breakfasts, 7 lunches, and 8 dinners Exclusive Vantage Extras Vantage Program Managers and Concierge Desks on board and at your hotel All-Inclusive Sightseeing 11 included sightseeing tours led by local guides (a value of $500 per person) All transfers & Bagage Handling (Except in customs areas)
Extend Your Vacation Add three nights in Paris before your cruise, two nights in Amsterdam after your cruise — or both! Amsterdam Add two more nights in canal-laced Amsterdam, a lively, culturally rich city with plenty to do, including the Van Gogh Museum and the Anne Frank House. You'll stay at the Deluxe Golden Tulip Barbizon Palace situated in the historic and bustling part of the city. Your two-night extension includes breakfast daily, one dinner, and transfers. Paris Imagine immersing yourself in the Rive Gauche, or Left Bank, strolling beneath the icon of Paris — the Eiffel Tower. You can do all that, and more from your accommodations at the Superior First-Class Le Meridien Etoile Hotel or Le Meridien Montparnasse. a panoramic city tour will show you Notre Dame, the Eiffel Tower, and the Arc de Triomphe. You'll also enjoy a dazzling illumination tour of " Paris by Night." Plus, your stay includes daily breakfasts, one dinner, transfers, and ample time at leisure for shopping or simply strolling around "The City of Light."
A charming Dutch scene: spring breezes s tulips and a windmill EOD02
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Tarpa Tours Presents WATERWAYS OF HOLLAND AND BELGIUM A 12-Day Memorable Journey 速 including 7 Nights of scenic cruising aboard Vantage's Deluxe, privately owned River Explorer and featuring the World Horticultural Exhibition "The Floriade"
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AN OLD PILOT REMEMBERS ALASKA By William E. Townsend The letters I see in the Topics are a good reminder of many experiences, and I enjoy them. I have a story that might be of interest about my Navy years in Alaska and the new 4 engine R5Ds. When I was called back on duty in the Navy in 1942, after 212 years with TWA, I was sent to VR-2 in Alameda, as I had had lots of time in seaplanes, (I had even been loaned out by the Navy to fly as Relief Pilot on Pan Am Boeing Clippers to Lisbon, Portugal several times) and 9 days later I was on my way to Honolulu in old 4 engine PB2Y2 service plane -14 to 17 hrs. flight ti me across the Pacific. After several trips there, I was sent to - where else? Sandpoint Naval Station, near Seattle, and from there to fly cargo and VIPs to Alaska in R4Ds. As a Senior Lt. Cdr., I had the Operations job. Our flights were from Seattle -Kodiak - Adak and Fairbanks, and then, when the oil fields were opened at Umiat, we flew in the first equipment and most all supplies for the test wells. We also had flights to Pt. Barrow to service the Navy SeaBees. We always had caribou sandwiches when we left to go back to Fairbanks. I got to fly some of the VIPs from Washington, D. C. and some of the celebrities with the USO, and one VIP, who later became President - Harry Truman. The trip around Mt. McKinley, just North of Anchorage was a "Must See" for our VIPs. When we stayed overnight in Fairbanks, we had quarters in the same building with the Russian pilots, who were there to ferry U.S. fighter planes back to Russia, as part of the "Lend -Lease plan", I was told. Vodka, of course, was on their menu -a U.S. man would not last long in that outfit. My first to Alaska, when we stopped in Anchorage, it had one center street about 7 blocks long, one small hotel, a few bars, population about 8,000, with animals - moose and elk all around; I guess now the population is more like 225,000. Kodiak was our first real base when we started. About 4 months later, VR-5 was commissioned and scheduled to pick up the first Navy 4 engine R5Ds, and I was asked by the skipper to go to Douglas at Santa Monica, Ca. and get the first five planes (lucky me!) I was more than willing. The person that my crew and I reported in to at Douglas was Benny Howard, the well-known test and race pilot. Next A.M. I checked in with him, #9 was on the line and ready -what a briefing-I'm co-pilot in a strange 4 engine aircraft quite a change from the old R4D. After a brief cockpit check, we were off; flew around some and he says, "You've got it." I made a few turns, some more briefing and we made a help controlled landing with a rolling takeoff. After 3 or 4 landings, he said "Enough", and after 3 more landings the next A.M., he said, "take it away". Douglas sent an engineer with us for the next six weeks, and my crew and I ferried the planes to fly the Alaska chain to Attu from Seattle. With the help of the Douglas engineer and a smart First Class Seaman, Bill Gieger, another TWA employee, we wrote the first set of flight instructions for that plane. In all the next 2+ years we never damaged a plane. We just gave Alaska weather reports due respect and flew some real weather!
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One experience I remember well: one late night flight, Adak to Kodiak, in an R4D, I had 6 Navy mess boys on board, going back to the States. Somewhere West of Kodiak Island a very low ceiling came in and ice started to form on the wings - so we went down low; the radio operator let out the radio antenna to full 50 ft. and kept a hand on it, so if I got too low he would feel the weight hit water. It was now black-out, as you would know; Kodiak had strong East winds and the field had no night approach from the West, due to a hill. A charter PAA was ahead of me about 15 minutes. and I listened to the pilot talk to Kodiak, and he was not happy. Some few minutes later I heard him say, 11welre going in" -they had 20 on board. My time was still coming. I tried a North cross-wind landing, but could not get on ground to stop. I told the co-pilot we would make a blind turn and land East - visibility was very poor. We made it! I don't believe the airplane rolled 100 feet, the wind was so strong. What a close call!! A jeep came out and led us into the hangar. The mess boys got out and kissed the floor - they looked to me to be a gray color. For the co-pilot, and myself it was just another day flying the Aleutian chain -Oh, Yeah! ! I swear my hair turned white a short while later. (We learned later the PAA plane landed in the water close to the shore line -all got out safely, very cold and wet, but OK.) I can think of only one other time out of the many situations we would find ourselves in that I got really concerned. On a daylight approach into Anchorage in an R4D; letting down we ran into heavy icing. We were close to landing, and I thought there was no problem. But ice built up very fast on the wings, and more and more power was needed. I saw the field ahead, and when I touched down I had full power on. Ice flew all over the place. It was not one my best landings, to be sure. We walked away, so it must have been okay. One other occurrence of a different nature: A small Alaskan plane pilot had a forced landing just North of Wiseman Village, on the edge of the U.S. Arctic Park. We went up to get the pilot with an R4D cargo plane. I landed on a very small area of flat ground and found all okay, pilot and passenger ready for pickup. As I stepped down from our plane, a cloud of mosquitoes hit; daylight was almost blacked out. One of the native tundra residents was smoking a pipe and paid no attention to the swarm that was all over his face and head. I quickly retreated back into the plane, and could hardly wait to get airborne and open the windows. As I look back, I think those mosquitoes were more the size of hummingbirds with the same length and beak! Just East of Whitehorse is the first part of the Alcan Highway. Highway #1, which goes through to Fairbanks. While it was being built most of us pilots flew at least once over the construction route to take a look. What maps we did have had so many white areas (unsurveyed) that we had to make note of peaks and altitudes, etc. Finally, after almost two years, charts were made available that better mapped the terrain. An amazing thing we would see from above was a dog sled way out on the snow of the Arctic Plain, making an unbelievably straight line to some distant place. Once, on my way to Pt. Barrow, I followed for miles and noted the straightness of the line of travel; I'm sure he didn't have a compass. At another time, I had the wonderful experience of seeing the great migration of caribou South of the Brooks Range - thousands of animals spread out for miles. Also we could see the
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magnificent Big Horn sheep on the mountainside, almost close enough to touch. We would take off from Kodiak, and just South of the airport, in season, we would see mother Grizzly Bears with their cubs. If a load of GIs were on board, we would circle so they could see the mother bears rare up at the plane. Near Ketchikan is an island called Annette, where Canada maintained an emergency strip, which was used by at least two of the VR5 pilots, because of weather. On the approach on the Southern end was a big sign that said, "Check for Bears and Deer before Landing! I also had the experience of taking the first airplane into Attu right after the Japanese were driven from that last Island on the link of the Aleutian chain. The few GIs that were there were overjoyed to see us and to receive the fresh milk, real eggs, newspapers and mail that we brought in. When I think back on my experiences I realize it was an excellent training ground, and I sure enjoyed all of the headaches as well as the feeling of a job well done. I was very lucky to have the access to the best part of Alaskan flying. There was very little of central and West Alaska that I did not see in my time there. The best to the last -I think the Northern Lights, as they are viewed from South of the North Pole, at 10 -12,000 feet, on a clear night, is the most impressive sight that Mother Nature can offer. I saw this on several trips, color you can't believe. Something no one can adequately describe! I felt privileged to see it.
Adak, Alaska 1943. Author, Bill Townsend, third from the right.
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CARRIER LANDINGS By Stu Nelson In reviewing old issues of Tarpa Topics, I encountered Dick Davis's Wingman, and Hank Gastrich's treatise on landing the F4U Corsair on a carrier. This reminded me of my first carrier landing, which just happened to be in that venerable bent-wing bird. I was a member of VMF 312 based at K-18, Kangnung, Korea in December 1951. Our work consisted of close support, rail cuts, and deep interdiction. We lived in four-man tents heated by a pot-bellied stove, and baby it was cold outside! After two months and 48 missions of this, when the Wing decided to send the squadron aboard a carrier, I was ready to go. One small problem, I had never been near a carrier! My regular friends told me about the living conditions, warm quarters and what a piece of cake this carrier flying was. They also mentioned that you really couldn't call yourself a Naval Aviator until you've flown off a carrier. We were off to Japan, and for the next four days flew FCLP [field carrier landing practice] off an old Jap fighter strip at Hanshin, near Osaka. On the second day, one the pilots who told me about this easy piece of cake, spun in at the 90 and bought the farm. It took another day for the LSO [landing signal officer] to slow me down! After another day of this practice, the heavies decided that we were ready for the big leagues and we set course for the ship. The ship was the USS Bairoko, CVE 115. It was constructed on a tanker hull, was 400 feet long, and would cut through the waves at a top speed of 16.7 knots. All 24 planes landed uneventfully, with only two waveoffs. I think even the Navy was pleased. The Navy had a rule that you could not fly combat unless you had eight carrier landings in your logbook. Two of us each had one. On the way to our operating area in the north China Sea, the next morning, we were shot off the port and starboard catapults, made three touch and goes and a final trap. I now had my total up to five. That afternoon I made a deck launch, two more touch and goes, and the qualifying trap. This effort readied us to confront the enemy, and provided a day's entertainment for the troops! As soon as CVE 115 and its destroyer screen were in position, four of us took off to strike a blow for the free world. The bad guys didn't appreciate our actions, and promptly shot up my hydraulic system. This meant no flaps. With the help of the wind god, the ship managed to provide 25 knots over the deck, I added ten knots, made a flatter than normal approach and caught the number three wire. Number nine was one of my better landings.
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Land Speed Racing 2000 Diary By Ardun Doug King Fellow TWA'ers, Let me introduce myself My name is Doug King, a pilot for TWA from 1966-90. Many of you knew me as "The Headset Guy " . Early in my career an electronics entrepeneur I knew from the North American Navion Society gave me a couple of lightweight "hang-it-on-your-ear " type general aviation headsets to evaluate on my next flight. As it turned out the Captain on that late 60's 707 F/O trip was SFO's Curt Graves. Sometime after takeoff he asked to see the new listening device I was using. When he refused to return it to me, insisting instead on buying it, I found myself in the headset business. Between that date and the time I retired I sold literally thousands of the Multitech TI-1 headsets to my fellow TWA crewmembers. Now, to the reason for this story. As a teenager in high school I was fascinated by cars, particularly hot rods. In high school and college I was a minor league drag racer, quitting that when I started a family in the late 50's. I graduated to the pre-1916 Horseless Carriages in the early 60's but my first love remained the high-performance Flathead Ford V-8 powered hot rod. In 1962 I was an outside salesman for Valvoline Oil Co., covering the East Bay area of the San Francisco region. About the time that Valvoline purchased a full-page ad in one of the antique automobile club magazines they also hired a new salesman for San Francisco and assigned me to introduce him to the product line by traveling with me for a couple of weeks on my route. As it turned out the new salesman was an antique car enthusiast who introduced me to the local Horseless Carriage Club (restricted to pre-1915 cars). In that club were TWA pilots Herb Keyser and Bob Campbell. I had been exposed to aviation since my Dad bought and flew an Ercoupe when I was a kid and never got over my interest in airplanes I was constantly quizzing Keyser and Campbell about airline flying. Herb and Bob tried for three years to get me to take flying lessons before I made the commitment to take advantage of the hiring boom that TWA started on. I took my first flying lesson on my 28th birthday in 1965 and was in F/E school in MKC on 660411. By the mid 1970's my family had outgrown our 2 passenger 1914 Ford Roadster and I was beginning to realize that my true automotive love was the venerable old Flathead Ford V-8, by then an antique instead of the performance icon it reigned as between its introduction in 1932 and its retirement in favor of the next generation overhead valve engines of the mid 1950's. During the end of the Flathead Ford V-8 era a couple of Belgian born engineers named Arkus-Duntov, who happened to be outside engineering consultants for Ford Motor Company, designed and produced a limited run of conversions for the Flathead V-8 that repositioned the valves into new aluminum cylinder heads with hemispherical combustion chambers. This conversion, intended for Ford trucks that were notorious for overheating and cracking cylinder blocks, was named the ARDUN. In those days Ford passenger cars and trucks shared the same engine.
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About 1949, when the Brothers Arkus-Duntov introduced their engine conversion, Ford replaced the V-12 powerplant in their Lincoln line with a newly designed heavy-duty flathead V-8 which they simultaneously offered in their heavy-duty trucks, wiping out the Arkus-Duntov Bros. market. It was during this era that the Zora, the elder Arkus-Duntov brother, left the partnership and went to work for General Motors in the Chevrolet Performance Division. He would go on to become the driving force behind the conversion of the infant 1953 Chevrolet Corvette into Americas most ferocious sports touring car, featuring the now legendary Small Block Chevrolet V-8 that would supplant the Ford Flathead V-8 as this country ' s performance icon. The ARDUN engine conversions were used in Allard sports touring cars until being replaced by the Kettering Cadillac V-8, eventually falling into the hands of hot-rodders. The emergence of the Arkus-Duntov designed Small Block Chevrolet V-8 into the hot rod performance field was the final "nail-into-the-coffin" for the Flathead Ford V-8 and the ARDUN engine conversion that the brothers had designed. In the early 1980's when drag race promoters began sponsoring nostalgia events early racers such as myself started dusting off the old speed equipment and recreating cars in which they could continue their childhood. About the same time, the SCTA (Southern California Timing Association) expanded their LSR (Land Speed Racing) classes to include vintage engines manufactured prior to 1954. Land Speed Racing originated in the mid 1930's on the dry-lakes of the Mojave Desert. Prior to World War II the SCTA held monthly 1.3 mile straight-line acceleration contests every summer at Rosamond Dry Lake, presently the site of Edwards AFB. The cars were classified by engine displacement and body type (coupes, roadsters, unlimited, etc.) and timed one at a time after accelerating down the 1.3 mile course. When the Army Air Corps took over Rosamond Dry lake to build Edwards AFB during WWII the SCTA moved a few miles south to El Mirage Dry lake and resumed their racing schedule in 1945, a tradition that endures today. By 1949 the SCTA racers were attaining speeds that needed a longer course, so they added an annual meet called Speed Week on the Bonneville Salt Flats near the Nevada-Utah border close to Wendover AFB, the site of training for the Enola Gay squadron that dropped the atomic bomb in Japan in 1945. The Bonneville Salt Flats offered 11-13 miles of perfectly smooth rock-hard salt on which to run their cars. Today there are 2-4 annual LSR events conducted at Bonneville by various sanctioning groups, 6 events on the 1.3 mile El Mirage Dry Lake each summer, and a 1.5 mile reunion event on the Rosamond Dry Lake at Edwards AFB.
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I had completed my latest LSR race car, a highly modified 1927 Ford Model "T" roadster, late in the 1999 race season and had campaigned it at one El Mirage meet and one Bonneville meet. The engine class I run in has no limitations of fuel so we can run anything from gasoline to a mixture of methanol and nitromethane. My final pass at Bonneville in 99 was clocked at 198MPH, running against the oldest car record in the book, a mark of 201MPH set in 1969. After rebuilding the engine that wounded itself on the 198MPH pass I had the Modified Roadster ready for the June El Mirage, running a listless 174MPH on a 184MPH record. During the post-race checkout I found a problem with a couple of valves in the Ardun heads as well as a magneto coil needing replacing. I removed the offending head and ground the seats in preparation for a chassis dyno run (running the car on a device that measures rear-wheel horsepower) which yielded 327HP on gas and 425HP on 55% nitro. After the dyno session Son Brian and I competed at the Muroc Reunion (Edwards AFB) and set records of 172MPH on gas and 192MPH on a mixture of 55% nitromethane/45% methanol. At this meet I again experienced the valve problem and discovered that in the assembly process I'd given the exhaust valves inadequate seat pressure, causing them to "float" and damage the seats. Off came the heads again to increase the spring pressures, a fix that cured the problem. The car was in the trailer 2 weeks before Bonneville. Talk about a spooky feeling, wondering what I'd forgotten and when the second shoe would drop. Thursday noon the 10th, Son Brian and I left Castro Valley (Bay Area) Calif with a 2 car caravan and his Basset hound Othella. Friday at 3:30AM found us at the Salt Flats, very sleepy. We pulled on to the salt at 7:00AM, found pit space that a friend had saved for us, unloaded the roadster, and were in the technical inspection line at 9:00 waiting for the inspections to begin at 10:00 as advertised. Fortunately the inspection started early and we were back in our pit with the "Inspected" sticker before 10:00AM. The rest of the day we "kicked-back" as much as can be done in 100 deg. weather, renewed old acquaintances, and made some new ones. Saturday morning brought the drivers meeting at about noon and the start of the long lines of cars waiting to run. After all the trouble I'd had with this motor I was preparing myself for the thrash of changing to our spare "bullet" (the rebuilt 1999- 198MPH engine) after the first run. This particular Ardun had given me "fits" from the git-go, mostly due to my own mistakes and carelessness. The race course is laid out with a 2 mile acceleration course followed by a 1/4 mile trap in the first part of the 3rd mile, followed by a 1 mile trap on each of the 3rd, 4th, and 5th miles.
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About 2:30PM Saturday we were at the front of the line with me strapped into the car and ready to go. The "moment-of-truth" with the Ardun always seems to be at the 2-3 shift. It will pull pretty well in low and second, but if the tune-up is off or the engine drops a cylinder it won't pull past 5500RPM in high gear. In low gear it doesn't do much but spin the wheels, but after the 1-2 shift the aerodynamics of the car help it to get "hooked-up" On this run I made the mistake of shifting 1-2 with full throttle and the thing nearly swapped ends on me. After gathering my wits I got down to concentrating on keeping the car between the cones and the black lines, made the 2-3 shift at 6500, and was delighted to watch the tachometer start its climb back from the bottom of the camshafts RPM range. When it passed 5500 well before the 2 mile marker I knew it was doing OK. The car handled very well but took constant attention due to a small amount of wheel spin and the drivers tendency to over-control Leaving the 3rd mile the tach was slowly creeping past 6300 and I knew that we had qualified on the 1969 record of 201MPH. As I passed the 4 mile marker I knew the car was several MPH over the record and started slowing, turning out before the 5 mile marker and coasting to a stop behind another crew on the return road. They hadn't heard my speed but gave me a welcome drink of ice water. The sight of my crew coming toward me with the horn blaring told me what I wanted to hear. We had a 1/4 mile trap speed of a little over the record, a 3rd mile speed of about 205, and a 4th mile speed of 208. We then took the car to impound, checked in with the SCTA official, replaced the nitromethane/ methanol mix with gas in preparation for the next mornings warmup, read the plugs, calculated the density altitude for our run (7800') and waited for the morning return pass. The evenings get pretty short when you have a car in Impound. By the time you get to the KOA, take a shower, and eat dinner it's often 11:00PM Mountain time. In order to be at the "end-of-the-road", fed, shaved, and ready to start preparing the car by 5:45AM we had to get up at about 4:30AM (3:30 on my Pacific Time watch). Sunday morning brought a density altitude of about 4800' so we richened Saturdays fuel mixture (more dense air requires more fuel), warmed the oil with our electric oil pan heater, warmed the engine on gas, replaced the gas with a 55% nitromethane and 45% methanol mixture, and were ready to follow the official out to the starting line at 7:00AM. On the second leg the car behaved well, turning 202MPH in the 1/4 trap, 208MPH or so in the 3rd mile, and 211MPH in the middle mile. Not wanting to flog my 50 year-old engine block I slowed and turned off the course after the 4 mile marker and was on the return road before passing abeam of the 5 mile markers. Back to the Inspection lines again for the event I'd been dreaming of since first attending Speed Week as a spectator in 1968 and driving at Bonneville in 1987, the induction into the Bonneville 200 MPH Club. What I'd wanted for S000 long but dared not anticipate had finally happened.
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In Impound the officials measure the displacement of your engine to make sure it's within the 325 cubic inch class limit, ascertain that the car is legal for the class, and where appropriate check your fuel. The SCTA official, who happens to also compete in the Vintage Engine classes, did the engine measurement with a folding device I furnished that fits down the spark plug hole and confirms the engines bore and stroke. Following the impound session came the ceremonial induction into the Bonneville 200MPH Club, every Land Speed Racers ultimate goal. If I'd been any help to my crew before getting my red 200MPH Club "hat" I was completely worthless afterward. I was on a different planet. Back to reality, it was Sunday morning and we had achieved our main goals on the second day of the meet. A friend from Nebraska with an engine similar to mine had upped his own Supercharged Vintage Engine Street Roadster Ardun record and was ready to go after my 1988 Normally Aspirated Vintage Engine Street Roadster record of 143. Not wanting to go out leaving anything on the table we changed classes and started after the friends 151MPH Vintage Engine Gas Powered Normally Aspirated Modified Roadster record with Brian driving. Back in the pits we discovered a long split in one of the welds in our coolant tank. Brian, and the other crewmembers scrounged some J-B Weld, silicone from town, and aluminum angle trim from my trailer, and fashioned a temporary "fix" that stopped the leak. I knew from my experience at Muroc that the Ardun on gas needed a lower gear ratio than it did on nitro. Brian, however, insisted on trying the 2.48:1 differential (rear axle) ratio that we'd used on the previous run on. We changed fuel injector nozzles, reset the fuel injection valve for gasoline, changed spark plugs, fuel, mixture jet and were at the front of the line at 2:30 Sunday. When Brian made the 2-3 shift the engine had a helluva time pulling it, finally getting back to 5600RPM at the end of the first timed mile for a speed of 179. Still, we had qualified and headed for impound. In impound we discovered another split in the coolant tank and the guys went to work with more J-B Weld, silicone caulking, aluminum trailer trim, and sheet metal screws, this time fighting the 4-hour window allowed for preparing the car for the return run. Monday morning found Brian with the differential gears changed to the recommended 2.7:1, the engine warmed, and ready for the second leg of his record run. On the run he turned a 186MPH in the first 1/4 mile trap of the 3rd mile but the car got a little ill handling and he backed off the throttle in the full 3rd mile, slowing to 184MPH. The average of the two days runs was still 181MPH for the record, Brian's first at Bonneville. He's been driving our Ardun powered Dragmaster at the nostalgia drags since 1992 but this years Muroc Reunion was his first LSR record. Meantime, it was Monday afternoon and we still hadn't had the rockerarm covers off, the oil was still looking OK, and the oil filter looked clean, so we decided to do Rookie runs on gas for our other two crewmembers. You should have seen the smiles on their faces. Now they're REALLY hooked. Tuesday the car just stayed parked in the pits. Brian took the chase pickup and headed for home
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with grand-dog Othella. He is starting a new high school teaching job in Napa, CA, moving into a new house, and has a lot of preparation to do. By afternoon the weather looked pretty threatening so I trailered the car, cleaned up the pit, and moved the rig to the "bend-of-the-road" to avoid a soggy mess if we got hit by a thunderstorm. Wednesday night was the Two-Club banquet. Lots of vintage engine people there including several other Vintage Engine guys who had set records at over 200MPH. Thursday AM I headed west, arriving home in 11 1/2 hours. Now the cleanup starts. It's now Tuesday night, August 22, and everything's cleaned up and de-salted, the Ardun's vital signs look OK for the November El Mirage 2-day meet, and I can spend some time getting ready to test-n-tune the dragster powered by the supercharged Ardun. Hopefully we'll be introducing this engine to the modified roadster soon. My street roadster, the Wife's car, and my 1958 Morris Minor LCV Van are all now sporting "Bonneville 200MPH Club " license plate frames. The November 2-day El Mirage meet was to be the season finale. I had originally wanted to run one day against the 160mph gasoline Vintage Modified Roadster open minimum and one day against the existing 1983 Unlimited Fuel class record of 184mph. SCTA rules, however, prohibit changing classes at El Mirage meets so we decided to concentrate on the fuel mark. Tech inspection is the day before the meet so instead of electing to leave home at 4:00am Friday, arriving at El Mirage by noon with plenty of time for Tech, for some reason I left Thursday morning, still arriving on the lake bed after dark. After dinner I realized that I had neglected to bring any reading material, leaving me no choice but to hit the sack at 7:00pm. Lancaster weather was showing 29 deg. as the daily low but in reality it was closer to 10 deg. that night. Friday afternoon I got my car through Tech inspection with no comments or problems. After the inspection people go over your car a few times they get used to the individual competitors workmanship and attention to detail so consequent Tech sessions usually go pretty well. Each race car has its own log book similar to that of an airplane. Each race has the vital technical and performance data entered and each car has it's own certification number affixed to the chassis. By sundown the normally desolate desert dry lakebed was occupied by over 100 race teams and the pit area was starting to look like a "happening" was in the forecast. My crew wasn't scheduled to arrive until Friday night or early Saturday AM, so it was the same routine, dinner at 6:00, sack time at 7:00. Saturday AM we started preparing the Roadster for the first run only to find that the mag was dead after 6 runs at Bonneville and the water pump was frozen solid in the 10 deg. weather was on hand helping us despite the antifreeze in the system. The record holder in the class prepare the car. Where else but in Land Speed Racing can you find the record holder helping prepare the car that's challenging his record? We were #98 to run but they were up to #125 when we finally got to the starting line a little after noon. The temperature (60's) dictated a density-altitude of approximately the elevation of the dry lake, somewhere between 2000' and 3000'.
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The Roadster launched pretty well, pulling hard in low and second. In high gear the engine was willing, but ran out of real estate about 5500rpm, netting a new record of 188mph. By then the course was getting pretty chewed up and the normally docile Roadster was a handful the last 1/2 mile. A couple of times I thought that I was about to drift off the course or spin while overcorrecting. To add to the problem, the chute failed to deploy at the end of the run. The pin pulled out of the cord OK but the pilot chute spring couldn't overcome the friction of the cord going through the eyelet's of the chute-pack. I was hoping for 200+mph but it looked like the combination just plain didn't have the "grunt" to do it. Anyway, a record is a record. We towed back to Impound to do the paperwork. Since the engine was still sealed from Speed Week there was no displacement measurement required and we were on our way back to our pit in short order. The spark plugs looked about right so we decided to give the engine some mor "grunt" by upping the nitromethane percentage from 55% to 65%. We mixed some fuel, richened the fuel injector bypass pill a little and started trying to figure how to keep the thing from freezing that night. That night some fellow Vintage Engine racers had a barbecue at their RV so the evening went a little faster. With the entire 4 man crew there was at least someone to visit with. At 4:00am Sunday Crew Chief Ed Weldon stuck his head in the RV door and said that the temperature was below 10 deg. and I'd better fire up the oil pan heater on the race car. I hit the Onan generator starter switch next to my bed (the generator was hard-wired to the oil pan heater) and went back to sleep. At about 8:00 Roy Creel (SCTA Vice President, owner/driver of the only Model "A" engine powered car in both the Bonneville Two-Club and the El Mirage Two Club) stuck his head in the RV and asked what differential quick-change gear we were pulling on the previous days 188mph run. When I told him that we had left the 2.48:1 Bonneville gear in it he suggested that we remember that El Mirage was nothing more than a long drag race and that we drop the gear to what will make the engine scream at our target speed, 200mph. Son Brian said that he'd change the gear if I wanted to, so we calculated that the 2.70:1 gear set would net 205mph and Brian set about removing the rear belly pan and making the change. The coolnt tank that gave us so much grief at Speed Week was developing new leaks, probably caused by the overflow line being too small and pressurizing the thing when the engine steam was introduced into it. The crew removed the filler cap gasket, taped up the leaking seams, and wedged a plastic covered ground pad around the tank to keep the hot water off of the driver in the event it leaked more during the run. Sunday was a little warmer than the previous day, reaching 60 deg. by the time were in line at 11:00am. The course had been moved to fresh dirt and there was no significant wind blowing. The launch was a little more slippery due to the lower gear, second gear traction got a little loose as usual right after the 1-2 shift, and the engine quickly accelerated back from 4500rpm to above 5000rpm after the 2-3 shift. A glance down the course told me that we had a pretty good amount of real estate before passing the 132' long timing trap opposite the SCTA timing trailer. The
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new course was much better than the "marbles" I'd been running on the previous day, but the car still was spinning the wheels enough to need constant attention and small steering corrections. The Ardun engine was really liking the extra 10% nitro and the lower gear, pulling really hard and showing 6500rpm as the finish line flew by. I hit the parachute and fuel shutoff levers together and this time the chute deployed, instantly slowing me nearly 100mph. As the car slowed to about 60mph I started a slow left turn off the course toward the Patrol guy on the edge of the race course and his big helium filled yellow balloon, knowing that he would be able to give me my speed since he was listening to the "party-line" CB channel. He said that I'd gone 200+. Boy was I happy! About that time SCTA VP Roy Creel came roaring up in his car and presented me with my brown El Mirage 200MPH Club hat. The actual time was 202.44mph, breaking the 188mph record I'd set the day before. Back to Impound we did the paperwork again and were presented with the official "Dirty Two Club" tee-shirt, decals, hat, etc. What a weekend! ! ! ! ! ! What a year!!!!! ! ! Four meets, five records (okay, okay, two of the records were open with no minimum speed), and two 200mph club membership hats. I am one happy and lucky guy. If it weren't for the support and encouragement of my wife Mary Lou (AKA the Queen Mum), my son Brian, Crew Chief Ed Weldon who's been with me from the beginning in 1988, Kent Walton, Mike Gorvad, Luke Taylor, and 2000 Speed Week draftee Elon Ormsby none of it would have happened. I keep telling Brian that someday he'll tell his grandkids "you wouldn't believe what your Great Granddad and I used to do with some contraptions they called internal-combustion-engines on the dry lake beds and salt flats that are covered with houses now". Thank you for all of you that have had the patience to read this missile.
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Friends of Hank Gastrich knew that for some time his health was not what we would have liked He had to be hospitalized late last year for heart problems and in the past various other problems prevented him from doing many things he enjoyed such as attending our TARPA Conventions. That bothered him because he could not personally be with the pilots he loved and for whom he worked so tirelessly. However, he was able to attend our most recent convention. Hank sent a letter, dated April 6, in which he requested replacement as Grapevine Editor after this July issue because of health problems. He stated that his health problems were not linked to his work for TOPICS but that there could come a time when circumstances beyond his control could cause a delay in producing it. In the letter, Hank said that he was compiling the July material and expected to produce his usual twenty-six pages on schedule. Unfortunately, Hank was not able to finish another Grapevine. On May 6, I called Hank to give him the "good news" that we had his replacement, only to hear the terrible news that Hank had passed away suddenly the day before. His daughter Sue told me that there was a lot of material on Hank's desk and that she was sure that it was for Grapevine. She offered to send it to me and I told her that it might not be a time for her to bother with such things. She assured me that she would like to send it because her dad loved the job and always worked so hard on it. I thanked her and asked if there was anything we could do for her and her family. She said she just wanted us to carry on with his work. We have worked with Hank on TOPICS for more than four years and have been constantly amazed at the quality of his work product. This time however, Hank did not have time to finish what he started. What we received this time was the "raw" file containing a very large number of E-mail messages and letters from his friends and the membership. This Grapevine then, is our feeble attempt to use his collected material to offer this July 2001 Grapevine to you gentle readers in Memory of Henry E. "Hank" Gastrich.
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GRAPEVINE (cont'd)
4TH BI ANNUAL TWA GET-TOGETHER A bunch of the boys - just whooping it up! Tuesday, May 1, 2001 at the Acapulco Restaurant in Santa Monica, California, more than 125 pilots, mostly retirees, gathered for the annual TWA mini-convention luncheon. MEC Chairman (ALPA) Bob Pastore attended and informed the attendees of the latest developments in the court approved TWA-AAL alliance.
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GRAPEVINE (cont'd) TH
4
BI ANNUAL TWA GET-TOGETHER
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GRAPEVINE (Cont'd) The following consists of letters, e-mails and photographs that Hank received from TWA/Navy friends reminiscing about their days aboard the aircraft carrier Princeton.
Hank ... Who was the source of the Princeton story ... I too, was on the Princeton from commissioning thru the canal and out to the Pacific. We did tie up beside an old dock. Lots of rats. Also had Manual Quezon's body aboard. A great statesman from the P. I. Old memories die hard. I was in VT 81. We ended up on the beach on Saipan. Several other TWAers were also on board. Emil Smyer for one Larry
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GRAPEVINE (Cont'd) Larry, I find this hard to believe but you and I served in the SAME airgroup on the SAME ship and later on the SAME island -at the SAME TIMEM. I was in VF-81 (The Freelancers) commanded by LCDR Reuben Johns, my hometown buddy Charlie Johnson was in VB-81 and Commander Bob Dose was Air Group Commander. The skipper of the " new" Princeton was Pegleg Hoskins who had lost part of a leg when the original Princeton (a CVL I believe) was sunk off the Philippines in late 1944 or early 1945. I joined VF-81 in Norfolk in February 1946 and carrier qualified on the USS Guadalcanal, somewhere off the Virginia Coast. We then spent some time in New York Harbor area (Charlie and I were asked to leave the " Club 21 " for some long forgotten reason. We later went to Trinidad, to Guantanamo and thru the canal, scraping not only rust but gun mounts from the Princeton's siders. We flew into San Diego from off shore California and while we were on liberty (spent mostly in the San Diego Hotel and U S S Grant) and then left SD for Manila. We had President Quezon's body in state on the hangar deck. Spent a day or two in Pearl (I was restricted for some reason) and did not get to go ashore. Then to Manila and finally to Kobler Field on Saipan. When we flew ashore at Kobler, I was Commander Dose's wingman. Dose was waved off on his approach and I became the first to land in Saipan. As we did in those days, I landed on the extreme left side of the runway and as I turned off at the end I looked back down the runway and saw about 4-5 more Corsairs, each alternating on the extreme edges of the runway. When I turned off the tower came on the air and said, "Navy XXX , you know you all landed on the coral part of the runway. The Marsden Mat (?) is in the center. The coral sides are not strong enough to support "heavy" airplanes. We later "acquired" a jeep when we left an Officer's Club dance at Marpi Point after the weapons carrier that brought us to the dance left without us. We (4 of us) drove that jeep into an empty Quonset hut, painted it with Olive drab khaki airplane dope and put a Freelancer insignia on the hood with a fictitious number under the windscreen. A few days later when Marine SP's were checking ALL the jeeps on the island, when they saw "ours" they made mention that it was NOT on their list, Cody or someone said "that's because it just came off the ship." The Marine answered, "Oh, well let me put it on the list " which he did. I was married on 3 February 1947. Somewhere around April or May 1947 Mary Lee came running up the steps to our apartment, waving an envelope and screaming, "Look what we got! Look what we got!" What "WE" got was a letter addresses TO LT (jg) Hank Gastrich containing a cashier's check for $2xx dollars (237 I believe) and a short note explaining that was MY share of the proceeds the others got from selling our jeep in National City. I was sent to Guam to return to the US and civilian status in Aug or Sep 1946 - went back up to
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GRAPEVINE (Cont'd) fly a couple of search flights for Charlie Johnson who had flown his SB2C into the Marianas Trench off Marpi Point. I inventoried his stuff and then went back to Guam -to Frisco and home (to Illinois outside of St Louis). I wonder if we ever "drank or partied" together anywhere? Your Old SHIPMATE PS: Pm glad I keep my "stories" pretty close to what the truth was or is! Ray Lahr was a cadet at Kingsville, Texas when I was a VF9N) Night Fighter instructor when I did a little "night job" on a section of railroad north of Alice. He might also remember the night Red Ryder and I tried to set the base commanders house on fire with a Very Pistol but only succeeded in starting the field NEXT to his house burning - and then might have been in the auditorium when the base commander gave Red and me a "commendation" for using the floor rugs in our quarters and trying to put it out. That was the last time I ever drank Vodka and water (the coke machine was empty. Hank Hank, What a remarkable coincidence ... cannot believe it. I was part of the original Air Group 81 right out of Pensacola. We were sent to Pasco, Washington to train, then via various routes, Quonset; Hyannis, to learn to drop torpedoes using concrete blocks. Dropped one amidships on the old 4 stack destroyer we called "Maggie". (Not Me) Maggie headed for Boston with a big hole in her side, which scuttled the entire operation. No one was hurt except the pride of one of us Turkey pilots. Then went to Sanford Maine. Then, I believe to Philadelphia to join CV 37. Dick Nickerson one our group, eventually married the daughter of Captain Hoskins. Emil Smyer was in VBF 81. I think he is in Sedona, but I lost track of him. I have all sorts of pictures of that great operation. Bob Dose replaced Harvey Lanham as CAG. Bob Rouse was CO of the SB2C group before Johnson. Did you ever hear about we Turkey pilots cutting down the post in our BOQ in Pasco one night as it interfered with our pool playing. Many of spent about a month in hack for that adventure. This coincidence is one for the Topics. Good on you Shipmate! Turkey Pilot
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GRAPEVINE (Coned) Wow! I definitely agree about this needing to be in the Grapevine (or in TOPICS for sure). I just checked my Directory 2000 and Emil Smyer is in it - and does live in Sedona. He doesn't have an Email address but when I go off line I damn well plan to call him. I got out of the Navy in Dec 1945 and Charley Johnson (he was only an Ensign and I can't remember the skipper of VB-81) and I registered to start college at Washington University in St. Louis. After the paper work we ended up in the girl's dormitory (by invitation) and was asked to unenroll which we did. That led us to applying for orders to return to duty -Charley to Norfolk and VB-81 at Norfolk and me to NAS Grosse lie. When I got to Grosse Isle the base was damned near decommissioned so I called BuPers and got reordered to Norfolk and to VF-81 (I was Corsair qualified and had about 100 hours) Sort through your pictures and let me have any you think worthwhile and I'll get started on the article, et al to get you and Emil agreeing. I'll guard them very well and get copies made at Kinko's and send yours back real quick like. Emil might have some pics also. I think we can go four pages or so -2 prose and 2 pictures. I have one fairly good (clearness) and a couple of me and Charley taken in front of my Corsair and his SB2C. You might remember a day when an SB2C hit the aft gun mount and tore off the tail, engine and both wings. The deck officer gave the crew 5 minutes to take the clock and something else and then shoved all the rest over board. Neither Charley nor his gunner was hurt. Some two weeks later Charley and his REGULAR gunner went in off Marpi point. If I remember right, we "killed" seven pilots in 11 weeks and that was AFTER the war. Based on Saipan was when I shot Frank Morgan down off Rota Island. He was brought in safe (belly landed his Corsair in the water). Frank also tore a wheel off in the catwalk and then made a one wheel landing on deck. He also was the plane that kept over shooting the groove to we damned near sailed up on one of the Philippine islands. AND, he happened to pass through STL the night Mary Lee and I planned to get married. He came along with a date he found in the lobby of some hotel but on the way back from Festus, MO. he ended up in the back seat of my 1936 Chevy, trying to make out with my brand new wife. More later Hank From: To:
HECKAIR Hankflew
Shipmate. When we were put ashore on Kobler we all lived in Quonset huts, as you will recall. We turkey pilots very quickly commandeered some Jap POW's and made them our orderlies. Having raided the Army stores up on the northern part of the island, we had lots of beer and ice. First thing when we awakened the POWs were instructed to shove either a beer or coke in our hand so that we could greet the day in an appropriate fashion. We must have partied together. I'll hunt the pictures down ASAP. Shipmate
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GRAPEVINE (Cont'd) Hi Larry, I remember after we "acquired" our wheels, we went up to an Army PX or Canteen on Marpi Point and bought 180 pounds of frozen steak meet (Prime beef marked 30 cents a pound. We took three 60-pound boxes along with several cases of green beans, corn and peas. We stacked it in between two of us in the back seat and when we went through the "drive-through" check out the army guy checking us out said, "60 lbs of beef at 30 cents a pound is $18, 1 case ... etc." One of the guys in back started to correct him but was unable to before he was belted by the other one, so to speed this up, we got 180 lbs of beef and three cases of vegetables lbr a little over $20!!! 1 also remember we bought Pabst Blue Ribbon beer from the Navy at 7 1/2 cents a can and would get fresh eggs from the natives -giving us steak and eggs for breakfast and steak and \vegetables for dinner -while most every one else was eating "franks and beans". As I recall, the USO came and played at each of the bases and I believe they started with the Navy (US) and by the second or third night, the four of us in the jeep drove to the Army Air Corps field and saw the show again -where some of the girls recognized us. Speed this up; we started picnicking, etc with them during the days. We built a raft out of drop tanks and six of us (3 guys and 3 gals) sailed across the strait to Tinian -then had to row most of the way back because none of us knew how to sail into the wind - we got back around 2200 that night. I will start working on a TOPICS story shortly and also send Emil copies of our Email. He mentioned a squadron picture -did the VTs also haw one? I had one with postage stamp size pictures, in order Top left to right and then down and had my own picture enlarged to 8 x 10 but somewhere along the way cannot find the original of the entire squadron. If you and Emil had similar photos, we could use those along with a Corsair, Dauntless and Avenger -I guess we all were in our wry low 20's. More coming Hank
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GRAPEVINE (Cont'd)
187 Shadow Mountain Drive, Sedona, Arizona 86336.
Emil and Ann
Smyer
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' GRAPEVINE (Cont d)
April 17, 2001. Dear Hank, Many thanks for your recent letter, and the outline for the first page of TWA's 3 Musketeers'. We think it is an excellent start, and look forward to seeing the rest of the article take shape. Don't really know what details you want from Emil, but if you have any specific questions he will be very happy to try to answer. (I think Larry may be a better source in some ways, as Emil's memory is very poor these days.) We tried to make a time-line for Emil's service on the Prince ton', and this is what we came up with 1) Emil is a plank owner of this particular 'Princeton '. His certificate is dated November 18. 1945 2) Emil was at the Commissioning in Philadelphia. 3) Emil was in VR-8 when it started. 4) There was a shake-down cruise, and the Princeton' was briefly in New York. (Emil thinks Larry might have met his first wife at this time.) 5) Emil then went through the Panama Canal on the ship, and ended up in the Philippines. 6) They went on to Guam, and then to the ship's base in 7) Emil eventually left the ship, and returned to the mainland where he was released from the navy. He was later recalled during the Korean conflict, but did no more carrier flying. 8) The navy has a Princeton' today, but it is not a carrier. We were sorry to hear that you have been unwell and in the hospital. Do hope your health is now improving, and that you are feeling better. Our regards to Mrs. Gastrich. Emil and Ann Smyer
GRAPEVINE (Cont'd)
Gastrich
Hecker
Smyer
U.S.S. Princeton
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GRAPEVINE (Cont'd) FROM SHIPMATE BILL SOLWELL On July 13th 1946 Princeton left San Diego with the body of Manuel Quezon on board. Quezon was the first president of the Commonwealth of the Philippines and had been evacuated from Corregidor in 1941 and subsequently died in the US in 1944. We were to return his body to Manila for burial, which we did on July 27th. Leading the official Government party on hoard was Associate Justice of the Supreme Court, Frank Murphy. Murphts ties to the Philippines went back a long wayS He had been Governor General of the Philippines an the first High Commissioner of the Commonwealth hack in the thirties. As befitting his status. Justice Murphy was assigned a Marine orderly whenever he left his quaners. lie followed hini wherever lie went and stood at parade rest whenever he stopped. The latter resulted in a series of events that marked the first time this sailor ever felt true sympathy for a Marine. I was a 1st class Aviation ordinance man in VF14A, the F4U squadron on board, and after flight quarters secured I saw a lot of justice Murphy. lie was a frequent sun battier on the forward end of the flight deck around the catapults. He was a slight, frail I looking man and most days lie was there in a baggy set of shorts and no shirt, lying on a towel, soaking up the rays of the hot Pacific sun. Of course his orderly stood at parade rest behind him, in starched khakis, neatly knotted crisp tie and spit shined shoes. I always thought lie could have sent his orderly into the island until he was ready to leave. One time he picked a sun bathing spot near the track of the starboard catapult. That afternoon I was preparing the catapult for a tow-plane launch the next morning. The target had been secured on the deck near the bow and several hundred feet of line had been flaked over it. The remainder was to he trailed hack down the catapult track to the launch point, for attachment to the plane. Justice Murphy lay right in the way. With the line in hand I looked at his orderly and he looked at me. I then took the line and made a detour loop around the Justice. One doesn't bother a Supreme Court Justice while he's sun bathing. Captain (Father) O'Callahan a Catholic Chaplain who won the Congressional Medal of Honor for his actions on board the USS Franklin when she was hit, was also part of the official party. He would walk the flight deck after flying secured, saying the rosary with his eyes closed. If not for his Marine orderly, he would have fallen into the catwalk a number of times. (Emil Smyer was on board the Princeton for this trip.?
This past week John Gratz phoned me to ask if I would available to take over the Grapevine section of Topics. Hank Gastrich felt it was time for him to move on to other things. I was pleased to be asked and said that I would call Hank and get all the particulars as to how the Grapevine worked. Twenty minutes later John called back to say that he had just spoken to Hank's daughter and that Hank had passed away that morning. I didn't know Hank personally but I have admired and respected his work on the Grapevine for the past seven years. I also admired his work ethics in going back to school at an advanced age. That's something I have always wanted to do but "never found the time." With the help of the membership and John I will do my best to maintain Hank's standards.
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GRAPEVINE (Cont'd) A big-city, New York lawyer went duck hunting in rural Kentucky. He shot and dropped a bird, but it fell into a farmer's field on the other side of a fence. As the lawyer climbed over the fence, an elderly farmer drove up on his tractor and asked him what he was doing. The litigator responded, "1 shot a duck and it fell in this field, and now I'm going into retrieve it. " The old farmer replied. "This is my property, and you are not coming over here." The indignant lawyer said, "I am one of the best trial attorneys in New York and, if you don't let me get that duck, I'll sue you and take everything you own." The old farmer smiled and said, "Apparently, you don't know how we do things in Kentucky. We settle small disagreements like this with the Kentucky Three-Kick Rule " The lawyer asked, "What is the Kentucky Three—Kick Rule?" The Farmer replied. "Well, first I kick you three times and then you kick me three times, and so on, back and forth, until someone gives up." The attorney quickly thought about the proposed contest and decided that he could easily take the old codger. He agreed to abide by the local custom. The old farmer slowly climbed down from the tractor and walked up to the city feller. His first kick planted the toe of his heavy work boot into the lawyer's groin and dropped him to his knees. His second kick nearly wiped the man's nose off his face. The barrister was flat on his belly when the farmer's third kick to a kidney nearly caused him to give up. The lawyer summoned every bit of his will and managed to get to his feet and said, "Okay, you old coot now it's my turn."
Then the old fanner smiled and said "Naw, I give up. You can have the duck." Someone once said: What goes around comes around so Work like you don't need the money. Love like you've never been hurt.
Dance like nobody's watching. Sing like nobody's listening. Live like it's Heaven on Earth THE FOUR STAGES OF LIFE 1) You believe in Santa Claus. 2) You don't believe in Santa Claus. 2) You are Santa Claus.
A pipe burst in a lawyer's house, so he called a plumber. The plumber arrived, unpacked his tools, did mysterious plumber-type things for a while, and handed the lawyer a bill for $600. The lawyer exclaimed, "This is ridiculous! I don't even make that much as a lawyer!" The plumber quietly replied, "Neither did I when I was a lawyer. "
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GRAPEVINE (Cont'd) In the early Connie days, occasionally, boredom in the cockpit developed into dreaming up pranks to play on the "new hire hostesses " as they were then known. Thanks to the `elephant like memory" of Capt. Herb Riebling I was recently reminded of an incident involving a hostess whom I mistakenly took for a "rookie." This young lady entered the cockpit to report a malfunction in one of the lavatories. "What's the problem," I asked? "The toilet won't flush," she replied. "That's no problem, I explained. The valve is probably shut off. All you have to do is raise the lid of the toilet, reach down inside and open the valve." She gave a quizzical look and left quietly. About two minutes later the cockpit door slammed open and in she came with both hands dripping wet! She flicked water in my face with a smile and said "it worked, alright," then departed slamming the door behind her! I'll never know!! Earl Jinette
Golfer "I've played so poorly all day; I think I'm going to go drown myself in that lake. Caddy: "I don ' t think you could keep your head down that long." Golfer: "I'd move Heaven and Earth to be able to break 100 on this course." Caddy: "Try Heaven" advised the caddy. "You've already moved most of the Earth." Goiter: "This is the worst golf course I've ever played on!" Caddy: "This isn't the golf course, sir! We left that an hour ago. " Golfer: "Well, Caddy , how do you like my game?' Caddy: "Very good, Sir! But personally I prefer golf Golfer `Well, I have never played this badly before!" Caddy: "I didn't realize you had played before, Sir." Golfer: "Caddy, do you think my game is improving?' Caddy: "Oh yes, Sirl You miss the ball much closer than you used to." Golfer: "Please stop checking your watch all the time, Caddy. It's distracting!" Caddy: "This isn't a watch, Sir; it's a compass!" Golfer: "Caddy, do you think it is a sin to play golf on Sunday?" Caddy: "The way you play, Sir, it's a sin any day of the week!" Golfer "This golf is a funny game." Caddy: "It's not supposed to be." Golfer: "That can't be my ball, caddy. It looks far too old." Caddy: "It's a long time since we started, Sir," Golfer: "Do you think I can get there with a 5-iron?' Caddy: "Eventually." Golfer: You ' ve got to be the worst caddy in the world" Caddy: "I doubt it. That would be too much of a coincidence." Judge in the courtroom: "Do you understand the nature of an oath?" Boy on the stand: "Do I? I'm your Caddy, remember!'
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GRAPEVINE (Cont'd) LONG AGO AND FAR AWAY At the end of December 1947 Randy Kramer, Ed Hoffman and I were assigned to Rome to replace co-pilots who were returning to Kansas City for Captain check-out. Ed and Randy had been in Italy as Air Force pilots during the Big War so they knew a little about the customs and habits of the natives. Married pilots lived in apartments but us single pilots stayed at the Mediterranio Hotel. It was a modem hotel with marble everywhere. A very nice dining room and I was told there was a bar off the lobby. The domicile had been established for some time and was well organized under Captain Polizzi who as you may have surmised spoke Italian fluently. There was a link trainer where we could spend some care-free hours when we were weary of sight seeing. A few of the Captains were; Judd, Charles E. Davis, Wadsworth, Zell Stanton, Herman, Wirth, and probably the youngest John Beede. Our planes were Connies, DC-4 and an engine carrier DC-3. Our flights were to Cairo, Madrid, and Paris. I remember one flight to Paris with Captain Davis. We had some time so we did what every tourist does; Go see the Eiffel Tower. The first time I saw the famous site was from the cockpit of a B-24 on a sunny summer day in 1944. We were on a mission to bomb Orley Field. We were greeted with flak from German anti-aircraft batteries. On February 24 1948 I was summoned to the airport by crew schedule for a flight on the DC-3 with Captain Polizzi and a CAA man (That's FAA to you new hires.) to meet with the city engineers in Milan to establish a new airport. It was colder in Milan than Rome and there was a light snow on the ground. There were a few abandoned small landing fields and no radio beacons. We landed at an airport where there were some old buildings. Jim got out of the plane, knocked on the door of an old building; nobody home. We flew to another field with the same results. At the third field we were greeted by city engineers who took us inside. I wasn't at the meeting but some time later we took off and headed for Rome. On the way back we circled over the Tower of Pisa. It was very interesting to see this historic site. I wish we could have spent more time there for it seemed to me its collapse was imminent. I later learned it has been in that state for many centuries. In 1978 1 was on one of my last flights as a 707 Captain. We flew into Milan, As I saw that airport with long runways and a beautiful terminal I recalled that day in February 30 years earlier.
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PRESIDENT RICHARD NIXON OPENS UP CHINA --1972 A strange country, a different life By Bill Dixon What a difference 29 years makes! Last year China overtook Japan as the country with the largest trade gap with the United States -- selling us billions more than we buy. This conflicts with the situation in 1972, when President Nixon, at the height of his popularity, flew to Peking (now Beijing) to meet with Mao Tse Tung, leader of the Chinese Communist Party. A mere two and one-half years later, Nixon was forced to resign over the Watergate scandal, but his pioneering step led to the U.S. and China of today, We are maintaining generally courteous, if sometimes shaky diplomatic relations. Returning to 1972, I had the good fortune to be the copilot with Captain Mary Horstman on a special White House charter carrying 80 CBS, NBC, and ABC TV technicians into Peking a couple of weeks ahead of Nixon. Jim Hackett was the flight engineer. We returned for them a week after Nixon left China. This time I was the captain with an all San Francisco cockpit crew consisting of Captain Chuck Thompson as copilot and Gail Howell as flight engineer. I kept a diary covering both trips. The following impressions come from those notes. A TWA passenger Boeing 707 was reconfigured for cargo and passengers to carry the network experts picked to help China construct the satellite station that would broadcast the details of the meeting to the world. The fully loaded plane left Los Angeles on January 28, 1972, and after a refueling stop in Honolulu we continued to Guam for a four-day rest and briefing stop. Special navigation and airport charts were delivered to us for the Guam-Shanghai-Peking route. We and our passengers were told by key White House personnel what to expect on arrival. They explained Chinese are very patient, meticulous and that principal is everything to them, and we should not touch men or women, such as a pat on the shoulder, as it is not there custom. They do shake hands with Westerners since this is our custom. We departed from Guam on February 1st weightof for a nonstop flight to Shanghai. The aircraft was loaded to the maximum takeoff 334,000 pounds. As we passed over Okinawa and turned towards China, we were heading directly for the buffer zone bordering China, which we always avoided so carefully when flying to Hong Kong. Suffice it to say we were a bit nervous when we were handed over to Shanghai traffic controllers, who spoke perfect English. After an instrument approach (the ceiling was reported at 400 feet) we landed successfully at Shanghai. It was the first time a commercial aircraft from the U.S. had landed in the "People's Republic of China" in 23 years. A group of about 25 smiling persons met the flight, all dressed essentially alike in black or dark brown Mao designed jackets and trousers, both men and women, and is the one thing that stands out most in my memory! Today, western attire is common; the old Mao dress is uncommon, especially in the cities, and the women dress more colorfully. But in 1972, it was hard to tell men from women.
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At Shanghai, we pilots requested to go to the bathroom prior before lunch. We were escorted to the terminal's basement toilets, but the big surprise to us and to her, was to see a woman stepping outside a cubicle while pulling up her slacks over a black automatic strapped to her calf. She was more embarrassed than we. Our crew was served an elaborate late lunch, given a weather briefing, the aircraft was topped off with 55,000 pounds more jet fuel, and we departed after a couple of hours for Peking, with a Chinese radio operator and navigator, neither of which we really needed, but were required to carry on both trips. We were not permitted to take pictures from the air, but could on the ground. Our landing at Peking in relatively clear weather was uneventful. It had two concrete runways, each 10,500 feet long. The terminal lobby, virtually empty, was dominated by a huge statue of Mao Test Tong. The passengers were taken to a hotel downtown, and the crew to a small hotel near the airport. We slept for about 5 hours, had a light snack, and took off to return to Guam about 2 a.m. We were on the ground in Peking about 10 hours, longer than planned as the Chinese had trouble unloading the equipment, much to their chagrin. Our special aircraft sat in Guam for a month awaiting the return flight to Peking. The crew returned to the states. By far the most interesting part of the China experience, in spite of the excitement of the original entry, was returning on March 1, after Nixon had left. to pick up the passengers we had left behind. This time the crew was scheduled to remain in Peking for approximately 24 hours. We were housed in the Friendship Hotel in downtown Peking, and we were picked up there about noon following arrival, and taken on a tour in four automobiles to the Forbidden City, where we made two brief stops to take pictures. From there, our cars wound their way out of the city on the way to the Great Wall. Our drivers honked their horns almost continuously. There were bicycles and buses in great number; also many trucks, but practically no automobiles – much different than today. Our cars carried a special sign in the windshield that obviously carried a lot of clout! All traffic, from horse carts to trucks to pedestrians, scurried out of our way! A dominant impression-- everyone had a task. Examples: a party of 12 women digging in a field; two women wearing wind masks, sweeping stones from the shoulder of our narrow highway. Everyone stopped and stared as our four-car cavalcade drove swiftly by. The highway became narrower, with many curves, as we neared our destination 60 miles from Peking. We saw no golf courses, tennis courts, green lawns, swimming pools, or suburban towns. Houses were in groups, surrounded by walls, which blended into the dreary landscape. Windbreaks of cornstalks were in wide use, largely to protect garden plots. THE GREAT WALL Arriving at the Great Wall -- the main area were natives and tourists visit – we were struck by the spectacle it presents. The wall here was rebuilt during the Ming Dynasty and was in magnificent repair. Before leaving our hotel, our guides suggested we wear rubber-soles shoes if we had them, since the stones are smooth and the climb along the top is steep in places. Toilet facilities were really primitive!
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"It is Chinese legend," our guide leader, Mr. Lee, joked, "that no man can be a hero unless he has seen he Great Wall. You can go home now," he laughed, "and be a hero!" I'm still waiting! MING TOMBS Next in this tour-packed day were the Ming Dynasty Tombs (1403-1620). Huge elephants, tigers, camels and other animals were placed along the road to guard the 13 tombs; only one excavated at that time. It contained huge vaulted chambers for the royal coffins. Each chamber was protected by a keystone, which, if improperly removed, would cause the archway to collapse on intruders. We were careful! THE PEOPLE We witnessed many workers walking home from fields; men and women carrying spades, rakes and hoes over their shoulders. Children, we were told, start school at age 6 and attend six days a week. All the women wore pants and jackets. Never saw a skirt or dress. Most surprising to us, and an example of the total control of the Communist regime, was that women in large cities are forbidden by law to marry until age 28. It is difficult for young men and women to meet socially, an interpreter revealed, except at universities. Couples went to plays, movies and for walks for entertainment. Public affection was discouraged. "Can you change jobs?" I asked. "Oh, yes," was the proud answer, "with approval of the authorities." PEKING DUCK We were bussed to The Peking Duck Restaurant for dinner. We sat 10 at a table, with the two U.S. Air Force crews still there, and our TWA crew of three pilots and four flight attendants (3 women and 1 man) scattered among the half-dozen tables. Regular silverware plus chopsticks were beside each plate. As pilot in command of the TWA plane, I was seated next to the top official, a constant smoker and typical bureaucrat. I think I surprised him by using the chopsticks, which I had learned to do in flight layovers in Hong Kong. The Chinese Communist officials hosting the dinner were men, and all wearing well-tailored Mao suits of good cloth. They wore black leather shoes, another mark of distinction. We had noticed previously the common people wore what appeared to be tennis shoes. The few women there in typical dark jackets and slacks -- were part of our guide group, nice but not very talkative. Toasts of Mau Tai were offered and the feast was on. "In China," one of the men at our table said, "we eat everything but the feathers." We applauded as beautifully bronzed roast duck were brought in for ceremonial showing before being placed on the tables. The servings included even a tidbit of duck brains. Eggs and vegetables also were served. Cold hors d'oeuvres and soup had opened the dinner.
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Duck-bone soup was served as part of the finale. We were told it was made by boiling the ground-up duck bones and straining the liquid. Very savory. GIFTS Mr. Lee paid my room a visit at the Friendship Hotel after the dinner. First though, we stopped enroute at a store, which was kept open for us to shop. We all bought a few things. For very little, I purchased an acupuncture set. It still sits in my attic! Lee was dressed in a nice-looking striped dress shirt open at the throat. I had seen the shirts at the airport shop and wondered who wore them. He was the first man I had seen in China without his Mao jacket. He obviously had worn his black jacket over the shirt at the restaurant. He had gifts with him, which he said "were gifts from my government for you and your crew as mementos of your visit." There were, for each of our seven crewmembers, two bottles of Mau Tai (I still have one unopened), two cans of jasmine tea, a framed picture of a ceramic bird and tree in Chinese design, and an embroidered tablecloth, plus big Chinese wall calendars. (Mine is still hanging in the garage). MARCH 3, 1972: HOMEWARD Our wakeup call at 6 a.m. was two rings -- no one was on the line. One call was it! I took a quick bath in the huge tub before retiring; there was plenty of hot water. Two packages of cigarettes and a thermos of water were on the bedside table. Forty to 50 Chinese, mostly men, saw us off. I was able to persuade Mr. Lee, as we always addressed him, to accept several boxes of cigars and cartons of American cigarettes, and some TWA fountain pens and flight bags as token gifts. He at first demurred, but I told him it would hurt our feelings if he turned us down. He was about age 30, spoke excellent English, told us he was married, no children, and worked for the diplomatic corps. A large bag of pears and tangerines was placed in the cockpit as a final gesture of hospitality before take-off As we headed back for the U.S. from Peking, our cabin attendants began defrosting hamburgers and hot dogs as a surprise for our passengers. The announcement was greeted with loud applause.
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Still Champ By Jim Breslin I was at ringside when the bell tolled the end of the fifteenth round and the end of a contest courageously and gallantly fought. And as the judges took time to review their cards for accuracy, making sure that there were no errors or omissions before handing them in, we waited for the announcement hoping against hope that this wouldn't mark the end of an era that had been both romantic and daring in its' undaunted pursuit of new frontiers to be challenged and conquered, and even swashbuckling at times as both men and women alike dared dream their dreams along the shorelines of space. As the announcer broke the news that none of us wanted to hear, not even the challenger as is often the case under these circumstances, the news media rushed into the ring, but the jubilation was markedly hushed, for the loss was everyone's loss and it weighed heavy in everyone's hearts. The gloves had been unlaced and lay on the mat still clenched next to the water bucket, while the hand wrappings hung from the ropes, testimony to a contest that had been gallantly fought over fifteen championship rounds. And on a stool in his comer the Champ sat quietly alone in reflection, his distinctly recognizable red and white robe draped over his shoulders. As I approached him from a distance across the ring he looked up and gave me one of those warm, welcoming Mohammed Ali smiles, and I had to wonder what he was thinking inside. And while still walking towards him, and by way of introducing myself, I said, "Champ, you fought a gallant and courageous fight, but tonight it just wasn't to be.", and his gentle smile invited me to pull up a stool and to sit down beside him. It seemed that he wanted to talk, but first he wanted to hear what I thought of him in and out of the ring. "Championships come and go, we all know that. It's the story of life and it's inevitable.", I said. "But "Champ" is the crown that is yours to wear forever. It's the trophy of recognition that you have earned through your professional excellence, your keen insight and vision and determined hard work, and it is something that's yours to keep and to wear with pride all the days of your life." "You started out as a fledgling eaglet so long ago it seems, when the only reward you sought was the opportunity to spread your wings and soar higher and farther than any eagle before you. And over the years, through diligence and persistence and confidence, you rose to the top of the heavyweight division where you reigned for so many years with justifiable pride, yet always in respect of the eagles around you. And now your time to refire has come and you've done that with grace and with dignity, which is not surprising of you. And Champ, it doesn't got any classier than that. God bless you." The Champ reached out for my hand and like a wise old sage passing on knowledge, clasped it gently between both of his and held on to it all the while that he talked. "First of all, thank you for those kind words. They are deeply and sincerely appreciated."
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"To the thousands of people who have tended to me over the years I want them to know this. If I flow higher and farther than any eagle before me, you were the wind beneath my wings. If I broke barriers and opened up new vistas and flyways, north and south, east and west, and around the world, it was your trust and confidence in me that gave me the inspiration to "go for it". And if my red and white feathers were welcomed and hold in respect around the world, it was you who went forth to earn that respect, for you my dear friends are the soul and the spirit of me and through you the eagle lives on." "Champ, were you ever hurt in any round of this gallant battle you've just fought? " I asked. "Oh yes. " was his honest reply. "I took one or two blows that were low in the latter rounds of my career and they slowed me down some." I paused to clear the choke from my throat before asking the toughest question of all, of a champion. "Champ, you were slipping behind on points and needed a knockout to win, but your arms had dropped slightly as a sign that your arms were tiring in those later rounds. Yet you came back round after round to force a decision. Was there ever a time that you thought about throwing-in the towel?" The Champ looked me straight in the eye and his eyes became focused, and his jaw became set, and in a gently-soft and reflective voice he whispered, "Never." "Champ, if you were to pick two trainers you've most revered throughout your career, who would they be?", I asked. "Oh, that's easy.", the Champ replied with a look of fond nostalgia written all over his face. "The first would be Jack Frye, and the second would be Angelo Dundee." In the few minutes we have remaining, what advice can you pass on to those of us who are left behind." I asked. "Well, first of all, be grateful that you have not been orphaned. You've been adopted by a champion that I deeply respect and hold in the highest esteem, more now than ever before, an eagle who has recognized your thoroughbred breeding and has offered to take you under his wing. When you enter his home walk proud, but not arrogantly. Be humble but don't lot your head hang low. And wait until you are asked, to offer your suggestions. Then be ready to stand behind those suggestions with confidence and unselfish dedication. You have the tools to make a difference - do it with dignity. You may not all be able to keep your own bedroom, and some of you might have to share some of your toys with your now siblings. Make me proud of you as I hover above you watching your progress, and know that I'll always be there to inspire you on." By the time we got finished talking, the stadium had been cleared, the hotdog wrappers and the paper cups cleaned up, the ring dismantled and taken away, and only the floodlights shone in on the stadium as a final show of appreciation and respect for the Champ, just newly retired. And now, in the still of night and under the stars, the stadium became filled with a solemn quietness as I cradled the eagle in both of my hands and walked out to the fifty-yard line. There, all alone, I lifted the Champ high over my head and gave him a gentle nudge into the wind. And his wings beat stronger than ever before as he took flight and circled higher and higher overhead before turning west The eagle had left us, but his soul and his spirit lives on, for we are the soul and the spirit of T.W.A. That red and white jersey has been retired and will take its' place in the Hall of Fame among all of the others that are proudly displayed there for all to remember with fondness.
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American, TWA Share a Common Past By MELISSA WILLIAMS Associated Press Writer
as the 'stainless steel airline' very, very efficient, very smooth-running, but perhaps a little on the cold side," Bedwell said. Contrast that with Southwest Airlines and its flamboyant longtime chairman, Herb Kelleher. It's hard to imagine American chief executive Don Carty deigning to arm-wrestle another airline CEO for the rights to a disputed advertising slogan.
FORT WORTH, Texas (AP) -- The spirit of St. Louis touched American Airlines long before it acquired Trans World Airlines. On April 15, 1926 -- almost exactly 75 years ago -- Charles A. Lindbergh took off from Chicago for St. Louis in a DeHavilland biplane with one bag of mail. That became the first regularly scheduled flight for what was to become American Airlines. At the time, Lindbergh was chief pilot for Robertson Aircraft Corp., one of several companies that eventually were merged and, in 1934, became American Airlines. After his pioneering solo flight across the Atlantic in 1927, Lindbergh did consulting work for TWA and Pan Am. "It's kind of ironic that he's more associated with those two airlines than with American," said Don Bedwell, American retiree and author of "Silverbird: The American Airlines Story" (Airways International, 2000). But that's the American way: understated. Results-oriented. Unencumbered by dramatic flair. On Monday, American acquired the assets of bankrupt Trans World Airlines in a $742 million deal. Unlike some of aviation's highprofile fliers, American's corporate culture is bland as a navy-blue uniform. "American Airlines has been referred to at various times
TWA had its own glamorous aura. It was the first airline to offer coast-to-coast air service. In its prime, it catered to popes, movie stars and other celebrities like Joe DiMaggio, who made flights west on TWA to visit wife Marilyn Monroe in Hollywood. And remember Braniff International Airlines? The Dallas-based carrier became famous for its glamorous, Pucci-uniformed "hostesses" -- but faltered amid the deregulation that helped propel American to new strength under the leadership of chairman and chief executive officer Robert Crandall. In the post-1978 era, Crandall enhanced American's reputation for innovation with deep-discount fares, frequent-flier programs and hub-and-spoke routing systems that made many flights more convenient. But his tactics often infuriated unions, rivals and regulators, who weren't amused when Crandall described the airline business as "the closest thing to legalized warfare." In the past several years, American has withstood several costly employee actions, including a 1993 flight attendants' strike during the Thanksgiving holidays and a 10-day pilots' sickout in 1999 that resulted in the cancellation of nearly 6,700 flights. The company's three biggest unions objected to the TWA deal, contending American should concentrate on growing internally rather than through acquisition. (Cont 'd)
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(Cont 'd) On the other hand, management has been vindicated to some extent by its results. The "stainless steel carrier" now flies 720 jets to 240 cities; with TWA, it became the world's No. I airline. Carty expressed confidence the two companies would build on the similarities that stem from a common heritage. "These companies have very similar roots," Carty said. "They've done business in very similar ways over the years. Certainly, in the most recent decade or so, American has been much more successful than TWA, but in the first 50 years of the two carriers' operation, these were very similar airlines with very similar histories and very similar cultures."
At American's corporate museum in Fort Worth, where silver jets roar overhead hundreds of times daily from Dallas-Fort Worth International Airport, a timeline traces the company's growth from the puddle jumper mail-route days to the modern era. Collections curator Ben Kristy said TWA likely will keep most of its vintage uniforms and other memorabilia in St. Louis, where "it means the most to the people who worked there." But some items will come to Fort Worth, Kristy said, where TWA's newest chapter will unfold.
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NEW YORK CITY'S WHOPPER SNOWSTORM -- 1978 By Bill Dixon New York's last really big blizzard started on the evening of January 19, 1978, and ended the next day. It's severity was unexpected, and made its week-end storm of March 3-5, 2001, read like child's play. I know. I was there in 1978. My wife, June, and I drove into New York City late that afternoon from our home in Manhasset, Long Island, and checked into a hotel near the CBS broadcast studios. I had retired from TWA on January 9, as chief pilot in New York, and we had been invited to attend Walter Cronkite's broadcast the evening of the 19th and be their guests for dinner. We hadn't see Walter or his wife, Betsy, or had any contact for almost 40 years, until I dropped him a 1977, Christmas note. We had known them briefly in Kansas City, Missouri, when he worked for Braniff Airways, before returning to reporting (a smart move!), and I was a ticket agent across the hall for TWA -- but that is another story. He had become a famous journalist in the interim. Suffice it to say, following his broadcast, we hailed a cab and headed for noted Orsini's Restaurant for a memorable evening of reminiscing. Despite his renown, they were the same modest, happy couple we remembered. As we left the restaurant -- where he obviously was recognized by almost everyone - we were surprised it had started to snow. We were within walking distance of our hotel. The Cronkites managed to grab a cab back to their apartment. By now it was snowing fairly heavily. Walter mentioned they were catching a TWA flight to Los Angeles the next day. They didn't makeit! When we awakened late the next morning, we couldn't believe the sight from our window. The streets, sidewalks, and stalled cars and trucks were blanketed with deep snow. No traffic was moving, except a couple of people on skis, no less! Snow had almost stopped. The radio said all flights from the New York airports had been cancelled for the day. After lunch we enjoyed a short walk through the over foot-deep snow to a nearby theater where tickets usually had to be reserved at least two months ahead. There were so many cancellations, we easily got good seats for that evening's popoular performance of "Annie". Another block away was a well known steak house. We stopped by it and reserved a table for after the show, unheard of on short notice. There was no hope of driving home, although by late afternoon a few streets had been plowed . We stayed another night at the hotel, and started home in early afternoon of the 21st. It was slow going, especially across the bridges, and when we reached our house there was no chance of getting in the garage. The snow in our front yard was over 18 inches deep. I shoveled enough clearance to park the car in the driveway. The airports still had restricted operations. It was a storm we shall never forget. It made us all the happier we were returning to California for retirement!
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CAPTAIN
EDWARD
G.
BETTS
AUGUST 21, 1920 - MARCH 30, 2001 Edward Gardner Betts, Jr., died at his home in Pacific Palisades on March 30, with his wife, Donna, at his side. He had been at home with hospice care for six weeks. He was 80 years old. Ed was born in Santa Monica on August 31, 1920, to Madeleine and Edward Betts, Sr., who lived in Calipatria/Brawley at the time. The family soon moved to Santa Monica, where Ed grew up and attended local schools, including SamoHi and Santa Monica City College. While in his senior year in the Engineering School at UC Berkeley, on the Friday before Pearl Harbor was bombed, Ed enlisted in the Army Air Corps and trained as a bomber pilot. Captain Betts became the commander of a B-25 in the 57th Bomb Wing serving the campaign in North Africa and later on Corsica. He flew 74 combat missions and was decorated with two Distinguished Flying Crosses and a Purple Heart. He was honorably discharged in 1945 with the rank of major. In August 1945, Ed was hired by TWA and began flying as co-pilot on DC-3s based in San PAGE 65 ... TARPA TOPICS ... MARCH, 2001
Francisco. In 1946 he flew with a new hostess, Donna Breckenridge from Plattsburg, Missouri, who was also based in San Francisco. Donna and Ed were married on December 7, 1946. Ed was a regular volunteer in service to others; in ALPA, the American Legion, the Masonic Lodge and the Boy Scouts. He was active in the TWA Seniors Club and served a term as President of the Southern California Chapter. After Ed was transferred by TWA to the Los Angeles base in 1955, the family moved to a house on Asilomar in Pacific Palisades. Two years later they moved to the Marquez Knolls neighborhood, and in 1960 they bought their cur-rent home on Las Lomas. All three, of their children attended Marquez Elementary, Paul Revere Junior High, and Palisades High. In 1970, Ed was TWA Flight Deck Man of the Year and in 1976 he received the Award of Excellence. Ed continued to fly for TWA until his retirement in 1980 after a 35-year career. At that time he was flying as 747 Captain on international overseas flights. Donna would often travel with him to exotic destinations. In retirement, Ed became involved with early TWA history and published many books and articles as an authority on the subject. He and Donna were very active in the TWA Active Retired Pilot's Association and the 57th Bomb Wing activities and reunions. They traveled extensively during these years, visiting Europe, Asia, Africa and the South Pacific. Ed had a daily routine of long, brisk walks throughout the village in Pacific Palisades. He was a regular sight to many people on his route, and he could be seen daily resting by the fountain at the Village Green. Ed is survived by his wife Donna, sons Thomas and "Breck" (Don); daughter Janet; seven grandchildren, and brothers Warren and Thomas, and sister Ellen Wikle. by Breck Betts
IN MEMORY OF BENIJA F. HURT III NOVEMBER 19, 1922 - AUGUST 28, 2000 Benija Ferdinand Hurt III, 77, of Park Hall died Monday, August 28, 2000 at St. Mary's Nursing Center in Leonardtown. Born November 19, 1922 in Bunceton, Missouri, he was the son of the late Benija Ferdinand Hurt II and Matilda Langkop Hurt. Mr.Hurt served in the United States Army Air Corps during World War II. Ben was hired by TWA in 1945 where he worked as a flight radio officer until 1957. In 1952 he owned and operated the T.V. Workshop in Falls Church, Virginia. He went on to open four additional stores in the Northern Virginia area before retiring in 1984. He was a member of the Falls Church Presbyterian Church where he served, as a deacon. His wife Ruby E. Hurt of Park Hall; three sons, Steven S. Hurt, Dr. David L. Hurt and Allan T. Hurt; a sister, Lois L. Woods; a grandson, Nicholas A. Hurt and his former wife, Dorothy Brown Hurt, survive him. A sister, Clothilde "Cody" Rowles preceded him in death.
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FRANCIS J. GILGIN APRIL 26,1922 - FEBRUARY 3, 2001 Francis J. "Frank" Gilgin was born in Lorrach, West Germany near the Swiss border on April 26, 1922, the only son of Joseph and Magdalena Gilgin. He was educated at the Julliard School of music, Brooklyn College, Queens College in New York and the University of Kansas, earning degrees English, Music and a graduate degree in philosophy. Frank composed many pieces of music which were performed by orchestras and artists in Kansas City and Lawrence, Kansas In retirement, Frank founded and was President of the Tonganoxie Community Theater for fifteen years. He wrote and acted in two musicals for them, and one for the Basehor Centennial. He also composed an Easter Cantata, which was performed in Tonganoxie and Baldwin. Frank was an International cockpit crewmember for TWA for 32 years, commuting from Kansas City to fly from New York on Lockheed Constellations, Boeing 707s and finally the Lockheed L1011. He was manager of Flight Engineers in Kansas City for 15 years. After he retired, Frank taught philosophy and logic at KU and at Kansas City Community College. Frank was a member of the Society of American Composers, the Masonic Lodge, the Lyric Opera Guild, the Germania Club, the Mercedes Club, the Tuesday Morning Romeos and TARPA. He was a member of the Sacred Heart Catholic Church in Tonganoxie where he had lived since 1970. Frank is survived by his wife of thirty-nine years, Patricia, their two daughters and one grand daughter. by George Anton
IN MEMORY OF GEORGE A. HIBBELER MAY 28, 1921 - FEBRUARY 10, 2001
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CAPTAIN FRANK PETEE, JR. MARCH 22, 1921 - JANUARY 30, 2001 I feel very honored and privileged to bring you this information about my good friend and mentor Frank Petee. Frank grew up in Willoughby, Ohio and became interested in flying after seeing Col. Charles Lindbergh in a parade in Cleveland. Frank said, "Lindbergh waved at me. He really did! From then on all I wanted to do was something with airplanes." He learned how to fly at age 13 at the Lost Nation Airport. He earned flying lessons by washing & fueling airplanes but had to wait until 1937 when he was 16 to receive his license. Frank entered Kent State University in 1939 on a journalism scholarship, which he used later in life. After graduation he was hired by Transcontinental & Western Air on Sept. 17, 1942 as a Second Officer in the Intercontinental Division flying the B-307. He was upgraded to Captain in 1944 at age 23 and in 1946 he transferred to the Commercial Division flying the DC-4 and 049 Connies. He left TWA in 1948 to fly for Icelandic Airlines as a Captain and Flight Instructor on their new DC-4's. On January 31, 1949 Frank was hired by All American Aviation to be a DC-3 Copilot. He was fortunate enough to be able to fly as Copilot on a few of the Air Mail Pick-Up flights on the Stinson SR-10 before that operation was shut down. On March 7, 1949 he was the Copilot on the Inaugural passenger flight of All American Airways, flying the DC-3. A few days later he was upgraded to Captain. Some of Frank's accomplishments include designing the 1st livery used by renamed Allegheny Airlines on their DC-3's & Martin 202's. He wrote The Triple A Story and Fly without Fear and was the editor of the Allegheny employee newspaper The Air Commuter and later Flight Crew View. He also became the "Ed Betts" of USAir & Allegheny by becoming the Chief Historian. One of his most notable creations was the publication of the little RED Flight Crew Log Books carried by Flight Crews around the world. His brother-in-law produced them. He also set up the Fearful Flyers program at Allegheny & USAir. That program was awarded the best travel promotion program by the American Travel Institute in 1986.
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He joined TWA in August of 1945 and retired August 8, 1978 as an L1011 Captain at ORD. He resided in Sun City, Arizona and when it got too warm he and Pauline retreated to their summer home in Prescott. He died on the tennis court doing one of the things he loved most.Hi wife Pauline of 56 years, three sons, three daughters-in-law and five grandchildren survives him. by Howard F. Hofmeister
RUSS
OLSON
DECEMBER 17, 1920 - DECEMBER 19, 2000 Russ was born December 17, 1920 to Clifford and Gladys Olson, New Munich, Minnesota. The Olson's had five children: Earl 'Now, deceased), Russ, Elaine, Orville, and Mavis (Tiny). At 17 he departed the cold' climes of Minnesota and traveled westby hopping freight trains also known as, " riding the rods", to California where he joined his brother Earl. He worked in a lumber camp for a while and then returned to Minnesota. In 1940 he was working in one of the National Youth Administration Camps, also known as the Civilian Conservation Corps. In 1941 he and five of his friends, traveled in a Model A Ford back to California. One of his companions on this trip, Harlan, became his brother-in-law, when he married Russ' sister Elaine. After arriving in California he worked in a small paint shop that did sub-contract work for the Lockheed Aircraft Company. As a result of his association with Lockheed he became enrolled in an Aircraft and Engine apprentice program. In 1942 he married Helen Lewonte. From this union there were two children: A son Jeffery, who preceded him in death, and a daughter Jan (Gerry) Douglas, who gave him two grand children Brendan and Cydney. (Sidney)
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Hofmeistr
With the help of his friend, TWA Capt. George Duvall, he and 4 others founded what was then known as the Allegheny Airlines Credit Union in 1953. After many years and several name changes, it is today known as the US Airways Federal Credit Union In December of 1959 he entered the Flight Training Department on a temporary basis, which lasted 20 years. He became the Manager in 1961 and the Director, Flying Training & Standards in 1972. He was responsible for the development of pilot ground, flight and simulator training programs. Frank retired from active flying in 1981 and became the Director-Special Projects (Flight). He finally retired from USAir on May 1, 1996 after 47 years. He spent his remaining years with wife Helen in Altoona, PA. His love of flying passed down to daughter Sherry who was a Flight Attendant with USAir and Granddaughters Jennifer Wechs, an agent with American in PIT and Holly Wechs, a DO-328 pilot for US Airways Express/PSA Airlines. Grandson Jason Wechs is still in College. Frank's ready smile, quick wit, wonderful friendship and historical knowledge of both TWA and USAir will be greatly missed by those who knew and loved him. He was one of my heroes and I shall miss him dearly. by Jim "JET"
HARRY H. WILLIS AUGUST 8, 1918 -MARCH 31, 2001 Harry was a good friend for 45 years. The picture is from 1976 when he was chosen "Captain Of The Year" for the Chicago domicile. As his sons so aptly put it at his memorial service "what you see is what you get". Always a pleasure to be around with a unique sense of humor that allowed him to laugh at himself. He was born in El Paso, Texas -grew up in Columbus, Ohio and joined the Army Air Corp in 1941. He flew B-17's out of North Africa and after 50 plus missions, instructed at Galveston, Texas.
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After Marriage Russ worked for Fairchild Aircraft, which took him to South America where he serviced Lockheed P-38 "Lightnings" and Douglas A-26 Invaders. Following this stint he served in the United States Air Force from 1944 until 1946. Russ was employed by TWA for 36 years as a Flight Engineer. He retired from this position in 1986. In 1990, his wife Helen died. In 1992 he married Gloria. Together they traveled in their Motor Home, with many trips around the United States and Canada. He loved to hunt ground squirrels and prairie dogs in order to rid the farmers of these pests. He enjoyed fishing and could sit for hours even if he didn't catch a thing. Russ was a member of the Compton Hunting and Fishing Club for more than thirty years. Russell had a full wonderful life and will be missed by many.
CAPTAIN ARTHUR R. (DICK) SCHMIDT, JR. JANUARY 20, 1915 -JANUARY 13, 2001 Dick Schmidt's lifetime love of airplanes and flying began at age 14, when a barnstorming pilot flew into his hometown of Hayward, Wisconsin. Dick learned to fly from the pilot, Bill Leithold of Ely, Minnesota, in exchange for selling rides and helping to service the plane. He earned his first pilot's license at age 15. By the time he was a student at the University of Minnesota, he owned an old bi-wing Standard Aircraft. He went on to get his instrument rating, and in 1942, when he had the option of being hired by Northwest, American or TWA, he chose TWA, and the rest is history. During Dick's 33 ears with TWA (31 as a captain), he had a deep pride in the airline. He was originally assigned to fly for the Military Air Transport Command. He flew a variety of aircraft, his favorites being the DC-3 and the Connies. He also served as a Pilot-Flight Dispatcher and as a Jet Instructor in Transportation Training. For his last several years, he elected to go back on the line to fly the Pacific. Having to retire at 60 and give up the cockpit was probably the biggest disappointment in his
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life. He filled the void with having more time with his four sons and eight grandchildren, with his private flying, traveling the world, golf and study He was always learning. Dick was a Quiet Birdman, a member of TARPA, and an Elder in his church. He belonged to the Airline History Museum (Save-a Connie) and until a few months before his death, was devoted to helping with the restoration of old #388, A DC-3 he had flown in the 40's. The coincidental dates were pointed out that in January 1975, Dick had to retire from the Pacific-A month or two later, TWA gave up the Pacific. Now he is gone, and TWA is about to sell down their proud name and heritage. by Dorothy Schmidt
ROBERT J EARLEY FEBRUARY 14, 1922 -DECEMBER 13, 2000 Robert James Earley was born February 14, 1922 on a ranch in the sand hills of Nebraska eighteen miles west of the Irish town of O'Neill. Along with his two brothers and one sister, he was expected to put in at least six hours of ranch work daily before and after school. Bob graduated from St. Mary's high school, and with the draft breathing down his neck, he decided to join the army air corps. After graduating from flying schools in Texas, he found himself flying the Hump at age nineteen -India to China and back to India. After a little over a year there he started flying transports in the Pacific-took some training in Kansas City, and met some TWA pilots there, and decided his goal after WW2 was to get a pilot's position with TWA. Bob hired on with TWA in October of 1945. Since he had more training in four-engine equipment, he flew co-pilot on the old Boeing and then the constellation. Bob and I met during the "Connie" days when I was a TWA Flight Attendant. We were married on February 26, 1949. Bob flew International for several years and was called back to the Air Force for 2 years during the Korean War. Upon his return he worked in the Training Dept for a number of years. He spent his last years with the company back flying International.
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Bob loved TWA, flying, his family, and golf. We have 3 daughters. Peggy Earley Jakes, Kerry Earley Moreo, and Mary Kathryn Earley. Bob's last year was spent in chemo for bile duct cancer, but never complained, and had a great faith that the best was ahead of him. We have lived the last 11 years in Las Vegas. by Virginia Morgan Earley
TRACY
MARVIN
STRIGHT
JANUARY 24, 1927- FEBRUARY 12, 2001 Tracy passed away at the Hospice of the Valley, Scottsdale, Arizona on February 12 th, 2001 at 74 years of age after a long battle with cancer. Tracy leaves behind his wife Eileen, a brother and a sister and three daughters by a previous marriage, Sandra, Melinda and Katy and six grandchildren. Tracy was born in Stroudsburg, Pennsylvania and learned to fly while still in high school, knowing that he would fly for an airline at some time, and this he accomplished making him a very happy man. Tracy served in the Air Force before joining TWA in 1954. He retired in 1992. When Tracy retired, he started building radio-controlled planes. He taught local schoolboys and Boy Scouts to fly them too. This gave him much pleasure and also earned him many various awards. He lived a full life and always gave freely of his time and knowledge in helping others in ways too numerous to mention. Tracy was known as the quiet gentleman and, as his wife, I know that he was truly that. He was in touch with his all his TWA and flying club friends right to the end. I know that Tracy will be missed by all those who knew and loved him. By Eileen Stright
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CAPTAIN GEORGE C. TOOP JUNE 13, 1920 - MARCH 12, 2001 We unexpectedly lost our Dad this past winter. He was admitted to the hospital with a kidney stone and, after complications, died peacefully a month later in South Miami Beach, Florida. It was his time. Dad lived a full and rich life, amazingly healthy and pain free, for his entire eighty years. When we complained of our various ailments he would say that he "would outlive all of us". We often thought that he might. He was born in Elizabeth, New Jersey of immigrant parents. After graduation from high school, he took advantage of one of the Depression Era work programs and learned to fly at a small dirt airstrip in Red Bank, New Jersey. He subsequently won a scholarship for flight training on Cape Cod. Later, flying out of Rockville, Maryland, he trained pilots for the Army Air Corps. He joined TWA in 1942 and flew in the Air Transport Command. His career encompassed flying most of the TWA fleet including the DC-3, Martin 404, Lockheed Constellation series, Boeing 707 and the 747, which he flew until his retirement in 1980. The Connie was his favorite and we will always remember him wearing his "Save the Connie" cap. Always stationed in New York, it seems (to us) that he flew as an international captain out of JFK most of his career. And what a career it was! How many of us are fortunate enough to have our careers parallel the growth of an industry and retire at its peak? He loved flying and he loved TWA. How ironic it is that his death occurred at the time of the sale of the airline to American. He leaves us with so many memories including many stories such as De Meo Patacca and A Two Hour Simulator Ride, articles in the November 1999 and 2000 TARPA TOPICS. We are all proud of Dad's achievements both as a pioneer aviator and in life. All of those years flying international (his favorite bid was New York to London, Frankfurt and return) allowed him to develop a thriving nursery and landscape contracting business that he actively maintained up until the time of his death. Even at age 80, Dad could outwork most of us and he did. As all of us, he also went through various "men and their toys" phases in his life, including sailing. Some of us will never forget those "dead reckoning" legs off shore at night in
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the fog, rain and heavy seas. However, his favorite toys had to be the Vermeer tree spades and other contracting equipment that he would ride around the nursery from dawn until dusk. He was an active member in the community where he was a longtime member and past president of the Lincroft Fire Department and a charter member of the Lincroft Village Green Committee. Since retirement in 1980, Mom and Dad were snowbirds living at Laurelwood Farm in New Jersey in the summer and in the Florida Keys in the winter. Always active, in retirement, Dad designed and built not one but three houses, the last one on the ocean overlooking the beach in Marathon. We will always remember him sitting on the deck, on one of those beautiful sunny days with the ever constant tropical breezes, looking out at the ocean and saying, "Another hard day at the office... another day in paradise." Dad was a wonderful husband and father who lived life to its fullest. He is survived by his wife Ginny, by the five of us, his children George Jr., Linda, Richard, Stephen and Peter, by nine grandchildren and one great grandchild. He will be missed by all that knew him. We will miss you Dad!
by George C. Toop, Jr.
IN
MEMORY
OF
CAPTAIN JAMES M. FROELICH NOVEMBER 3, 1925 — DECEMBER 30, 2000
IN
MEMORY
OF
CAPTAIN ADOLPH URBAS JUNE 22, 1919 - JANUARY 24, 2001
IN MEMORY OF CAPTAIN MEREDITH MOFFETT JUNE 18, 1925 — FEBRUARY 5, 2001
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CAPTAIN FLOYD VALENTINE AUGUST 11, 1909 - FEBRARY 9, 2001 Born on August 11, 1909 in New York. Captain Valentine's first plane ride was in September 1928 (OX5). He attended Park's Air College in St. Louis from February to June 1929. He soloed an OX5 Travelair and completed an A & E Mechanic course. Captain Valentine bought an OX5 WACO-l0. He received his Private and L.C. and F.A.I. Licenses in 1930 and Transport #14256 in June 1931. He flew mostly OX5s for the next couple of years, at Princeton, New Jersey Airport. He flew for Hadley Airport from 1935-39. Then he was hired as a co-pilot for Canadian Colonial Airline on DC3s till he went with T.W.A. at LaGuardia in February 1940. Captain Valentine flew as a co-pilot on four Engine Boeing 307s while he earned his Captain rating in DC3s in 1942. He served as Assistant Flying Manager at Newark Airport, New Jersey from 1947-55 checking Pilots on DC3, DC4, Martin 202/404s and Constellations. He bid for the International Division in 1955 flying Constellations and Boeing 707 Jets until his retirement on September 1, 1969. He held a Commission in the U.S.Navy Reserve AV-(t) from 1935-53. Also in 1933 he towed signs with Pitcairn Autogiros. He has a total of over 25,000 hours flight time. While flying jets with TWA he broke the air speed record from Paris to New York. He was a member of Quiet Birdmen and was a 32nd degree Mason. Captain Valentine is one of 22 TWA pilots known and listed in the OX-5 Aviation Pioneer History. Two sons and a sister survive him. He was married to Betty Valentine for fifty-nine years. She preceded him in death in 1995. Captain Valentine passed away at the age of 91. He will be greatly missed. by The Valentine family
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JOHN THERWANGER AUGUST 5,1914 - JANUARY 19, 2001 John was born on August 5, 1914 in Goree, Texas. Because of his interest in aviation, he went to Burbank California in 1939 to work for Lockheed. He worked on the P-38 line until 1942. With WWII escalating, he was sent to Europe with Lockheed. John was first sent to Belfast Ireland, where he worked as an aircraft technician. His engineering was critical in a new design of the nose guns of the B-24s and B-17's. In July of 1943, he met his soon to be bride, Peggy in England. By early October, they were engaged and married on October 22, 1943. Then he went back to Belfast to continue his work. After D-day he returned to England with Air Transport Command. After WWII John came back to Texas to gain his Aircraft and Powerplant license. In August 1948 he was hired with Trans Continental and Western known today as Trans World Airline. As a Flight Engineer, he started on the Boeing 307 in Chicago. Later being based in LAX flying the Lockheed Constellation series. After almost 10,000 hours of piston time, he moved to the Boeing 707 in SSFO. Flying TWA's MAC to Vietnam, and the 10 day "around the world" trips, John loved every minute. He retired in July of 1974 after moving to Universal City, Texas (northeast of San Antonio). John was always busy adding on to the house or working on "a project". He loved working with his hands and engineering a plan. In 1994 he and Peggy moved to Lewisville, Texas (north of DFW) to be close to their son Scott (pilot for American Airlines) and his family. Dad will be missed, but we will never forget his love and sense of humor. by Scott Therwhanger
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HENRY
ELBE
GASTRICH
MARCH 22, 1924 - MAY 5, 2001 Hank passed away suddenly on May 5, 2001. He was born in St. Louis on March 22, 1924. He was a Naval Aviator during World War II and was a flight instructor during the Korean War. Hank joined TWA in 1953 as a First Officer and had a distinguished career and retired in 1974. Hank continued to fly after he retired from TWA and amassed more than 21,000 flight hours. Hank was a gifted writer, he wrote training manuals for several models of commercial jets for flight schools and has had many articles published in journals and magazines. He was the Editor of the GRAPEVINE for more than five years. Hank worked tirelessly on this and loved providing a forum for all of us to stay in touch. He was still working on this issue when he died. Hank's love of learning took him back to Cuyamaca College at the age of 72 where he made many more friends. He was to receive his Degree of Associate of General Arts in English and History, Graduating a member of the Dean's List at Commencement Exercises May 31 st . Hank was very proud of his accomplishment. Hank's sister, his five children, Rex, Casey, Sue, Ross and Becky along with nine grandchildren and one great-grandchild survive him. by Editor
IN MEMORY OF RONALD C. RALSTON JUNE 24, 1928 - SEPTEMBER 29, 2000 I am writing with the sad news that my father, Ronald C. Ralston, passed away on September 29th. He died peacefully at home, under Hospice care, and with Helen and me at his bedside. My Dad put up a long fight against his lung cancer. He fought not only with all the tremendous tools
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of modem science, but also with the incredible willpower that had allowed him to become who he was to us all. He listened to and read everything he could about his disease, he made life-style changes, he tried acupuncture- and he lived with it for eight years, nearly twice as long as statistics would have allowed. He lived to see and enjoy my boys, Zachary (4) and Jacob (2), and Joel's son Joshua (2). The picture below shows him last Christmas with Jacob on the right and Joshua on the left. He appreciated every moment with his grandchildren, and we are all happy to have the memory of him enjoying them. My father was adamant about not wanting us to cry over him, not wanting there to be a permanent, mournful marker of his life with us. He asked to be cremated, and that his ashes be spread in the waters of the Pacific and the Atlantic. We have respected his wishes with private ceremonies for our immediate family on both coasts.
CAPTAIN MEREDITH JACKSON MOFFETT JUNE 18, 1925 -FEBRUARY 5, 2001 Meredith J. Moffett, "Moff to all who knew and loved him, died Monday, February 5, 2001 at the University of Virginia Medical Center in Charlottesville, Virginia. Moff was born on June 18, 1925 in Washington, D.C. the son of the late Earl Stanley Moffett and the late Mary Sinclair Moffett. He died as a result of a fall in his home in Warrenton, Virginia and is survived by his wife Lee of 7174 Academy Road, Warrenton, a sister, and two nieces. Graveside services were held on February 8 at Marshall, Virginia cemetery Moff, a student at Virginia Polytechnic Institute, joined the Army Air Corps as a pilot during World War II, and was honorably discharged with the rank of Captain. He served as a pilot with Trans World Airlines, reporting for training in the November 2 class of 1953, until his retirement in 1975. Moff's hobbies included fishing (for many years from his own boat) and travel, especially travel to those strange or less visited tourist spots. The picture above was taken aboard ship, as Lee and
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Meredith cruised around the African coast in January 2000. For me, for many others, our relationship with Moff was more than the usual employee type relation. Moff was a buddy in the deepest sense of the word, and in the many years I knew Moff, I am unable to recall a single time when he was ever in anything but the best humor and high spirit. His unique chuckle and smile never failed to lighten my heart, and with his passing, I can only say, "I'll miss him! More today than yesterday ... still more tomorrow! by Hank Gastrich
OF IN MEMORY CAPTAIN A.T. HUMBLES SEPTEMBER 14, 1919 — MAY 6, 2001
Ed Betts Along the way I've met a few, some chaps who filled the bill, A great rapport and comradeship, the best I thought, until, Upon the scene and all at once this person did appear, Oh nice enough, not rude or gruff, his manner never drear. As time went by, events took place, then all at once, surprise! His mild approach, withdrawn at times, was all an artful guise! His wit and humor came to light and well, he was the best. There wasn't any sober event that he couldn't turn to jest.
Soaring now to heights unknown, our good friend' , Ed," 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 awhile, not long enough, we had his humor, manner bluff Now memories will always be, So Ed be pleased that we loved thee. Charlie "Black Dog" Davis
I could continue, fill the page, about this extraordinary man, But briefly now, the ode below, will help you understand.
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It Doesn't Get Better Than This By Jim Breslin Before I write about our winter on the desert I would like to tell you about a place that I found not long ago on the Arkansas banks of the Mississippi River directly across from the city of Memphis. Some people might call it a magical place where imagination replaces reality, but for me it was real all the same. To get there you take I-40 westbound out of Memphis and cross over the bridge to the Arkansas side of the river. Once over the bridge you get off of I-40 at exit 278, make a cloverleaf turn back over the highway and head south on 7th Street through the town of West Memphis, to Jackson Avenue. There you turn left and go one block east over to 8th St. and there you turn right once again to continue on south. Continuing on, you go through a stone quarry and eventually past a cement plant and by the time that the dust has settled from that you find yourself tumbled onto a meadow that's greener than any you've ever seen in your life. That's where the campground's located, and where the sites are set back from the river by several hundred feet, leaving room for the river to flex its' muscles every once in a while, as it does at certain times of the year, yet leaving a vast open field of newly mowed grass between you and the river's edge once the waters have receded again back to their banks on either side. It was early May when we got there and the air was still clean and crisp from Winter, while the sun was preparing to usher in Summer, and the mix never felt more invigorating yet soothing as well, as it sat on my shoulders. There were benches evenly spaced down by the river's edge. That first morning I chose the one I would sit on as I took time to inhale the blessings of an extraordinary day that was only just waking up, where the newly mowed grass still wet with dew smelled sweet in my nostrils, and where the sound of the river was as crisp and as clean as a song being hammered out on a xylophone, yet as softly melodious as the rhythms of a calypso drum as it babbled and splashed its' way over the rocks and stones at my feet. As I sat there I pondered the city directly across the river from me, and it stood silent as it stared back. Still, I knew that the sounds of the city were there the clatter of garbage cans being emptied into a refuse truck making its' rounds the urgent rush of emergency vehicles speeding to some tragic event the wail of sirens guarding the law the shattering glass of somebody's window pane as some little boy or girl belts a
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home run out of the playground and everyone runs for cover the annoying yelp of a dog harassing the postman the struggle of some lady giving birth while not far away the steady, monotone beep of life support pleading with someone to "hang in there" the abusive shouting between a husband and wife through an open window while wedding bells chime from a steeple just up the street and somewhere down in a basement apartment there's a young Benny Goodman practicing scales on a sadly out of tune clarinet. And so those muted sounds from the other side of the river served to amplify the peace and serenity of the surroundings about me and made me consciously aware of the special place I was in. I noticed a bottle float by and my sense of romantic curiosity prodded me to speculate where its' journey might have begun. Was it at the headwaters of this mighty river in distant Minnesota? Or could it have started its journey even farther away than that, where crisp mountain streams feed into the mighty Missouri way up in northern Montana before it wends its' way to join up with the Mississippi all the way down at St. Louis? And where would its journey finally end? Would some boy or girl find it on a faraway shore, and would they open it up with a sense of impending excitement to see what's inside just as I would? Would it contain a mysterious note written in code? Or even better than that, might it contain a map of some pirate's buried treasure? I could only imagine that excitement on some young boy or girl's face as they uncorked that bottle, and I hoped for their sake it would be the pirate's treasure map hidden inside. I had noticed a stone not far from my feet, flat and polished by time, and I tried to ignore it at first, but it kept beckoning me on until the urge was more than I could resist. It had been a long time since I'd side armed a stone such as that out over the water to see how many skips I could coax out of it. Five or six used to be average for me and I rehearsed in my mind how it was done after so many years. When I thought I was ready, I checked sheepishly over both shoulders to be sure I was still all alone before I got up to step to the mound. The windup seemed perfect to me but alas the arm was no longer the same and all runners ended up safe. Three feeble hops was the best I could muster and the stone sank to the bottom before it even got to the catcher's mitt. It was time to accept that a Nolan Ryan I'm not. I took my cue like a man, and as gracefully as I could, retired back to the bench. Thankfully though, my wounded pride didn't have to sit conspicuously alone on that bench for long. There was a riverboat sweeping under the bridge to my left with its' cargo of four or rive barges lashed to its' bow one after the other and I watched with anticipation as the Captain maneuver-ed the bend in the river with the dexterity of a 707 making that last turn at the checkerboard before lining up with runway 13 at the end of a Cheung Chau approach to Kai-Tak airport In far off Hong Kong. As this enormous train of cargo sailed past me I could see the Captain clearly as he finessed the wheel on the bridge and just as I raised my arm to wave, and to salute my appreciation of his skill at the wheel, he also reached for a cord just over his head and released two blasts from the fog horn into the morning stillness. They were loud but not harsh to the ear and blended in quite harmoniously with the everyday sounds of the valley. His wife was on deck hanging up laundry to dry and she turned to wave her greeting to me as this floating island of cargo sailed past, and for a fleeting instant in time we were close friends, and I was sorry we couldn't have had more
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time together. I watched as they made the next bend in the river before disappearing downstream and I found myself being dragged along in their wake, leaping from one horizon's horizon to the next until I found myself in parts of the world that were shockingly sobering, where horror and brutality and slaughter and carnage and suffering are part of the everyday a la carte menu, and where the early bird special hasn't changed over centuries where the hearts of men and women alike have been shredded and torn until they can't stand the pain anymore, and where children are forced to take up arms against one another without ever wondering why. I stood fixed in silent reflection, trying to make sense of it all, asking myself what must we do to make it all different, when I was brought back by the sound of a voice farther on down the river. It was the rich, resonant baritone voice of a black man laying his soulful lament on the river. I listened as his voice wafted upstream like a morning mist, telling the river of the troubles he's seen, his body all covered in sweat and wracked with pain. But it seems that for as long as that river's been flowing, it has heard those words a thousand times over and didn't pause for even a second to listen, but just kept a'rollin along. Still, the words were compelling, and that deep resonant voice was spellbinding, growing louder and louder as it moved upstream towards me until it was thunderous in my ear and the earth trembled beneath my feet and the sky opened wide and the hairs on my arms fairly bristled. I might have dozed off for a second or two but I doubt it. In any case, I was aroused by the excited laughter of two boys and a dog on a raft drifting slowly on past me. They waved as they went by and I felt a sense of kinship as I waved back, remembering when, and thus sharing in the jubilant excitement of their adventure out there on the water. I watched, as they put ashore not very much farther downstream, and then to my very great pleasure began walking towards me with their dog following not much farther behind. They both wore bib overalls with the pant legs rolled up just enough to stay dry, and a single strap slung over one shoulder is what kept their overalls up. And they each wore clean cotton shirts, bleached practically white by their numerous adventures at sea. And each wore a straw hat that had been broken in over months, maybe years, and with no more binding 'round the brim to keep the straw from unraveling. They were each carrying a fishing pole over one shoulder and when they drew near they each offered a hand towards both of my dogs in a gesture of friendliness. "What are their names?" one of them asked. "Well the one that's licking your hand like it's candy, is Sweetie. And the black and white one that's hiding behind me is Daisy. She's very timid. And what's your dog's name", I asked. "Oh, his name is Shep, Sir." the other boy replied while the dog looked up at me wagging his
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" What have you got in the can?" I asked curiously, and before I could react, I was staring into an old rusty tobacco can full of fat juicy night crawlers. "Worms Sir." the boy who was holding them said. "You can have them if you want." he offered. "We've got lots of them back on the raft." "Yes, we don't need them Sir. You can have them if you want them." the other boy generously offered again. I was beginning to believe that I knew who these boys were but I needed a tad more evidence to prove it to myself, and so I asked, "Where are you boys from?" "From Hannibal, Sir." the one boy replied while the other exaggerated it further for clarity, "We're from Hannibal, Missouri, Sir." Well I knew I was getting warm so I baited them both one more time. "I used to know a man from Hannibal." I said. "His name was Twain, Mark Twain. Do you know him?" "Oh yes Sir." they both replied in unison. "We've known Mr. Twain all of our lives." "Really", I mused to myself, "And what are your names?" I asked. "I' m Tom." the one replied. "And I'm Huck." the other continued, both offering their hands in a handshake. Then Tom burst out in a mischievous giggle and said, "His real name is Huckleberry." and I caught the tease in his voice, and the glare in Huck's eyes, and I knew that that was one tease that Tom wasn't going to get by with once they were back on the raft. To break the standstill and to get on with our visit, I commented, "You boys are a long way from home, aren't you?" They looked at each other for the answer and in the end I had to admit that they hadn't said yes, but they hadn't said no. "Do you come down this way very often?" I asked, and Tom's answer was just as evasive, "Sometimes . . . when there's somebody down here to visit with, such as yourself Sir." I let that one slide by because I had so much I wanted to talk with these boys about. "Sit down." I invited both boys. "I feel like I've known you for a very long time, and I'd like to learn more about you if I can." And so we talked about fishing, and about club houses where you needed to know the secret password to get in, and about kite flying, and about soapbox derbys, and about steel rim wheels that you push down the street with a paddle. I knew they'd know nothing about television, but radio perhaps. "Oh, yes Sir, the Lone Ranger and Tonto, the Green Hornet and the Black Beauty that was hidden away somewhere inside a secret garage and the Inner Sanctum with the squeaky door that sounded so spooky and Fibber McGee and Molly and that's when Tom broke in to tell me that
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he was collecting boxtops to send away with a dime to get a real Lone Ranger badge, while Huck offered proudly, "I've already got mine." And what about picture shows? Did they have a picture show house in Hannibal? "Yes Sir, and on a Saturday morning they let you in free if you bring along a can of peas for the poor people." So what else did they do for excitement, I asked them. Well after school they had chores to do, they explained. "What kind of chores?" I asked. "Oh, all kinds of chores Sir. There's always somethin' needs fixin' or paintin' it seems." Huck explained to me. "We've always got lots to do Sir." Tom went on to assure me. I would have liked to invite them for dinner, and so I excused myself while I went to check with Erika to be sure that she had enough food in for the four of us before I invited them to stay. But when I got back they were gone. Only the can of worms they said I could have, was left on the bench. The raft was gone and neither they nor their dog were anywhere to be seen. When I went back to the motorhome the disappointment must have been written all over my face because Erika asked me, "What's wrong?" "Oh nothing." I answered her. "It's something I can't explain. And besides, nobody would ever believe me if I could." It was still light after dinner that night and I invited Erika to go down to the river with me, still hoping to be able to introduce her to my friends, but alas, they were gone. That's when the songbirds began to gather in the trees as the sun made it known it was time to come home for their evening chit chat with friends over the day's gossip before turning it In for the night. There were hummingbirds gathering in their last drops of nectar from a flower garden not far behind us, and wrens and larks and swallows and magpies and mockingbirds and cardinals and grosbeaks and finches all feeding their young, and the chatter was deafening until the maestro arrived. Then, tapping his baton on the podium, they all came to order and joined together in song. And the music flowed through the valley like an afternoon symphony, while out on the river the occasional "plop" of a fish falling back into the water after a futile lunge at a dragonfly could be heard, contributing a minor distraction, but nothing that wasn't excusable. And then as the sun settled slowly below the horizon the curtain was gradually lowered, and the concert came to an end almost as abruptly as it had begun.
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It was only a short intermission though before the crickets moved into the orchestra pit and began getting their string section back into tune for another evening's concert under the stars, while down by the river's edge the bullfrogs could be heard putting the percussion section together. And somewhere off in the woods, a whippoorwill was singing his heart out in search of his mate, while all through the amphitheater fireflies were busily ushering last minute critters and varmints into their seats for the evening's performance about to begin. Finally, when everything was set and everyone was comfortably seated, the fireflies took their place in the woods and the curtain was raised. The concert under the stars was set to begin just as scheduled, and the music was every bit as entertaining to my ears as the late afternoon's performance had been. Oh, that was a day I'll never forget, and as I was getting ready for bed that night I thought quietly to myself, "Thank you God for being so kind to me. I haven't taken the time until now to listen or to look at all of the gifts you've bestowed on me, and I am deeply sorry for that."
Photo Left to Right, Jim Breslin, Sam Rumford, Bill Dawkins, and Rufus Mosley.
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