1993.05.TARPA_TOPICS

CRUISE SPACE STILL AVAILABLEGRAPEVINE BY JOHN HAPPY

1933 & 1943 BY ED BETTS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

MAY 1993

Captain Joseph S. McCombs

THIS EDITION DEDICATED TO THE MEMORY OF JOE McCOMBS

TARPA TOPICS

PUBLISHED QUARTERLY BYTHE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

EDITOR GRAPEVINE EDITORA.T. Humbles John T. HappyRt. 2 Box 2900 Nine East Lake DriveBelhaven, NC 27810 Haines City, FL 33844-9320919 964 4655 813 439 2223

CCNTRIBUTING EDITOR & HISTORIANEdward G. Betts960 Las Lomas

Pacific Palisades, CA 90272213 454 1068

TARPA is incorporated as a non-profit Corporation under the non-profit corporationlaws of the State of Nevada. As stated in Article II of the By-Laws, its purposeis social, recreational and non-profit, with a primary goal of helping its membersto maintain the friendships and associations formed before retirement, to makeretirement a more productive and rewarding experience and to assist those activepilots approaching retirement with the problems that are inherent in the transitionfrom active to retired status.

DEDICATED TO THE PIONEERS OF TODAY'STRANS WORLD AIRLINES

WHOSE VISION, EFFORT AND PERSEVERANCEMADE IT ALL POSSIBLE, WE

EXPRESS OUR SINCERE GRATITUDE.

President's Message

April, 1992

Our March Executive Committee meeting in St. Louis was cancelledby 10 or 15 inches of snow. So now we are going to try the 19-20April.

Dick Guillan, our esteemed Secretary/Treasurer, has stepped downfor personal reasons and I'd like to thank him for the fine jobhe did for us when we really needed help. Dick is a fun guy tobe around and we will miss his style - even his pipe.

Our new Secretary/Treasurer is Dick Davis of San Diego conventionfame. His skills are well known after the great job he and CarlSchmidt did for us. His address is shown in the MembershipDirectory.

We are also losing the Editor of the Topics. A. T. Humbles hasdecided to take a rest after so much work producing the Topicsall these years. Just think how much pleasure we all get fromthe Topics and we can thank A. T. for the many issues of qualityreading.

Now the search begins to find someone to take it on for awhile.It's a very big job and requires devotion higher than most.Remember that A. T. had the support and help of his wife Betty.Without that family assistance the job could be a bummer, so askyou-know-who before you volunteer.

The rush for cabins has slowed and there is still plenty of roomavailable for the convention cruise. I would like to extend aspecial invitation to the new retirees and associate members.These conventions are a real blast and the price is right.

In closing, a special thanks to Chuck Hasler for all the efforthe puts into these TARPA cruises. Chuck is a volunteer like therest of us and is unpaid.

See you at sea,

Jack Donlan

1

449 Santa Fe Dr., #200Encinitas, CA, 92024

SECRETARY / TREASURER REPORT

Change is what the nation voted for in the recent election, andchange is what is happening at every level! Capt's Guillan andHumbles have both elected to leave the Board of Directors, and thepositions of Sect./Treas. and Editor of the TARPA Topics. Morechanges are in the wind. The "Old Guard" is giving way! Those whofelt their opinions were not wanted can now step forward. We will belucky indeed if our organization continues to prosper as it hasunder the guidance of these fine gentlemen.

Some errors have already occurred, as I learn the ropes of my newjob. Bear with me, and keep your sense of humor. I'll appreciate anycorrections and suggestions you care to send.

We no longer request the Post Office to return undeliverable"TOPICS", (a saving of $2.00 plus each), but now request anotification of change of address. ($.35) This has unleashed aflood of "Temporarily Away" notices. What is that? How long? Whatdo we do with the next mailing? The Post Office shrugs itsshoulders. If I get two consecutive notices, should I halt yourmail, and wait till I hear from you ???

The address above is for a "Mail Box", as I have suffered mail theftat my street address. Checks were stolen during the convention,creating an unhappy situation all around. Please use the aboveaddress for all TARPA business, instead of my home address in thedirectory.

Several of you have sent notes of encouragement. Thank you ! It isnice to hear from everyone.

Late notices were sent out in mid March. Check the address label onthis issue of the TOPICS. If it shows a ninety-two, "92", you aredelinquent on your dues, and this is your last issue.

Hang in there !!Regards,

Richard A. DavisSecretary/Treasurer

2

TO: OFFICERS AND DIRECTORS OF TARPASUBJECT: NOTES AND DATA ON THE DIRECTED ACCOUNT PLAN

FROM: R. C. Sherman, 2nd. Vice PresidentDATE: April 8, 1993

Following is a tally of the selection sheets returned inMarch. Numbers and amounts are approximate.

SELECTION

TotalFix.Ann.Var.Ann.Leave DAPStay DA

NUMBER

140097

120

AMT($MIL)

295.915.719.285

176

% OF TOT AMT

100.05.36.5

28.759.5

Since not nearly enough people chose the Variable Annuity( based on two index funds under the auspices of an insurancecompany), the approx. 120 will have to "re-bid". There will beother variable annuities offered. Monthly payments will probablybe less since the insurance company would be doing the investing;a more costly arrangement. By now you should have their quotes.

Meanwhile our money is still invested in the old B-Plan fundsexcept that the managers and the assets they manage are being re-aligned towards having everyone's DAP choices in place by June 30.This requires skillful negotiations to transfer as many of thesecurities as possible into the funds and managers that will re-main in the DAP, rather than the more costly process of selling andrepurchasing. Investment performance for the last quarter of 1992was approx. 4%. It appears that it was approx. 2% for the firstquarter of 1993. June 30th. should mark the last of the "groupperformance" reports; from then on everyone's gains or losses willbe related to their chosen investments.

A condensed, overall look at 1992's results follow.

ITEM ASSETS FEES(COSTS) FEES/AVE.ASSETS

8 DOM.MGRS3 INTL MGR3 REAL ESTCASHTRUSTEESADMIN.

$733.6M126.643.648.9xxxx

$952.7

$1,195.6K345.2567.5xx

408.7237.2*

$2,754.7

0.165%0.2761.284

xx0.0430.025

0.293%

*includes $236.4k of earnings on security commissions & lending.

Al Mundo, longtime Chairman of the Investment Committee, whobrought the Committee from its shaky beginnings, thru independencefrom TWA and into a professional body with an outstanding staff,turned the reins over to Joe Montanaro at the February meeting.

3

SENATOR JACK DANFORTH PRESENTEDRECOGNITION PLAQUE BY TARPA

Captain John Gratz handled theceremony in St. Louis in givingour friend, U.S. Senator JackDanforth of Missouri, a plaquefrom TARPA showing our appreciationfor his support via his Bill whichhastened the exit of Icahn from theproperty and preserving the integrityof pension rights of Trans WorldAirline employees. Hopefully, ouronce great airline can now get backon track and regain its stabilityand profitability.

Capt. Gratz says, A.T., here aresome pictures of Danforth presen-tation. It went very well . I wrotethe enclosed letter for inclusionin TARPA TOPICS if appropriate.

[John, we appreciate your articlebeing print-ready and is on thefollowing pages. As per your usualperformance, you did a great job!]

Picture below, left to right;

CAPT FRED WHITE, ALPA TWA MECCAPT. JOHN GRATZ, TWA RETIREDSENATOR JACK DANFORTHCAPT. BILL COMPTON, CHAIRMAN MEC

4

Dear A. T.:

Senator John C. "Jack" Danforth was given special recognitionfrom TARPA, Monday, February 22, 1993. A plaque featuring

TWA pilots wings, a written sentiment and a representation of aBoeing 747 was procured by Captain Walt Gunn who

spearheaded the entire program.

Walt asked me to make the presentation and began thecoordination of schedules. Walt and I discussed and thenagreed upon the desirability of having MEC Chairman, BillCompton join in the presentation.

Bill Compton, the person most responsible for the departure ofCarl Icahn, had worked with Senator Danforth for several years

and served as a sort of Master of Ceremonies making a fewremarks before introducing me and Captain Fred White ofTARPA. Fred has been a member of TARPA for some time, buthas only recently retired from TWA and as TWA MEC Vice

Chairman.

Bill Compton opened the event by observing that in addition to

the thousands of working TWA employees in Missouri, the USAand around the world, there was also a large almost equal

number of retired pilots and others.

In my remarks I mentioned that most retirees and workingemployees spend their entire working lives with TWA and

therefore had formed real attachments to the company. Suchfeelings are surely because of the ongoing benefits, but in largemeasure such feelings are also a sentimental result of a life's

work. I pointed out that I, along with hundreds of otherretirees, had run the gamut from Howard Hughes to Carl Icahn.

Senator Danforth was very gracious in his remarks thanking

TARPA and Captain Gunn. He said his efforts to help had manydifficult moments, but at the same time it was most rewarding.He said that he believed in our people, our cause and the

necessity to preserve TWA and was proud and pleased to seethat we now have an opportunity to make it.

5

It was only a few minutes Monday afternoon, but it was one ofthe good things to do for TARPA and TWA.

After the presentation and the departure of Senator Danforth,Bill Compton gave a brief progress report to me and Fred and

several active pilots who were in attendance.

Bill pointed out that many hurdles remain but on balance

progress has been satisfactory regarding the emergence frombankruptcy. It is hoped for in the Spring. Business is in theusual first quarter slump, but the pilots are once again pitchingin with dollars and voluntary promotions to pump things up.

This time there is close coordination with the IAM and IFFA. Asthings develop Compton said he would welcome help from TARPA

members.

Finally, Compton said that the occasion should not conclude

without a clear understanding that the battle to oust Icahn andthe battle for survival have been also aided by CongressmanGephardt, Senator Bond and other members of Congress. They

all deserve our gratitude.

Sincerely,

6

TWA MECAIR LINE PILOTS ASSOCIATION

1801 PARK 270 DRIVE U SUITE 260, BUILDING II 0 ST. LOUIS, MISSOURI 63146-4011 0 (314) 542-0300

March 5, 1993

The Honorable John C. DanforthUnited States SenateWashington DC, 20510

Attention: Rob McDonald

Dear Senator Danforth:

It is not often we get the opportunity to show you how much we appreciate your efforts onbehalf of Trans World Airlines, its employees, and the communities it serves. That is whyI felt privileged to be a part of the presentation to you by The Active Retired PilotsAssociation of TWA on February 22. The plaque is a small token of their gratitude, a briefexpression of their respect for your work on behalf of everyone in the extended TWA family.I can personally assure you that those sentiments are fully reflected throughout thecurrent work force as well.

Thank you also for making available a few moments to discuss some of the ongoingattempts to improve TWA's position through coordinated actions by both the public andprivate sectors. As you know, the information packets we left with you and your staffoutline the recent achievements and changes for the better at TWA. It also suggests somemeasures that can now be taken to build on our progress. We appreciate you makingyour staff available for further contacts by us in the future to answer any questions youmight have and to further explore ways to mutually benefit your constituents, TWA, and itsemployees.

We feel that TWA's continuing success is critical to the health and well being of Missouriand its economy. As we discussed, my Government Affairs Committee Chairman, LarryGarrett, and I have recently been meeting with many other federal, state, and local leadersin both the public and private sectors to convey that message and generate actions thathelp continue TWA's recent successes. We will be happy to share with you and your staffthe results of those and other recent activities.

Thank you again for accepting our small expression of a much greater appreciation. Andas always, I look forward to continuing our efforts together.

Sincerely,

William F. ComptonChairmanTWA MEC

WFC/LG/bjcc: TWA MEC

Management CommitteeLabor Advisory CommitteeJ. P. Gratz/TARPAJames Spiotto

7

To Dave Davies, In answer to your question on page 16 of the Nov. '92 TARPA topics

about how were we going to top that great Hospitality room at San Diego by

Schmidt, Davis, & Buchanan (and it was fabulous)? Well, we finally came up with

the idea of having our ship "The Sovereign of the Seas" tow a man-made island on

araft, complete with palm trees, etc. which would serve as our Hospitality

room.

The cruise lines approved of the idea and it all looked great until last

month

when

the

Caribbean

Maritime Commission got into the act and vetoed the

idea.

The reason they gave was that after the happy hour every day they thought

that too many people would be lost in the shark infested waters as they were

returning

to

the

ship.

We

tried

Dave, but guess the island will have to be moved back to the ship

movedback to the ship.

Pat & Chuck Hasler

OPTIONAL SHORE EXCURSIONS ON THECONVENTION CRUISE AT-ST_ THOMAS-SAN JUAN-COCOCAY

ST. THOMAS, U.S.V.I.

11

ST. THOMAS, U.S.V.I. ST. THOMAS, U.S.V.I.

PUERTO RICO

CocoCAY

PUERTO RICO

SAN JUAN

Here we go on another edition of TARPA TOPICS. I always hope this next one willbe a better one. I get so busy just before going to press I don't adequately proofread the material.

You were all good to me re the last issue. It was really fouled up with pagesin the wrong place. I fully expected a deluge of letters pointing out the glaringmistakes. The manager of the print shop was really disappointed and apologetic.Rather than bore you with a long explanation I will just say the girl who hadalways done the setup had left the job and a new girl misplaced the pages. I alwaysgive them the stuff in the right order and it is printed four pages at a timeand when setting up the four pages one has to remember it is like looking in amirror arranging them so that is how the mistakes were made. Had I not just beenlet out of the hospital I would have caught it but my son picked the stuff upfor me and, as it was already some late, we were anxious to get the labels onand to the postoffice on its way. Actually, later Betty was reading it and noticedthe first mistake.

This issue is dedicated to the memory of Joe McCombs. Luckily, Jean had thenice picture you see on the front cover. It was too rushed for us to do somethinglike this in the February issue so John Happy volunteered to do an article onJoe compiling contributions from various ones. We all owe Captain McCombs a hugedebt of gratitude for his work in our behalf in ALPA and, especially, his tremendouscontribution to TARPA. He spent many long hours at the computer doing our TARPAwork and I miss his early morning calls. Quite often he would call me at abouteight a.m. our time which meant he was at work at six mountain time. And, as theysay, behind every good man is a good woman and he had that in Miss Jean.

* * * * * *From Goldie Goldthorpe;

Dear A.T. - Here's the skit on BW-1. [Appears elsewhere]. Ernie Gann was rightwhen he said anyone who ever experienced Greenland first hand will never forgetthe fantastic sight.

I sent Vern Lowell a copy of my first draft of "Bluie West One Won" for hisapproval. He replied right away saying, "I recall the flight as if it was yesterday,the one uphill runway, the Eskimo village. We landed into the mountain and tookoff downhill".

As one of the most professionable, unflappable pilots I know, Vern was impressedby Greenland too.... Very best regards, Goldy.

We hear Jay Colpitts has returned to line flying-on Trans World Airlinesand that Larry Hecker will assume the position of Senior Vice President of FlightOperations.

Isn't there something a little bit contradictory aboutdriving an air-conditioned car from an air-conditionedhome to an air-conditioned office and then going tothe steam room to work up a sweat?

A frightened homeowner excitedly reported to policethat he had been struck down in the dark outside hisback door by an unknown assailant. A young policemanwas sent to the scene of the crime to investigate andsoon returned to headquarters with a lump on his fore-head and a glum look on his face. "I solved the case,"he muttered. "Amazingly fast work, how did you do it?"I stepped on the rake too, sir the rookie replies.

ZIGGY

17

From Bob Parker in Lithonia, GA;Dear A.T. & Betty - Just received my copy of TARPA TOPICS and immediately

sat down and perused it thoroughly, as usual. I really look forward to its arrivaleach quarter. I don't know how you have time to do all that you do on TARPA TOPICS,but I, for one, want you to know that I really appreciate it very much.

I noticed that P. Richard Cushing's name was inadvertently omitted from theFLOWN WEST column. We received a call from his daughter sometime in January informingus of his death on Dec. 15 in Raleigh, NC, of cancer of the lungs. Unfortunately,I don't have any details or any of his obituary to contribute. All that I canpositively state is that he came to work for TWA in August of 1964 and took earlyretirement about three years ago.

We're doing fine here in Georgia, mostly healthy and happy. Hope that youand Betty are doing the same. Surely glad that Betty is back to her old self again-I hope! Sorry to be the bearer of sad news....As ever, Bob.

[Bob, I didn't know Dick Cushing and am sorry to hear of his demise. We usuallylimit the FLOWN WEST section to TARPA members and families. I find no record ofCapt. Cushing being a member. The Skyliner usually carries notices of deaths althoughsometimes they are very late and inaccurate. We had fun flying the Martins atNewark, didn't we? Best regards, A.T.]

* * * * * *From Bob and Dorothy Flett in Woodland Park, CO;

Dear A.T. - Many thanks for the mailing that you sent me just after the ColoradoSprings convention.

I just saw in a Seniors newsletter that LeRoy Smith has gone west (13 Jan.)and thought you might like to have some memories, if so; I enjoyed his quiet friendlywit. We were on a morning Connie flight out of Newark to Chicago and hadn't beenup very long until one of the girls came up front from serving breakfast. Shewas in tears and didn't want to go back to the cabin anymore. LeRoy listened toher story about how some un-regenerate New Yorker has been too rude and insulting.He tried to re-assure her and, when the tears were finished and dried off prettywell, he looked at her with those clear, brown eyes and said, "Cheer up, dear,it will get worse!" She did a double-take, smiled a little and went on back.

Les Munger's wife's passing away was in the same newsletter. I dropped hima note to express thanks for his honesty and purpose as Chief Pilot at KC whileI flew from there.

Harold Aikin's passing was listed also. What a friend and comedian he was!A fine Captain, for all his clowning. He always had a beneficial outlook and solutionin mind.

Dorothy and I keep busy here and are in good health. Sincerely appreciateall your good work for us and hope to have time for another convention soon COSwas such a good one!..... Bob.

[Bob, I agree, Mary and Clif Sparrow put on a mighty good show at ColoradoSprings and the last one at San Diego was a well-run and most enjoyable event.]

* * * * * *From Chuck Tiseo in Summerland Key, FL;

I would like to take you gentlemen back a few years. When SFO was a fairlynew domicile. There were 12 crews flying DC-3's to ABQ. The stay in ABQ was theHilton and the big steaks were around the corner.

I reported to the Chief Pilot of SFO January 1946. His name was Lloyd W.Olson and he had moved up from Burbank to fill the new position. Working for thegentleman was a real pleasure. We still have a few good men left from this erabut I'm sorry to see Ole "Go West"..... Chuck..And he says, I had to send this,A.T., because it goes back to the good old days. [Chuck, hello to that good-looking Toni, have fond memories of our Portugal tour with yawl.]

18

From Dick Murray in Naples, FL;On page 16 of the February 93 TARPA TOPICS you mentioned that you read the

Virgo piece each day and that a particular horoscope made you humble. That. remindedme of a poem that I came across recently that seemed appropo to the subject ofhumility. What do you think?...Regards, Dick...P.S. Getting married March 26thfor the second time. Someone described the adventure as a triumph of hope overexperience.

[Dick, another rather humbling item to me is that the dictionary carriesthe definition of humbles as the entrails of a deer! Poem you sent follows.]

SOMETIME

Sometime when you're feeling ImportantSometime when your ego's in bloom,Sometime when you feel that you areThe best qualified in the room.

Sometime when you feel that you're goingWould leave an unfillable hole,Just follow these simple instructionsAnd see how they humble your soul.Take a bucket and fill it with waterPut your hand in it up to the wristPull it out and the hole that's remainingIs a measure of how you'll be missed.

The moral of this quaint exampleIs to do as best you can,Be proud of yourself, but remember,There's no indispensable man.

Unknown

There is a U.S. Customs inspector inMaryland who collects airline insignia.He sent us some pictures of what he hasand he has an impressionable museum. Heis lacking some of the early insigniasuch as cap emblems and wings used onTranscontinental and Western Air and itspredecessor airlines. He is very muchinterested in procuring same by buyingtrading or donations.

If you can give this collector any helpor suggestions etc. here is his address;

He said Pete Sidway had sent him apicture of our early insignia.

C.F. Dolan

You may splash all you wish when 6397 Tamarack Circleyou enter, : Eldersburg, MD 21784You may stir up the water galore,

But stop and you'll find in no timeIt looks quite the same as before.

From Bob Picotte in Largo, FL;Dear A.T. - We received your letter dated February 19 the other day and am

sorry to hear that you had a bout in the hospital. Sounds like it took some ofthe starch out of you for a little while. I certainly hope this note finds youback on course and all the pieces where they belong and working.

You said that the printer sort of mixed up some of the pages in the lastTOPICS. The wife and I sort of went through the magazine and it looked good tous. All we could find was one place where you had to take a second look to keepthe congruousness. As far as I am concerned, you certainly owe no apologies, themagazine has equalled the best in any field and I am sure that everyone who receivesit is amazed at the quality of the product.

As for that article that I sent in, as you said, the picture came out asclear as the original. It was taken with a 4X5 camera that I still have. As forthe script, I still am upset about what happened. You see, I was tail end Bobon Connies at San Francisco (stuck on DC-4's mostly, and they cut me off at thepass...Best regards from Bob and Lorraine Picotte.

19

From Gordon Parkinson;We had 14 inches of snow which started on 24th of February and quit 4 p.m.

on 25th. My driveway is clear but Willow Drive isn't so I'm stuck for a day oftwo more.

Nick Laurenzana passed away 21 February so only 5 TAT pilots left. Back inthe summer of 1930 Howard Hall, Harry Campbell, Nick Laurenzana and I went swimmingat Winnabago Lake in KC. We were all single then. Nick must have married pat in1935 ....Best, Parky. [Parky sent a piece entitled old folks are worth a fortunewhich you will find elsewhere.]

* * * * * *Letter from Ray Bertles to Jack Donlan;

I'm dropping you this short note to let you know that I have sent a checkfor $100 to the "TWA Pilot's Advertising Fund".

I feel this is an excellent method for us retired pilots to support the effortsof the active pilots and other employees during their time of rebuilding our airline.As the airline emerges from Chapter 11 the employees are making the traveling publicaware of the changes awaiting them on the new TWA. This may be the time for allof TARPA to help in whatever way each individual member is able.

For those who would like to assist with the above fund donations may be sentto Mark Spiegel, TWA Pilots' Advertising Fund, 1801 Park 270 Drive, Suite 260,Building #2, St. Louis, MO 63146-4011. Make the checks out to TWA Pilots' AdvertisingFund

[Your editor thinks the TWA identity checks with a TWA aircraft, the 767,embossed on them are good advertising and good conversation starters. I have beenusing them ever since we pilots originated them during our "Go TWA Program". Iwrote Robin Wilson suggesting they push these checks but no answer and I noticeneither the Skyliner nor the Seniors Club newsletter has plugged them.]

* * * * * *From Dick Beck in San Clemente, CA;

On 22 October it was announced that Red Barber, the famous pioneer in baseballbroadcasting, has passed away at age 84. I remember that one of his favorite express-ions was "Well, how about that!" Some time ago I was told how that homily cameinto being.

After General George Washington had crossed the Delaware River (amid icefloes and standing up in his boat, of course) he continued on and captured Trenton.When his soldiers had been billeted he still had not found adequate quarters forhis officers.

One of his Cavalry officers, a Lt. Harrison Peters, also known as "HP" forhorse power" told the General that he would stay with his cousins who lived nearby.

Wandering through town looking for lodging, General Washington happened toend up in a somewhat disreputable area. Then he noticed a fine looking, two storyhouse completely painted white with tall columns out front. Not realizing thatit was a house of "Ill repute" he knocked on the front door. When the "Madam"appeared, she bowed and said, "Ah, General, what can I do for you?" Washingtonthen said, "I wonder if you can accommodate my officers?" She said, "Of course,I'd be delighted. How many are there?" The General said, "Well, there are 29,no make that 28, without Peters, that is".

The Madam raised her eyebrows and said, "Well, how about that!"* * * * *

From Ken Hippe in Albuquerque, NM;Dear A.T. - We were in Palm Beach last month and saw this in P.B. paper, Bob

Brubaker's death. Didn't know if you had heard.We didn't have the best weather in February in Florida, low 70's, lots of wind

and temperature 65-70 so I didn't go swimming in the ocean. Hope you are doing okay.We are fine out in ABQ .... Best wishes, Ken.

20

From J. Thaddeus May in Greenboro, AL;Dear A.T. - It's a beautiful day here in Greensboro. I'm sitting at my desk

in the den writing letters. That's one of my pastimes and I enjoy doing it. Also,I just hung up the phone after a nice chat with you!

As I mentioned, Janet and I have decided to call at least one old friendevery weekend just to say "hi". We take turns on who to call. She opted to passso I selected you and Betty. (We talked to John Charles "Slick" "Buddy Haginsand his wife, Nita, last week. As I mentioned, Nita is the same and Buddy hasquit martinis (all alcohol). They sounded good and Buddy is as "fiesty" as ever.

Janet and I are fine and enjoying our "not too exciting" life on the farmoutside the small community of Greensboro. We do get to see the "bright lights"occasionally as we often go to Tuscloosa to concert and plays. Tonight we aregoing to see the University of Alabama girls compete against Kentucky in collegegymnastics. As you may know, Alabama is number 1 in that department as well asin football!

I'm sure you have found, as I have, that you're busier in retirement thanyou ever were before. Especially with you since you have the responsibility ofour TARPA magazine.

My duties include managing a family farm which includes forest land and farmland. Formerly, I operated a 10 acre commercial catfish pond but I have convertedto a sport pound (bass & bream). Managing our sport pond which requires about10 fertilizer applications annually is a big job in itself. Maintaining about2 miles of nature trails, a 3 acre yard of flowers, shrubs and grass, taking careof our old house and operating our B & B guest house. In addition to this, I findtime to play golf regularly as well as hunt and fish occasionally.

Janet keeps busy running the Bed & Breakfast operation and attending localclubs of which there are many (music club, garden club, reading group, bible studyetc.) She also plays bridge occasionally.

Recently I've been busy studying all aspects of our up and coming lump sumsettlement option. That's a big job in itself.

We still keep in touch with several TWA friends including the Moklers, DeCelles,Rubles, Earlys and Kellys. I don't miss the flying so much any more but we suremiss our closeness with our TWA friends.

I still keep up with commercial aviation through financial publications andA.W. & S.T. Did you know that HUD is on the threshhold of becoming the industrystandard? Alaska Air has had it for about 2 or 3 years and N.W. recently announcedthey were going the route! That, in my judgement, means all the majors will followsuit, they'll have to for competive reasons. (HUD means lower takeoff and landingminimums!)

A.T., it was good to hear your voice again. I hope your medical problem wasonly temporary. Sorry I did not get to talk to Betty. Tell her hi. Janet and Iare still in good health and thankful for it.

We enjoy our bed and breakfast operation and have met a lot of nice peoplefrom everywhere!

Thanks much, A.T. ( and Betty), for the many hours you two put in on ourbehalf. The TARPA TOPICS serves to enrich the lives of us all and I know it'sa lot of work!

Remember, if you are ever down this way, you have a free night's lodging in ourB & B or however long you can stay. Hope to see you some day soon!....Sincerely.

[J.T., we certainly enjoyed your nice long letter surprised, though, it wasn'tdone on a fancy and expensive computer for computers and Lincoln Town Cars arethe norm for retired airline pilots. So you keep in touch with Mokler, that mustbe something when two fellows that talk funny get together...Best, A.T.]

21

OLD FOLKS ARE WORTH A FORTUNE

Old folks are worth a fortune: With silver in their hair,

gold in their teeth, stones in their kidneys, lead in their

feet and gas in their stomachs. I have become a lot more

social with the passing of the years; some might even call

me a frivolous old gal. I'm seeing five gentlemen every

day.

As soon as I wake, Will Power helps me get out of

bed. Then I go to see John. Then Charley Horse comes

along, and when he is here he takes a lot of my time and

attention. When he leaves, Arthur Ritis shows up and

stays the rest of the day. (He doesn't like to stay in one

place very long, so he takes me from joint to joint.) After

such a busy day, I'm really tired and glad to go to bed

with Ben Gay. What a life!

P.S. The preacher came to call the other day. He said

that at my age I should be thinking about the hereafter. I

told him I do all the time. No matter where I am in

the parlor, upstairs in the kitchen or down in the base-

ment I ask myself, "Now, what am I here after?"

22

From Parky in KC;Hope this finds you at home, A.T., and your hospital tenure solved the problem

- that's putting it negative - I know they did solve the problem. [No, Parky,our Lord solved the problem by dissolving the blood clot!]

Parky goes on to include a letter from Johnny Guy who had visited Tommy Tomlinsonin the nursing home and that mail to Tomlinson would reach him if sent to hiswife, Peg, at their Silverton, OR, and she would take it to read to him. Now,excerpted from Guy's letter;

We have just returned home after 4 days down in Salem, OR. We went down therelast Wednesday to attend the funeral of an old friend of mine. Harvey Vance wasa co-pilot for TAT in Columbus when I first met him after I got transferred therefrom Glendale. He left TWA about the time of the mail cancellation. On our wayhome we went to see Tommy Tomlinson in the nursing home at Woodburn. He was ina wheel chair and I think he recognized me. Actually, he didn't look all thatbad but mentally he's just not with it, can't carry on any sort of conversationand just appears to stare out into space.

You know, Parky, a person can live too long, once you lose the ability tothink and your mind is a blank space you are no use to yourself or anyone else.The nursing homes around this country are full of people just like Tommy , justsitting around waiting to die. If I ever thought I would wind up like this I thinkI would take the gas pipe before I got to that stage.

Like all good men, I see you were born in February, George Washington, AbrahamLincoln, Parky and John Guy. I'll be 89 and I hope you meet your target in goodhealth and mind.

[Parky says, as I remember, John Guy came with us from Maddux - was on andoff the payroll as he went with Lockheed - then back with us on Boeing jets.]

* * * * * *From Beth Gates Miller on Long Island;

Dear A.T. - Since you requested histories of pilots I thought some may beinterested in "Cy's". I do believe it is a bit unique. Have been intending tosend it for some time but I'm very good at procrastinating. You may use any ornone of it as you wish. [Appears elsewhere].

We were sorry to hear of the loss of Joe McCombs. Thank you for your excellentwork on TARPA TOPICS.

* * * * *From Bob Thompson;Secretary/Treasurer, The TWA Pilots Retirement Foundation;

Greetings from the winter wonderland - Chicago! Thanks for the plug for theFoundation in the February 1993 TARPA TOPICS. The address was correct but thezip code is 60004..... Bob.

[Almost did it again this time, Bob, but thanks to your note I corrected it.Don't know where it came from.]

From Goldie on Long Island;Dear A.T. - I was truly sorry to hear that Joe McCombs passed away. He was

a great, good friend and one of the true kingpins of TARPA's success. We owe hima lot.

I'm working on another skit, this one entitled "Bluie West Won" which is aboutone of the most mysterious, inaccessible and, therefore, intriguing air baseson the North Atlantic during World War II and ICD Hope you like it.73, Goldy. [Appears elsewhere.]

23

We dedicate this issue of TARPA TOPICS to the memory of Joe McCombs. We countedhim among our best friends. He furnished me with a lot of guidance and advicethrough the years we worked together. John Happy volunteered to coordinate thetributes from various ones of Joe's friends and his contribution you will findin the "FLOWN WEST" section.

The picture on your left was taken at ourconvention in Colorado Springs showing Jean andJoe McCombs. Your editor, some years back, hadthe pleasant experience of spending the nightwith them at their beautiful mountain-top homenear Evergreen, Colorado. Their home overlooksa beautiful valley to the west and is locatedabout fifty miles due west of Denver.

Joe was a collector of fine guns and hada huge arsenal on one of the many levels of theirmajestic abode.

We know it must be lonely for Jean afterher great loss. Joe was most fortunate to havesuch a fine supportive and patient wife.

Usually, in our FLOWN WEST section, we only run TARPA members and their immediatefamilies but we know many of us fondly remember Ida Staggers.

Your editor went with TWA in August of 1945 and flew with Ida some on theDC-3. She was way senior to the captain. I remember her as always being so pleasantand a fine hostess. Ed Betts has an article on Ida in the FLOWN WEST section.

* * * * * *

We have had many inquiries from friendsas to how we made out in the stormlast month. They said it was the worststorm of the century for this sectionof the country. It was like a hurricanewith torrential rain and winds up to100 miles per hour blowing from thewest. Many homes were smashed by trees.On your left is a picture of the onethat fell on our house. It had beenleaning for about an hour and whenit finally came down it was very gradualso the only damage to be repaired wasreplacing 8 shingles. The man who removedit got 3 sixteen foot logs out of it.Surely, it must have weighted tons.

24

From Bud Elliott;Our local hardware store put out this railroad calendar again. I don't know

if you want another but here it is.I used to live on the mainline of the B & 0 in Parkersurg, West Virginia.

The town is mentioned on the June month. The route has not been in use for manyyears. It was sad not to have a railroad anymore. I guess that's progress.

I remember the night the National Limited was to have the first diesel. Weall waited for the "1030". It came hours later being pulled by the old reliablesteam engine. Quite an embarrassment .

Sorry I didn't get to the TARPA meeting in San Diego. It coincided with my55th High School reunion.

I was based in EWR also. You may remember Cy Gates, he was from Parkersburg.He was quite a character.

Thanks for all your work you guys do in TARPA .....Bud.[Bud, thanks for the calendars. (They have large pictures of the old time steamlocomotives). A nice addition to my collection. Also, there is a short articlein here about Cy Gates, had quite a colorful career.]

* * * * * *My former boss, Marv Horstman, called the other night to thank me for my

work in TARPA. Said he still flies the Cessna, still doing consulting work anddabbling in real estate.

* * * * * *Those of us who have stocks and bonds stored at home you might be interested

in the following by a local financial advisor.Recently in Washington state, a terrible fire erupted in a residential area.

When it was over, 32 homes and an apartment complex were destroyed. One of thehomes belonged to a self-made millionaire, who kept $1,200,000 in bearer and regi-stered bonds on the premises. Needless to say, all of these bonds were lost inthe fire. The irony is that the man lived only two blocks from a fire station,so he felt his bonds were safe in his home!

Replacing these bonds is going to be costly. Usually, agents or insurancecompanies charge between 2 and 3 percent of the face amount to replace securities.In this case, it could mean $24,000 or more! And in regard to the bearer certificates,if the man cannot provide a purchase confirmation and the bond certificate numbers,they cannot be replaced at any price.

Some old time news from Parky;Lts. Ted Ashforth and Howard "Sonny Boy" Hall are the recipients of congratu-

latory wires from the Chief of the Air Corps, U.S. Army, lauding them on theirexcellent formation flying. According to authentic reports, the wires stated,the formation performance was second to none and twice as accurate.

General Pershing also commended the spirit of these two intrepid birdmenfor their desire to keep in training in case of national emergency. Mr. Gay ofthe Department of Commerce was so touched by such flying perfection that he brokedown in tears and took their licenses as souvenirs of the occasion.

Lt. Ashford says that from now on he is going to fly formation by himselfuntil this winter when he will be accompanied by his 2nd Lt. greatcoat.

* * * * * *LATE MINUTE NEWS FLASH! Perry Schreffler advises there will be a barbecue in honorof Frank Busch's 89th birthday on June 5th at 11:00 A.M. at the Santa Paula Airport.For further details you can contact Perry, he is in your TARPA directory.

25

Our Secretary/Treasurer Dick Davis says there are 37 members who haven'tpaid their 1993 dues. Unless you are absolutely sure, you had better check foryour cancelled check. Just because you have a membership card it doesn't meanyou paid your dues for they are mailed to everyone with our November issue andit is up to you to mail in your dues paymentl This is the last mail you will getfrom TARPA if you are delinquent

* * * * * *Also, while Chuck and Pat Hasler tried to get early sign-ups for the convention

cruise, there is still space made available. However, you should sign up rightaway. We are looking forward to this.

* * * * * *The Army Air Corps Aviation Cadet graduating class of 43G (July 29, 1943,

at Brooks Field, San Antonio, Texas) are planning their 50th reunion October 1-3. There are a lot of our classmates we are unable to locate. Several of us areretired airline pilots and it is possible some of the missing are too. Contactis Capt. Don Massey, 1009 Fox Hollow Farm, Little Elm, Texas 75068. Phone 214294 2556.

[Capt. Massey was a TWA co-pilot in 1948, was furloughed in 1949 and endedup retiring from Braniff Airlines.]

SWAN SONGThis is to advise your editor has decided to hang it up. This is my last

TARPA TOPICS. I have agreed to do the directory which you will be getting nextmonth. While it has been a lot of work I have enjoyed it and feel I made manymore friends.

When TARPA was formed Lofton Crow was the first secretary. I then was secretarynext term and several thereafter. I handled the printing and mailing of the newsletterfor Dave Richwine and for Al Clay also when Dave got him to do the newsletter.On Al's death, Russ Derickson in desperation, asked me to be editor so I've donethat as well as having it printed and mailing.

I feel it is now time for a rest and a fresh man assume the position. TARPAPresident Jack Donlan is thinking of splitting up the jobs which is a good idea.

One hesitates to mention names for fear they may overlook someone but I willsay I appreciate the help received from Ole Olson with the Grapevine, then DickGuillan and now that Happy man. Ed Betts has made a tremendous contribution tothe readability of our news magazine. Joe McCombs was a good working partner withme too. And, if it had not been for the support, encouragement and help of mywife, Betty, I might have bowed out before now.

The numerous pats on the head from many of you were sincerely appreciated.I'm bragging, I know, but there were very few criticisms.

I plan to spend more time boating, sailing, fishing, flying and in my well-equipped woodworking shop. Incidentally, Betty and I are attending a Coast Guardboating course so don't be surprised on the cruise if you hear us talking abouthalyards, stays, shrouds, rode lines, anchor scope, tabernacle, luff, leech etc.

Two last thoughts, I wish to encourage anyone without Medicare supplementalinsurance to sign up. With the tremendously high fees of hospitals and doctorsyou will be glad you did.

And, there are still a lot who should belong to TARPA but don't so why notuse the application in the back and sign someone up if you happen to know of anyone.

Lastly, may we wish you all happiness and good health.

26

MAY, 1993

Spring has sprung, the grass has risen, I wonder where the birdies is ?

The Great Storm/Blizzard of '93 on the east coast is behind us now somaybe we can get on with the rest of the year. Very high winds in thesouth with torrents of rain and tornadoes , snow/sleet in the mid-Atlanticand blizzard/snow with high winds causing as much as 30 foot drifts inthe northeast will make March a Month to remember. "In like a lion, outlike a lamb" The west did not escape entirely. There were a few avalanchesand the like with some folks stranded for days in the wilderness.

A new President in the White House with promises of change and a newoffice occupant in an office in the west wing who is going to fix our sus-pect health care system. Lord help them both. More big Government andguess who is going to finance it ? Joe and Minnie Lunchbucket, that'swho! Tax the rich (You are rich if you make more than $35,000.00according to the Social Security System) . Of course the Rich and theCorporations don't mind being picked on, they will just add it to the priceof your lunch, your car, your TV, and make sure you pay a tax foryour baby sitter. Of course what's new, the Gov. takes the SS moneyin the trust fund, plus the SS tax the working folks pay and buy T Billswith it so they can use it for pork barrel. What happened to the Debt re-duction, much less the deficit. (They will wait until they see how muchthe new taxes bring in so they know how much to cut spending with outhurting pork barrel and perks. It's okay guys, the way to beat theseleaches is to start your own Credit Card Company. Charge 12-16% withno payment 'til 1996 , insist on $2.00 per Card ( $10,00 for an extra)Cash only, and when you have somewhere between 8 and 10 Mil. in

Swiss Bank, declare bankruptcy and let the RTC take care of it.After all, if the HRS in Florida can make a $300,000,000.00mistake in paying welfare who is keeping track ? By the waythat's two sets of "0's" behind that $300, and that was in FAVOR

of the welfare recipients NOT the taxpayer.

27

Grapevine, May, 1993, Con't.

DICK BECK (LOU) San Clamente, Ca.

Dick sends this along with a "squib" he dreamed up (Ed. note: believe it or not )

"That was a great Convention we had in San Diego. I enjoyed every minute of it. I guess aperson could spend several days going through that Aero Space Museum. Best of everything toall."Squib" On 22 October, it was announced by the Media that "Red" Barber, the famousPioneer in baseball broadcasting had passed away at the age of 84. I remember that one of hisfavorite expressions was " Well how about that ? " Some time ago, I was told how that homilycame into being. After George Washington had crossed the Delaware River ( amid ice flows andstanding up in his boat, of course ) he continued on and captured Trenton. When his solders werebilleted. he still had not found adequate Quarters for his Officers. One of his Cavalry Officers, aLt. Harrison Peters, also known as " HP " for short, told the General that he would stay with hiscousins, who lived nearby. Wandering through town looking for lodging, General Washingtonhappened to end up in a somewhat disreputable area. Then he noticed a fine looking, two storyhouse, completely painted white with tall columns in front. Not realizing it was of " Ill Repute ",he knocked on the front door. When the "Madam" appeared, she said " Ah, General, what can Ido for you." Washington then said " I wonder if you can accommodate my Officers ?" She said" Of course. I'd be delighted. How many are there? " General Washington said " Well there areonly 28, without Peters that is." The " Madam " raised her eyebrows and said " Well how aboutthat"

"Well, How about that !" Dick

******************************************************

The TWA SE Seniors had a ball at CHURCH STREET STATION in Orlando on 12 March,with a great lunch of either Sauteed Fish or Chicken Champignon and Veggies. The DoubleChocolate Torte was absolutely fantastic and I am not a dessert person. There wasentertainment by the Seniors Touring Company with late '30's and '40's music. I can't rememberall of the folks that were there but Dick Beckner and Connie were there. Bob Voss and MaryJane, Ronnie Lock and Mary. Bill and Sally Zimmerman and John and Rae Kidd. There weremany others but who got a chance to talk to them all ... Great time. Esther Barton of Port St.Lucie set it all up. Good job Esther !

*******************************************************

SOVIET STATISTICS STORY: Statistics tell what happened to the Soviet Union:280 million people---106 nationalities---8 time zones----ONE loaf of bread ! ! ! !

*******************************************************

According to legend, a man interrupted one of Buddha's lectures and heaped a mountain of abuseon him. Buddha patiently waited for the man to bum himself out and then asked, "If a man offereda gift to another but the gift was declined, to whom would the gift belong ?" " To the one whooffered it :, the man said. " Then I decline your abuse, said the Buddha, "and request you keep itfor yourself".

28

Grapevine, May, 1993, Con't. i734 Hondo Rd.Pt. St. LucieFla., 34952MARCH 5, 1993

Dear J.T.:I promised to send you a list of some of the "Old Timers" I

flew with or knew or heard about. = HERE GOES!!!When I was first hired by TWA it was CHIEF PILOT CAPTAIN OTIS

BRYAN who hired me. I believe that was in February of 1940 Anyhow Ihad just come from the NAVAL AIR STATION across the river in KansasCity, Kansas. Incidentally TWA Captain Tommy Tomlinson of TWA was com-mander of a reserve squadron there and I heard that while he was brief-ing his pilots on a coming maneuver someone asked "Tommy, isn't thatdangerous?" His reply was "Of course it's dangerous! It wouldn't beany fun if it wasn't!" And that reminds me of an incident when I flewwith Capt. TOMMY on a test flight of the 307's carburetor heat afterOtis Bryan's scrape with death over the ROCKIES. My job was to keep theplane flying straight&level while Capt. Tommy and a group of engineersapplied different types of carburetor heat to the engines. After thetest was completed Capt.Tommy said "Let's go home." It was a beautifulclear day and I started a gentle spiral glide to the field ( That wasbefore MCI) Capt. Tommy became impatient and said "I got it: as he tookcontrol. (I think it was the right side.)Capt. Tommy put the 307 in asteep dive, tearing loose some strips of aluminum, and landed the 307 atour home base.

Now I get out my log books & the '69 seniority list and giveyou some names. Some I flew with some I met, and others I just heard-of.However, all of them helped to make TWA GREAT!!

First, the log book shows that: I do not have the names ofthe captains who gave me my checkout landings on the DC-2 & DC-3. Thenmy log shows that I flew with "DESPERATE " Ambrose, Capt.DeVries, Chet Moo-maw, Frank Niswander, Russ Black, Walt Smiley, Capt.Diltz, Marv Horstman,Bernie(I think) Southworth, Capt(I can't remember his first name) Dun-ahoo, Capt.Scott, & Bill Piper. Also, some of my early flights were withTommy Gaughan, Jack Zimmerman, Swede Golien, John Collings, Tommy Tom-linson & Jim Chiapino.

Although many real " OLD TIMERS" retired before the '69 SEN-IORITY list was published, the list shows that I knew: Roger Kruse, TedHereford, Roger Don Ray, George Duvall, Parky Parkinson,(Checked some ofus out on the CONNIE) Bob Gandy (No relation to Jack) Bush Voigts, BobBuck (Flew co-pilot for him a time or two) Dean Officer, Jim Polizzi,L.J.Smith (Flew with him a few times) Jim walker, Fred Austin.........

It might be interesting to note that I flew many flights asco-pilot with Dick Hanson on the Boeing 307 THE FIRST PRESSURIZED PASS-ENGER PLANE USED IN SCHEDULED SERVICE. Also I flew many a flight as co-pilot with Debs Heath - a DC-2 to Pittsburgh and a DC-3 back to LGAwith sleep(if any) in the tower. Debs would reach his very big pawacross the flight deck and help me pump up the gear on the DC-2 and hewould let me fly left-side coming back on the DC-3. (I don't rememberwhether we stopped at Camden either way)

Sincerely.

P.S.: I apologize to those I didn't mention WILLIAM M. FLANAGANbut Ed Betts can bring us up to date on thosewho retired before the 1969 seniority list.P.P.S. : Mel Kassing got me to join ALPA &Sam Gracy got me to join TARPA

29

Grapevine, May, 1993, Con't

JOHN JURGENSEN, (JOYCE) Tucson, Az.

John and Joyce recently moved from Concord Ca. to Tucson and sent this informationabout an Airport near Concord that was originally called " Diablo Air mail Terminal". Johnsays " The location of the airport. as far as we can tell was out along West St. Guess one of thethrough streets from Clayto Rd. to Concord Blvd. in Concord. Couldn't get any otherinformation about the airports actual location but I do know that the area was nothing butwalnut groves, so guess that the airport had been near or on the edge of the walnut groves. Thehouse we lived in had been in the groves and we were only about ten minutes walk from the area.

Maybe some of the Senior Captains would remember the airport and maybe not.

Because the inscription on the plaque may not come out in the printing here's what it says:

On this property was an airfield used by pilots of privateplanes as early as World War 1. On February 7, 1925, theairfield was formally dedicated as the DIABLO AIR MAILTERMINAL and was the first used for the delivery and pick-up of Oakland and San Fransisco air mail. In 1927 the airmail business was turned over to Boeing Air Transport andthe west coast terminus was moved from Concord to SanFrancisco. But Concord was still heavily used since SanFrancisco Airport was frequently fogbound.

Boeing's first passenger flight out of this Concord field wasrecorded July 1, 1927 and the airfield was continued in useduring the 30's. Then Sherman Field at Monument Blvd.and Contra Costa Blvd. was developed and when WWIIbroke out, private flights were suspended which brought anend to the airport.

The hanger building and the property were used and mis-used for various purposes until 1988 when the EVENS LANDINGdevelopment was commenced.

John says they outsmarted the posse on the way from California to Tucson and lost them at thecanyon. Saw Charlie Rice and his wife Donna Whitmore and had coffee and buns with a nicechat.

Hope to make MIA but it's iffy. John and Joyce say happy flying and take care to all.

*******************************************

The greatest mystery may be how a fool and his

money got together in the first place.

30


EARL KORF, (SUZANNE) Lincroft, NJ.

Earl's was hired by TWA on November 28, 1930 and retired on August 1, 1964. His first tripwas on November 30th 1930 with Doc. Whitney and Evan Lewis (Ford Trimotor ?). TheCo-Pilot served box lunches . The trip was from Glendale to Roswell, New Mexico. On toColumbus Oh. with stops at Waynoka and Kansas City. He was bumped at Kansas City,probably a first for TWA as it was only six weeks after a merger into Transcontinental andWestern Air, from TAT, Maddux and Western Air.

Earls most memorable trip was a DC-4 (C-54) on ICD , Flight 191-A from Gaya to Chabua onJuly 3-4 1943. The Crew was Connie Shelton , Jack Conners Tiny Blossom , KarolGurney, Ralph Alderman and Earl Korf (Radio Operator).

They took off from Chungking into a long line of thunderstorms (what else is new) and got lostover the Hump. The engines iced up over Japanese held territory in Burma. The fuel was lowand we thought we would land in the dark in Japanese held forest. We were unable to climbabove the higher peaks. On instruments and observing radio silence. Finally broke radio silence ,declaring an emergency, which brought American radio on and a radio beacon at Chabua. Wehomed on that beacon and landed and on taxing in two engines ran out of fuel . Madame ChangKai Shek was on board with her staff. What a night ! The Plane was too heavily loaded to climbabove the peaks enroute. Much of the load were things the Madame had bought in America suchas radios, cases of whiskey, washing machines and refrigerators and gobs of other things, notobtainable in China. The crew was wined and dined at the Palace in Chungking and given aCloud and Banner medal the second highest award. General Vinegar Joe Stillwell was there too.

EARL belongs to the American Legion, Various amateur radio clubs , the Society of WirelessPioneers, TWA Seniors, OX5 Aviation Pioneers and of course TARPA.

He does some walking and ham radio and has retired from mountain climbing.

Hoping that the new TWA will hang in there forever, As Ever, Earl Korf

A career in proctology must be very frustrating . You start at the bottom and stay there.

An adventurer will climb a mountain just because it's there. Of course, it would be moredifficult to climb if it wasn't.

31


A.J. McCARTHY, (CHARLOTTE) Wellesley, Ma.

Andy sends in his first flight report and we thank him, hoping that it will start a trend. (BillFlanagan's is in the Grapevine also). It goes as follows:

On October 20, 1953, Captain Ken Doherty presented himself for a DC-4 flight to Kansas Citywith a stop at Chicago. The flight emanated in Boston. Ken was very polite and asked me if Ihad any time in the DC-4. I mumbled something about 2500 hours, whereupon he smiled andsaid he had a total of EIGHT hours. We'll get along just fine he smiled.

We discovered that we each had considerable amount of time in various light planes and thesubject set the tone for the entire trip. Having just separated from the USAF, it was withapprehension that I viewed my future as an airline pilot.( Your were lucky,A.J., at the time TWAwas hiring mostly Navy). I need not have worried. Ken proved to be one of the most capableCaptains that was my pleasure to fly with and a perfect gentleman.

Would that every trip I had as Co-pilot was as pleasant. Soon thereafter reality set in with theclub footed and ham fisted set making life as miserable as possible. Ed. Note: Thank the Lordthat SET on TWA was very very small and except for THEM we all had super careers withlots of fun, satisfaction and great memories. THEY were the ones that suffered because THEYwere the ones that were miserable.

All the best to all, A.J. McCarthy

Lead us not into temptation. Just let us know wheretemptation is and we will find it ourselves.

CHUCK TISEO, (TONI), Summerland Key, Fl.

Chuck sends these thoughts on the TWA Pilots Uniforms.

" Now that the Pilots of TWA own a share of the Airline I hope they will start taking pride intheir dress. Yes they have their rights, we all do. We kept our shoes shined, our Uniformscleaned and pressed, our hair trimmed, our coats buttoned and our hats on. I have hadpassengers tell me that some Pilots on TWA look like bums and I have seen the same thing too.

Where has the PRIDE of wearing that TWA Uniform gone ?

Just a thought from a TWA Captain- Retired

32


JOHN HALE, ( BEVERLY ), Halesite, NY.

John sends this letter to the Grapevine in an envelope from the Hacienda Hotel in LAS andtyped on stationary from the UAL MEC. ( Says he got it from the Queens ALPA office,promises he was NEVER on the UAL MEC ).

This time a Dick Heideman story. In my opinion, Dick was one of the funniest men on the Airline--in our time frame. (I never met Harry Campbell, whose classic 1940 flight report is in my file )

Dick's professorial demeanor - steel rimmed glasses, owlish stare - concealed a razor -sharpmind. So what if he was an ex-Navy Pilot ?

As you may remember, he had a tendency to s-stammer whenever he g-got exci-cited oralar-larmed. So here is the situation:

Early morning takeoff from Cairo. Entire cockpit crew had partaken of Egyptian foul- or mayberotten cabbage- the evening before. Just after breaking ground , a breaking of wind. A socialblunder of monumental proportions. Cockpit air turns yellow. Tears form in the eyes- not fromsorrow. F/E is subsequently blamed. F/O is flying. Dick ; " P-Pull up—P-Pull up ! You j -justf-flew through a sh-shit h-house ! ! "

Loved Dick Beck's report on his Amtrak ride. My old man loved railroads and did much legalwork for the C.B. &Q. ( Now Burlington Northern ). Were it not for the family legal tradition( four generations of lawyers and/or judges - I broke the chain) he would have been a happyrailroad man. Shortly after I was hired , there was a rail attorneys convention in New York. TheBurlington gave him a pass only as far as Chicago, so I sent him a pass on TWA which he readilyaccepted. At the cocktail party concluding the meetings, he announced to all and sundry; " Sorryto leave , gentlemen , I have to catch a TWA flight home."

Dick also reminded me of Mark Twain's (?) doggerel, The sex life of the Camel. May I suggest acorrection to the second stanza ?

But the Sphinx's posterior entranceHas been blocked by the sands of the NileWhich accounts for the hump on the camel,And the Sphinx's inscrutable smile.

Behave Guys, John

33


EDWARD TONER, (MARLENE ), Howell, NJ.

After I retired , I noticed that what I missed a lot was sitting in a good bar at happy hour anddebriefing with a few good men, and quaffing a few. I tried it locally and found much to bedesired. Hippies, troublemakers, bimbos, dingbats and loud " music ", etc.

A neighbor who is an ELK sponsored me into his lodge. I knew Pd found a home. Good oldboys, well behaved, knowledgeable, conservative (we have 2 Democrats and they are hard tofind now that Rodman Clinton is in the Offal Office), and no music.

I joined just for the private club privileges. A good draft Heineken is $1.25 for a big mug. Themembers are all descendants of DWEM's and women are invited as guests. There are plenty ofinter-lodge activities, such as trips to Atlantic City and Cape May. If you are into ceremonialstuff, there's plenty of that too. Lodges provide a considerable amount to charities, particularlythose associated with crippled children.

When we travel, I always stop at a local lodge. One membership is universally accepted. We will(Lady Marlene herself and me) be taking a tour of Oregon lodges next July, with first classaccommodations with breakfasts and welcoming parties at the 10 lodges that we will visit and afinal party, all for $75.00 / day/ couple. Transportation by motor coach through some of thefinest and most beautiful areas of the USA. Pick up and drop off at the Portland Lodge.

It's a real fraternal organization and membership is by invitation only, but you probably have agood buddy who is an ELK and would sponsor you. If you fit the general mold of themembership.

Anyway, if you miss the layover lounge life, keep a local lodge in mind. I have had good timesand made new friends and it might just be for you.

All the best to all, Ed.

Did you hear what Mary Jo Buttafuoco said to Joey after she learned about Amy Fisher ? " Joeyyou need a teenage girlfriend like I need a hole in the head ! "

FRANK & ERNEST—Bob Thaves

34


OTTO KRUMBACH, ( JEAN. ),Ridgewood, NJ.

I received this bit from Otto awhile back and thought it might be interesting to some.

One of the items in the Feb. '92 Grapevine caught my eye and I acted on it immediately . I

instructed in the Martin B-26 for nearly two years then flew it in combat in Europe with the322nd Bomb Group of the Ninth Air Force. I then switched to flying missions with the 410thBomb Group in A-20 Havocs.

Learning of the restoration efforts to bring two of these aircraft back to life and even back intothe skies, I felt pretty excited. I sent a small donation to the Air Heritage Museum at the Beaver

County Airport in Pennsylvania and asked for some info about the organization in case I get outthat way some time.

Since you were in Pittsburg for a reunion ( 312th BG " Roarin' Twenties" SWPA) I guess youhave some memories of the A-20. At a reunion of the 410th BG several years ago, one of ourmembers flew in with a restored A-20. Some lime later I read where one crashed and I believethat may have been the one, so there are none flying now. I have not heard of any Martin B-26sbeing flown these days.

This isn't to say I plan to volunteer to test fly any Martin B-26 but I'm sure I have enough time init. I even have an operations manual and a video tape on how to fly it. The idea is intriguing..

Sincerely, Otto

Editors Note: The Air Heritage Museum at the Beaver County Airport is a flying Museum.Last I heard they were restoring an A-20 the Martin B-26 a P47 "Jug" (which is almost, if notcompletely done) and an L-5. Cancel that next case of brew and sent a donation to them. Latenews. They have an L19 and a P-40 too. The address is: Air Heritage Museum

Beaver County AirportBeaver Falls, Pa. 15010412 843 2820

EDWARD PECK, Louisville, KY.

As a TWA employee from 1951 through 1966 ( Sales, domestic and overseas ) I get atremendous amount of pleasure from reading all the TARPA news and stories--- especially nowthat Skyliner is such a sorry shadow of what it once was.

I count Ed Betts among my good friends and we of course share a deep interest in TWA's history.TARPA is fortunate to have him as its historian. Of course I cannot write from the viewpointof a flight deck crewmember, but on occasion I try to submit items which I think will be ofinterest to Pilots and Flight Engineers.

35


ED PECK, Con't.

It looks like we might have more sufficient reason to hope for the survival of TWA now. Thefuture does look a bit more promising. Sure glad that Icahn is gone. I have always felt that I waswith the company during it's best years--and am very grateful for that.. What terrific memoriesof people, places and the Airline business as it once was !!

Cordially, Edward Peck

HORACE "NICK" NICHOLS, (PAT),Boulder City NV/ Silver Star, MT.

Nick sends Congratulations to Dick Davis for accepting the job of Secy./Treas. and relates thefollowing:

Too many old friends are going west these days. Reggie Plumridge who lives a few short blocksup the street from me is having bladder surgery today (23 Feb. '93) . He had prostate surgerythree or four years ago which was malignant but has been clear of it since. They must have lost acell or two during the surgery as he now has the old CA of the bladder. Fortunately the rest of the'ole bod is still clear. The worst part of getting old is watching all your friends go west. All ofthe Pilots that we socialized with while we were still working are gone. It is hard to believe thatSchrack with who we built five boats together and I also helped him on several of the airplaneshe built.

My ole fishing buddy Buck Buchanan who I could tell fish stories about for many hours. LenHylton who we had so many sails and boat races with. These are only a few. I guess the onlyreason I'm still here is that in 1986 I caught my blood pressure extremely high and went through aseries of tests to determine why, and found I needed six bypasses. Fortunately we caught itbefore the fact as the LAD (the widow maker) was 90% blocked and the MAD was 100%. Dueto my walking almost every day I had developed quite a series of laterals which got enoughoxygen to the heart and I did not have a heart attack. I feel great now.

Time to close and get this in the Post. Lots of luck with the new job.

Sincerely, Nick Nichols

36


LARRY FAUCI, ( JUDITH ), N. Palm Beach, Fl.

Been busy trying to get a house built down here- property has a 62' dock. Now all I need is thehouse and boat. Anyone going past Singer Island on the inter-coastal waterway is welcome touse it. Water but no electricity as yet (13 Feb. 1993 ).

Walt Stock's letter really brought back fond memories of scooter riding in Rome. I might havebeen on that trip with him.

Judy and I would like to make that '93 at Sea but as of now both it and our yearly TWA sailingtrip on Halloween is a bit dubious.

Still keeping busy with the Fire Dept. work. Joined the North Palm Beach Fire-Rescue. They areeven busier than Sparta NJ.

In closing, hope to see everyone in the near future, Regards to all, Larry Fauci

Some of the folks that sent short notes with their dues :

Earl Korf, Now it looks like TWA is going to survive after all. Jack Frye must be showing us hisskill etc., from Heaven: E. Bud Jury says from La Pine Or that he lost his wonderful wifeMadeleine the 3rd. of November, 1992. Madeleine was born the 26th of June, 1921. ( Hang inthere Bud ): Bill and Beverly Kerr love the TARPA TOPICS and even though an Eagle, sendsin his dues: Mel McGrew says " Al ( Weber ) and I renewed our old friendship at thereunion in Orlando ( Senior's AGM or ICD ? ) in May ('92 ) and are getting MARRIED nextmonth. ( Letter dated 04 Jan. 1993 ). Hope to see all our many friends at some TARPA eventin the future. ( new mailing address, 13505 Bali Way, Marina Del Ray Ca. 90292:

BUD SONNE, ( MARY H. ) , Yucca Valley, CA.

My wife and I survived the 7.5 earthquake with only a couple of items broken in one chinacabinet . It hit at 04.55 on June 28th and we were rudely awakened that morning. The originalshake lasted just about an even minute and for an hour or better the ground never quit moving togive us a minute of quiet. It is tapering off these days and we are only reminded by an occasionalwiggle maybe once or twice a week. The seismologists with all of their state of the art " blackboxes" claim that we have had over 50,000 aftershocks, however, those that a person could feelmost likely numbered no more than about 700-800 and perhaps less than that. No structuraldamage to our home but other homes and businesses were not so lucky. We live where a lot ofhomes are on 5-10 acres so the damage was relatively light compared to what it could have been.had it hit a large city.

Best wishes to all, Bud Sonne

37


KATIE BUCHANAN, Stateline, NV.

For the past six years I have said I hope we get six or more feet of snow here at Tahoe. Well ! thegood Lord must have gotten my message. Here it is only the middle of January and I have mywish in my yard with the weather reports that more is on the way. So far I haven't gotten" cabinfever " and thanks for having my son Chris and neighbor Bill Kirschner around to shovel, plowand blow. The latter they do the best and that is when I need the shovel. I am not complaining,we need every inch of snow we can get.

Does anyone know of anyone interested in a classic 1947 17.5 ' Century Seamaid Runaboutboat ? It has been appraised at $10,000.00 and comes with a trailer and cover. 702-588 5372 orBox 3822, Stateline NV. 89449.

Kindness to all, Katie

GEORGE FRIEDRICH, (GERALDINE ), Ormond Beach, Fl.

I have been spending most of my time running between the dentist and the periodontist trying tosave my teeth. They tell you that the teeth will be a little sensitive to hot and cold for awhile butyou don't realize how serious that is until you take that first drink from the evening martini. Andw a r m martinis just don't do it ! ! !

I sure enjoy the TARPA TOPICS. It's the only connection we have of the old TWA. When Ilook through the current Skyliner , I never see a name I recognize any more.

Sincerely, George Friedrich

RAY BERTLES, ( JOAN ), Yardley, Pa.

Ray sent the following letter to Jack Donlan, our President, in March. ( Edited ).

" I'm dropping you this short note to let you know that I have sent a check for $100.00 to theTWA Pilots Advertising Fund.".

I feel this is an excellent method for retired Pilots to support the efforts of the Active Pilots andother employees during their time of rebuilding our Airline. As the Airline emerges from Chapter11, the employees are making the traveling public aware of the changes awaiting them on theNEW TWA. This may be the time for all TARPA Members to help in whatever way eachindividual member is able.

Continued next page

38


Ray Bertles, Con't .For those who would like to assist with the above Fund, Donations can be sent to:Mark SpiegelTWA Pilots Advertising Fund1801 Park 270 DriveSuite 260 Bldg. #2St. Louis, Mo. 63146-4011 Make checks out to " TWA Pilot's Advertising Fund "

Fraternally Yours, Ray Bertles

ON TUESDAY, THE 23 MARCH YOU GUYS MISSED A GREAT PROGRAM

ON PBS BY "NOVA" It was called The Plane that changed the world " It was

all about the DC-2 and 3 . ( maybe you didn't miss it )

Mentioned TWA and the DC-2 14 passengers, coast to coast in 18 hours with 3

stops.. This was the 50th anniversary of the Aircraft Then there was the DC-3

with 21 seats or 14 sleeper. 400 were built by 1939 with the total production at

10174. The last one was built in 1946. You can still buy one from Statler

Aircraft, Oshkosh for 175,000,00- 300,000.00. In 50 years since original A/C

there are still more that 1000 flying. Aircraft number N136BP owned by PBA

has over 100,000 hours on it and going strong. What a bird the " Goony "

If anyone is interested in George Gay's Book

" Sole Survivor " You can get an Autographed

copy from George at:

George Gay, 588 Charlton Ct. Marietta, Ga.

30064. Twenty-Two Bucks Check to :

"George Gay" with Name & Address.

Mark Twain and his friend, William Dean

Howells, were about to leave church one Sunday

when they saw it was beginning to rain. Howells

casually said, "Think it will stop ?" Twain retorted, " It always has."

I

From Dorothea "Dodie" Frederickson Fontes to Dick Guillan GV May'93

I really want you to know what a surprise and a pleasant and delighted feeling it was to receiveyour letter informing me of my becoming an "Honorary Member " of TARPA. I have alwaysbeen interested in your people and the Association but thought nothing more about becoming apart of it. And... I'm certain I owe this to friends like Janie and Jack Miller and Margret Thrushwho encouraged me.

Again, I do thank you all and am looking forward to getting to join you on some of the gettogethers and meeting and seeing old-timers and meeting new friends. I have read and re-readboth the TARPA TOPICS and the DIRECTORY, to bring me up to date.

Thank You, Sincerely, Dodie (Paul Frederickson)

Also to Dick G. from Ann B. Painter (REX )

It was encouraging to receive your letter. Unfortunately, TWA seems to have written me off. Idid not receive the December Skyliner. Even though in the latter years of Rex's life we wereunable to travel, later on I may wish to take a trip. I am not certain as to the process or if mylifetime pass is still good.

Rex's life revolved around flying. He enjoyed the 28 years with TWA and thought it was great tobe paid for what he enjoyed so much. After retirement he was a chief pilot for a fixed baseoperation, flight instructor, ground school instructor at a local High School and an FAA flightexaminer. Until the last few years he kept up on the very latest rules, techniques, etc. Many of hisstudents joined me at the visitation and remarked that "none of Rex's students ever had anytrouble in flying." Several are working for private companies or small commuter airlines.Perfection in flying was his goal.

I accept your Honorary Membership in TARPA. After all these years there is an interest inTWA. I knew some of the Pilots when I was a Tower Controller at Greater Cincinnati Airport.

Sincerely, Ann B. Painter

From George Lane Simmons, (Bellvue, WA. )

My wife Ann passed away the 7th of June '92 . It has been a heartbreaking time but I amworking on how to fight the loneliness.

I do enjoy reading about the old TWA days. I can't find the Pilot domicile rosters for Burbankin Sept. '45 to June '46, and the SFO from June '46 to March '48. Also I was in Rome fromMay '47 through December, '47. Could some one maybe like Ed Betts or any one that still mayhave one, send them to me? I cherish all the crews I flew with during those periods and thenames and the good times we had together are especially helpful for this time for me. By George

40

From Walt Gunn; Remembering Harold Aiken GV May, '93

Adjusting to the loss of a close friend takes time.... We all know that. When I was notifiedthat Harold Aiken had died, a numbed pause followed. But shortly my thoughts turned to myriadgood times shared with him over nearly 50 years.

I'm certain those of you remembering Harold, reflect on the pleasantries from eachencounter. Harold's lifestyle focused on the good in others... even when undeserving... and hateand bitterness was unknown to him. His acceptance of others always left them with a sense of hismagic-like, fun loving attitude toward life....seeking pleasure over pain.

In his quiet way, his charismatic charm came across loud and clear to all who knew him. Idaresay those who ever served on his crew would confirm his professional skills were onlysuperseded by his affable leadership. He gave freely of his time in tutoring his Co-Pilots , buildinga degree of confidence they otherwise may have missed.

A benevolent, gentle, man, Harold's tithings were generous, especially to those known onlyto him and the young in need of adult support. He enriched all who knew him.

His wife, Monty, survives. His two sons Jimmy and Ken are gifted with his personallikeness and Ken continues the Aiken tradition as a TWA Captain in St. Louis. Joyce, hisdaughter, delighted him with a grandson, Tyler Derr, whose athletics and academics gave Haroldtremendous pleasure.

Harold is missed by all, but knowing him has enriched our lives. Focusing on the warmthwe felt in his presence will surely heal the hurt of his passing. The legend left by him is destined tohasten our joy in having known Harold.

From Dick Guillan

Ruth Becker, wife of Herbert Becker, former Pilot/Navigator and now an instructor atEmory-Riddle in Prescott Az., passed away the 20th of January, 1993 after a long illness. Ruthwas born in Sturgis Michigan.

Ruth took up flying on her pay as a telephone operator in South Bend Indiana where she metHerb while he was attending Notre Dame. She moved to station WSBT as the first radio stationengineer in Indiana and soon had her own radio program, "the Engagement Book". Ruth laterwent on to the Navy WAVE program at Hunter College in New York and from there to TowerOperator school in Atlanta and performed that duty at Alemeda NAS. She and Herb weremarried on April 22, 1946 after she returned to Civilian life. They lived in many locations bothduring and after Herb's time with TWA. While living in Phoenix she contacted an illness whichwas to affect her the rest of her life, an illness which was so rare it was not diagnosed until muchof the damage had been done. It was New Years Eve of 1992 that she was diagnosed as havingcancer, to which she succumbed three weeks later. In spite of her bad health over the years, sheworked on such projects as the Health Advisory Council in Nevada and on the Special OlympicsProgram in Las Vegas, organizing and running the first concerts for the benefit of the mentallyretarded. Wayne Newton entertained in support of these shows.

Ruth was buried, with full Military Honors, in the Veterans Memorial Cemetery in Cave Creeknear Phoenix. She is survived by her husband Herb, a son Don, daughters Cynthia Becker andBarbara Lloyd. Also two sisters, Mary Vallier and Esther Nering.

41

I

From Joe Burke, Yokohama, Japan

Captain Robert Cummings

We who knew Bob Cummings will always remember him for his placid charm. Perhaps Bobwould like best to be remembered, along with his aviation experiences as a big game hunter,fisherman, scuba diver, boatsman and golfer. I as well as Neal Lytle, Bill Judd and Fred Strake,often joined him in his adventures.. including tiger hunts in India, sailing and scuba diving in theRed Sea, Marlin and Sail fishing in the Bahamas and Mexico as well as many enjoyable rounds ofgolf at the Gezira Sporting Club in Cairo.

We had met at so many different geographical locations over the years ,to have fun, its hard forme to realize that it's all over. I fantasize that somewhere over the horizon we shall again meetwith our fishing rods and golf clubs.

The photos are of Bob and me scuba diving in the Red Sea and the Bahamas (Lobster) whereBob and Erica lived at the time. Best Wishes to all Joe Burke

At the last moment before my part of TOPICS was due, I received a call from my

good friend Bill Merrigan. A call I could have done without.

Bill's wonderful wife Cathaleen passed away the 4th of April, 1993. Bill met

Cathaleen at EWR when she was a Hostess there and they were married in 1949.

They had five children . Cathaleen was a graduate of St. Teresa Academy in

Kansas City. She was 67. Bill has our deepest sympathy for his loss.

42

CARL SCHMIDTPicture on following page taken on the TARPA Costa Rica tour and sent in by CarlSchmidt. He says, from left to right; GENNIE & GEORGE TOOP, AL the guide, GEORGEMILLER, MARIAN SMITH, VICKI SCHMIDT, BILL & JOAN TARBOX, SUE & HOWARD RICHARDSafter disembarking our luxury yacht on our trip out of the rain forest.

43

TARPA COSTA RICA FROM CARL SCHMIDT

A note about our TARPA trip to Costa Rica which was set up by Chuck Hasler but at the lastminute he could not go because of an ingrown toe nail or something and he asked me to be hisrepresentative (what an act to live up to). On Monday the 15th of March we all assembled inMiami and renewed acquaintances. On Tuesday the 16th we flew to San Jose arriving in theevening and were transported to the Cariari & Country club Hotel (a five star hotel). Wednesdaydawned sunny and warm and found us on a tour of the city in the morning, leaving the afternoonfree to explore on our own. Thursday was a day of leisure which found some of us playing golfothers playing tennis and some taking a trip to a coffee plantation. Friday we left early forTortuguero park with a stop for breakfast, then we boarded our luxury yacht for a two and onehalf hour ride to Mawamba lodge. Upon boarding the yacht we found rain gear in our seats, afterstarting our trip it became obvious why the rain gear was there. After about a one and onequarter hour ride in the rain we arrived at the entrance to the park where a pit stop was made.The females had a one holer to go to while the males scattered in the rain forest to find theirfavorite tree and scent mark it to protect it from other Male Homo Sapiens, so as to have a placeon the return trip. We then continued in the rain on to the lodge where we had lunch, the food atthe lodge was excellent. The rest of the afternoon was spent getting acquainted with our newsurroundings. Saturday found the weather improved so we spent the day exploring the rainforest. Some of the animals observed were, Cayman, Crocodiles, Iguanas, Howler and Spidermonkeys, Sloths and many beautiful bird varieties too numerous to name; a great variety ofplant life was also observed. Sunday saw a nice day so after breakfast we again boarded ourluxury yacht for our return trip to San Jose. After leaving the yacht we stopped at a bananaplantation for a tour of the facilities and a sample of vine ripened bananas, arriving at San Josein the afternoon. Monday found everyone enjoying their own thing for the day, including goingto a volcano and visiting Lankester gardens which houses over 800 species of orchids. Tuesdaywe flew back to Miami arriving in the evening, where we bid each other farewell with the hopeof meeting again in September on the Sovereign of the Seas.

44

HAROLD W. AIKIN

ROBERT E. BRUBAKER* * * *

ERNEST H. GLAESER* * * *

WILLIAM A. MOELLER* * * *

CHARLES L. BEUCHER* * * *

SUE C. GARRETT* * * *

17 Nov 92 WILLARD N. HANSON 14 Dec 92* * * *

14 Feb 93 MARY LEE SAYLOR (FRANK) 23 Dec 92* * * *

23 Jan 93

5 Feb 93

6 Jan 93

23 Dec 92

SUSAN I. SCHMITT (JIM's mother) 18 Feb LEROY N. SMITH 13 Jan 93* * * *

IDA STAGGERS !! Jan 93 NICHOLAS A. LAURENZANA 21 Feb 93* * * *

MARY LEE SAYLORI lost the "LIGHT OF MY LIFE, MARY LEE" on December 23rd. She lacked one day

of being 80 years old. Several days before she had suffered a massive stroke whichleft her partially paralyzed and in a coma.

It was a blessing she could go. I was fortunate to share her for 52½ years,but I'll never get over the missing..... Sincerely, Frank Saylor.

NICHOLAS A. LAURENZANACaptain Laurenzana, 86, of Overland Park, Kansas, died 21 February 1993. He

was born in Kansas City. He was a pilot for Trans World Airlines from 1929 to1931, for United Airlines from 1931 to 1934 and for Braniff from 1934 until heretired in 1966. He is survived by his wife, Pat.

SUSAN IFFERT SCHMITTMrs. Schmitt, 90, and mother of Captain Jim Schmitt, died 18 February 1993.

She was born in Illinois and moved to St. Paul, Minnesota. She was very activein community affairs.

SUE CARROLL KILE GARRETTFrom Capt. Bob Garrett - My wife, Sue, passed away on January 12, 1993 after

a long fight against cancer. I would appreciate it if you could note this in thenext TARPA TOPICS. Sue and I have many TWA friends that may not have heard abouther death. TWAers Ed and Cleone Gruber, Dick and Mary Cooper, Bill and Nancy Watsonand Chuck McNab attended the funeral. Many others called and contributed to theCancer Society in Sue's memory. It is times like this that friends mean so much.

Thanks for your good work in keeping TWA retirees in touch....Best regards.

45

JOSEPH SHELEY McCOMBS

16 November, 1920--18 December, 1992

Joe was born the son of Joseph S. and Esther Sheley McCombs in Sunbury, Pa. He was marriedto the former Jean Collins.

He graduated from Sunbury High School in 1938 and went on to civilian Pilot training, receivingCommercial, Instrument and Multi-engine ratings in 1940-41. He flew supply routes in Africa forPan Am Africa LTD during WWII. Joe went to work for Trans World Airlines on the 29th ofDecember, 1942 and retired on 16th of November, 1980.

Captain McCombs was a Local Council Chairman for the Air Line Pilots Association and thenChairman of the TWA Master Executive Council and member of the ALPA Executive Board.

In the Kett-edge Sportsman Club, he was handgun safety instructor, Board Member, Treasurerand President.

The Trans World Airlines Active Retired Pilots Association (TARPA ) was his main interest from1984 to 1989. He was Secretary-Treasurer from 1984 through 1989 when he was then electedFirst Vice President.

Joseph Sheley McCombs is survived by Jean, his wife, sons Joseph S. and Kevin J., daughterSandra Foster and nine grandchildren, six great-grandchildren and niece Barbara Nazelrod.

The greatest tribute to Joe is the many, many friends that have had words about his life andwork. All of us remember the time he spent on our behalf , unselfishly and with super gusto.

Following are just a few but reflect, I'm sure, the feelings of us all.

A. T Humbles.... When I transferred to EWR from Kansas City , in late 1949, I flew withJoe McCombs on the Martins. Joe was pleasant to fly with and an excellent Pilot. Joe had ashort fuse but was usually pointed in the right direction before he went off.

One morning on departure, I was Co-Pilot for Joe and we had a CAA Inspector in thejump seat. Some may remember the Martin used water injection for takeoff enabling a highermanifold pressure and consequently more power. If the water injection system was inop . youwere limited to a lower manifold pressure and weight. I was in the left seat .

It was raining cats and dogs. When cleared for takeoff and about the time I was advancingthe throttles the CAA guy ask " What's your dry T.O power ?" Captain McCombs shouted inwords repleted with expletives for the CAA guy to shut up and NEVER interrupt anyone in sucha crucial part of the flight. After climb out and well on our way, the CAA inspector apologized.

When McCombs was Chairman of the MEC, I was Chairman of the Local Council 110 atEWR. I sincerely feel he was one of the strongest and most fair-minded Chairmen I ever servedwith. He handled problems for me right then and I know he was well respected by the Company.

I counted Josephus as one of my best friends. He gave me a lot of good guidance in mytenure as Editor of TARPA TOPICS. He was most fortunate to have such a fine ,patient andsupportive wife in Jean.. He is truly missed................A.T.

46

JOE McCOMBS

Joe did so much good for so many. To mention just one more example. Joe always tooktime out from his heavy schedule to write personal letters of sympathy to the wives or relatives ofdeparted flight crew members, offering his condolences and any possible assistance.

Among his many accomplishments, Joe was a long time Amateur Radio Operator. He willbe sorely missed by his many friends on the " Ham " bands when he appears on their list of "SilentKeys .

For many years Joe and I shared a private joke. When being set up for recurrent trainingfor example, he would announce, with a half-way grin and a twinkle in his eye: "POSITIVELYUNACCEPTABLE....and then add: " I'll be in for it. "

Good Bye, Joe. Although we all feel your departure was " POSITIVELYUNACCEPTABLE " and hoped to delay it, we must bow to the inevitable.

CUL VY 73 AR SK...............".GOLDY"...Goldthorpe

Idus Inglis...wrote.... I was based in Chicago in the mid fifties when Joe McCombsbegan his ALPA work as Council Schedule Chairman. He was immediately recognized asefficient, hard working and devoted. After serving as Schedule Chairman, he went on to becomeCouncil Chairman, then MEC Chairman and many other associated assignments, always doing agood job and obtaining the admiration of everyone. Not only for his hard work but just plain oldcommon sense. At the Orlando convention in June we shared a table and it was quality time.We had so much to talk about, the evening passed so quickly and I was sad to see it end. Joespent many unselfish hours in behalf of his fellow Pilots and others at TWA and TARPA, Nowhe rests in peace. We are going to miss him..... Idus

And from one who should know, Russ Derickson..The paragraph below is an excerpt from an MEC newsletter mailed to all TWA Pilots on

June 8, 1961 (32 years ago ).

Due to his imminent entry into CV 880 training, Joe McCombs has found it necessary tolay down the Master Chairman's gavel. For the past two years he has been the workhorse for allTWA Pilots. To say that he has done a good job would be the understatement of the year. Joe hasbeen relentless and untiring in his efforts to represent the best interests of the TWA Pilot group.He has worked long hours and spent many, many days away from his home. His efforts have notbeen in vain. We will not attempt to enumerate or summarize the accomplishments Joe has beenresponsible for, but we can assure you as can all the other representatives who have been closelyassociated with him , that they are many. Joe is deserving of a long rest.

Joe accepted the position of Secretary for TARPA in' 85/86 and shortly thereafter with theassistance of Dean Phillips, was instrumental and actually brought about the consolidation ofSecretary and Treasurer into one position. Due to his efforts, the two positions now operating asone is computerized to perfection, covering all areas--membership records, word processing,financial expenses in all categories, etc.,etc. Joe worked from five to eight hours a day sometimesas Brown, Dean Guillan and I have witnessed on different occasions when we have been houseguests of the McCombs.

Joe McCombs made many friends. He was one of the best. He will be remembered.

47

JOE McCOMBS

Memories Nephew Peter Collins shared at the Celebration of Captain Joe's Life -December 23, 1993

Meeting Joe A very young and impressionable child walks with his lovingaunt into a TWA cockpit to meet a giant in a uniform. Notknowing what to do and if I really approved of his seeing myaunt, I just eye-balled him and he just kind of laughed at my bigeyeballs.

The next memorable moment was visiting Jean and Joe in New York and being partof Joe's crew on his sail boat. A friendly Sunday race which turned into a minorboat ramming which almost caused Joe to walk on water as he discussed the issuewith the captain of the other boat.

But most of all, I remember Joe being relentlessly challenging to talk with, tosocialize with and, most enjoyable of all, to banter with.

In trying to think of something to say today, I thought about what Joe would wantus to do and how he would feel.

1st - I think he'd be embarrassed at so much emotion being displayed for him.2nd - I think he'd be radiantly beaming with joy and pride that so many truly cared.3rd - I think he'd want us to enjoy life as he did.

I spent a brief part of my day yesterday with Jean in Evergreen. As we were out, shewas running into people whom she knew and relaying the news of Joe's passing.The true concern of all she told reminded me of a classic holiday movie I recentlywatched again - "It's a Wonderful Life." I think about what Joe has meant to meand all the people his wit and generosity has touched. It's so comforting and sad tosee how many lives his has influenced and how many of us are better for knowinghim but selfishly feeling empty because his physical presence won't be felt anymore.

To Joe McCombs, I say Thanks --Thanks for making us laugh.Thanks for making us cry.Thanks for giving us the challenge to be like you.

To The World Traveler, Now Time Traveler, Till We Meet Again - Fly Safe!

48

JOE McCOMBS

Joe McCombs- dear and gentle giant ! Some of us knew Joe as a very serious andknowledgeable TWA Captain. Some of us knew him as a loving father and husband. Others sawhis anger and frustration when injustice was done to someone or something he cared about.Others saw his whacky sense of humor about life and its many lessons.

I personally saw all of this--as well as the way he allowed my dearest friend, Jean, to loveand care so compassionately for him. I have watched this dear soul mellow some of the last fewyears (just a bit, mind you ) and let others share their love for him.

Joe celebrated his 72nd. birthday November 16th, thus bringing to a close 72 years of alife filled with gusto. Joe never did anything halfway. Whatever this man did, it was with a senseof humor and honesty. I guess the trait I loved the most about Joe was his ability to pokefun---even when directed at himself (as so many times it was ). This, then , is what I willremember and carry with me about my friend Joe. The happy times we giggledtogether--perhaps over one of his more raunchy jokes. The times he would share through hisjokes how much he cared about Jean, his family and his friends.

I do not believe Joe has " Gone " anywhere. I believe his spirit is right here with us nowas we celebrate his life not his death.

And so I say to a dear friend—Goodbye Captain Joe , I love you and will miss you.

Betty Gray ( TWA Clipped Wings )

Joe's Niece Barbara Nazelrod wrote the following about "Uncle Joe"

I look at life differently now than I did when I first met " Uncle Joe " McCombs. Afterall, this was 24 years ago on a visit to see my favorite Aunt in New York. I was a tall gawky,

gangly 14 year old caught up in still wanting to be a tomboy and unsure about my feminine side.Joe's first conversations with me concerned just these feelings. One of his first comments to mewas something like " You may not believe it now and it may not be important to you, but you area great looking sexy broad, just like your Auntie Jean ! " Needless to say, he made quite a firstimpression !

Through the ensuing years, even though we didn't physically see each other much, Ilearned a lot about this man who became my Aunt's husband and more importantly a wonderfulUncle. So many gifts and so many outstanding qualities. Qualities like: a Keen Mind, a KindHeart, a Quick Wit, a Great Sense of Humor, a Wonderful Devious Laugh, Gentle Spirit and aGood Listener.

It is fitting that we remember him now, not only with our tears ( because we already misshim so ) but also with joy and laughter. For these two gifts of joy and laughter are how we allremember him.

So here's to you and your life , U N C L E JOE ! ! ! I'm laughing behind my tears.

Love, Barbie

49

JOE McCOMBS

John Beckman, Att. Wheat Ridge, Co. had this to say about Joe's sense of humor :

Joe had been doing his best for years trying to give me a few tips on getting to AAclassification in skeet shooting, but having exhausted every "tip" or technique he could think of ,he decided on a different course of action. For my 40th birthday, he bought me a bird feederwith a little note saying something to the effect that " I figured this might be the only way foryou to get enough extra birds to reach AA " -- what it was , of course was a gift within a gift. Agift of laughter, humor and thoughtfulness demonstrating a keen wit--much more precious thanthe gift itself As it turns out, of course, I can't look out the window and see one of those fat,feathery, little creatures chowing down without thinking of Joe and knowing that I was both theobject and the beneficiary of a great " Parting Shot ".

ODE TO JOE McCOMBS.. M.D. Nason III December 1992

Oh Captain! my Captain! Our stormy trip is done, The ship has weathered every rack,The plan we filed is won.

The airports near, The tower I hear, The passengers exulting, While follow eyes the steady wheel.The aircraft trimmed and flaring, The ship is blocked now, safe and sound,

The flight plan closed and done.From fearful Trip, the vectored ship, Completed its final run.

Now hushed, the jets, And closed, the logs, But I, With awe instead,Fly the flight my Captain flies, Forever in my head.

Fair Skies and Tail Winds Forever To You, Joe McCombs, Captain, Trans World Airlines.

In Joe's last wishes, he expressed these thoughts for you: My sincere appreciation to my family andmy many dear friends-in and out of TWA-for their trust, involvement and assistance in making mylife a very, very full accomplishment. I should be so lucky.. Be kind to each other...God Bless.

When you think of Joe McCombs, touch your heart,and feel the love and light he shared with us all.

Jean Olivia McCombs

For Joe Sheley McCombs, this is not the end, but the beginning of a Super trip through Eternitywhere we all shall surely meet for some hanger flying.. God Speed Joe... J.T.Happy

50

A TRIBUTE

TOCAPTAIN HAROLD W. AIKIN

November 3, 1916 - January 13, 1993

byWilliam Miller

"The Essence of a Gentlemen"

He was a perfect gentlemen. He was polite, thoughtful,considerate, kind, courteous, and gracious of all manner.If you ever read a novel whose hero was a "gentlemen " andyou wondered what that ' now-forgotten ' breed was like, youcould bring to mind HAROLD WELCOME AIKIN.

He looked it! Handsome, self-assured, urbane.He talked it! Soft and cultivated.He lived it! As those who knew him were aware.

His flights in the Navy and Trans World Airlines,reflected the man.....His wit, his charm, gaiety and love of truth and facts.His desire to help, known as "Noblesse Oblige " which is "au fond"

the essence of a gentlemen.

As another of our "Eagles "

salute him.goes West, we who knew Harold

Harold Welcome Aikin was one of the finest examples of a Pilot ' sPilot.........he was also my dearest friend.

NOTICE TO TARPA MEMBERS: In case of your demise will your survivors havesome sort of resume or whatever to give to the funeral home, newspapers, TARPATOPICS and so? At a time of stress like this it would be a big help.

51

HAR

OLD

W. A

IKIN

, TW

A CA

PTAI

N

FLIGHT ENGINEER JACOB FISHERSent in by Mark Fisher (Son)

My Dad passed away November 21., 1992 at the age of 80 years.Dad was born in Grand Rapids, Michigan September 28, 1912 andattended Creston High School as did my mother Joanna.

Due to lack of continuous employment during the 1930's Dadjoined the Marine Corps in July of 1934 and served until 1939.During that time he was stationed in the Philadelphia area andmarried my Mother in 1937. Dad and Mom then moved to Chicagoand Dad attended the Aeronautical University and was recruitedby TWA to be an instructor. He joined TWA in 1942 and movedto the Kansas City area where flying became part of his lifeand work.

In 1951 an automobile accident about took his life and he was awayfrom flying for several years. During that time he worked inChicago until his neck healed properly and he could again attainflying status. Dad loved flying the line but his heart was inteaching and he retired from The Jack Frye Training Center wheremany flight engineers and pilots case into contact with him.

Many are the stories that Dad told after he retired but in hisheart flying for TWA never left his. Many times he would look upas an airplane would pass over the farm for their approach to KCIand I knew he was going over his final check list with them.

Dad was also a man of deep faith in his God and was an Elder inour church. He was also a very accomplished musician playing boththe piano and organ and was the church organist for many years.

The tragic automobile accident that claimed my sister Ruth broughtmany tears to my father during his retirement but also renewedhis faith in God.

My Mother, and brother David thank all in the TWA family for thejoyous times, the support in perilous times and for the TWA familylove for my Father. Dad's favorite hymn that we sang and heplayed many times is:

Eternal Father, strong to save,Whose arm doth bind the restless wave-Who biddst the mighty ocean deep,It's own appointed limits keep:0 hear us when we cry to Thee,For those in peril in the air.

We all will miss my Dad, Jake Fisher Flight Engineer (Ret.)

53

Ed BettsDear A.T.:

I note from the latest Skyliner that Ida K. Staggers passed awayon January 11, 1993. Ida was a TWA legend in her time and I hopeone of her many friends will write a tribute. I don't know toomuch about her but will relay some highlights. She wasn't amongthe original hostess class but was close behind, probably inearly 1936. These were the days of the 14-passenger DC-2 when thegals were registered nurses, had to meet strict height and weightrequirements and did a lot of flying without restrictions by thecompany, contracts or any government regulations.

Ida spent a lot of time as a supervisor, interviewing applicants.training new recruits and was Chief Hostess during the war. Shestarted flying the MAC flights in 1966. The first time I met herhappened to be the first portion of her last flight beforemandatory retirement (from flying the line) at age 60. This wason 5/23/72, a MAC trip where we ferried a B707-331B from SFO toTravis AFB and originated a flight to Honolulu with a full load ofGIs. The press was there to interview Ida at the bottom of thesteps as this was a first - the first airline hostess to retireat age 60.

The cabin crew were scheduled to return to Travis the next day,the cockpit crew on to Saigon, so that was my only trip with Ida.We did see her interview with the press on TV that night and itwas a bit "unusual", and I hope I can describe it now as a newhostess uniform was involved. I think it was referred to as "hotpants" with a short black (and tight) pants worn under some sortof a short jacket that buttoned up the front. Ida was in sort ofa flutter with all of this attention and related how she hadforgotten her pants and was afraid the GIs were gazing at her asshe worked the galley and bent over. Although I was not a firsthand observer at the time, she did have on panties and there wasprobably a movie going on concurrently with the meal service. Onher arrival at SFO there was a big hangar party/reception in herhonor, later a party in a downtown hotel plus special honors bythe TWA Board of Directors (Charles C. Tillinghast, Chmn.). Thelatter included a letter from Mr. Tillinghast which paid tributeto "Miss Staggers' outstanding qualities of charm, warmth anddignity which she brought to her profession and to the airlinefor which she worked for so many years with such greatdistinction."

Ida continued to work for awhile with TWA as a consultant at theBreech Academy, but most of her "retirement years" was as asupervisor at the Grand Canyon Lodge (north rim), Az. This waswhen Canteen Corp., part of the TWA family, had the contract formanaging the lodges at several National Parks in Arizona and Utah.

The picture on the following page has Ida in it. The captain is Bill Sanders.

54

55

From Jim McClure

Dear A.T.;

I have had some good correspondence in reply to my article in the last TARPAand I would like to relate some incidents that have happened since then.These are just facts and the fellows can draw their own inferences from them.

My doctor recommended a specialist in an office of three doctors in Chatt-anooga's main hospital, Erlanger. On Nov. 16 & 17 I spent the days goingthrough a great number of tests. On Nov.18, 1992 at about 1300, I was put tosleep for a biopsy. At about 1600, I was released and my son-in-law took meto a restaurant. At 1645, I experienced an attack of some sort that startedshaking my body with chills and rendered me semi-conscious. My son-in-lawcalled the doctor at the hospital, was told to bring me to the. emergency room.Twenty minutes later we arrived and were met by a male nurse. He advised thatthe doctor had left for home and his dinner. He chatted with my son-in-lawfor about an hour while I sat there shaking. Finally my son-in-law put me inthe car and turned the heater on high and we shook, rattled and rolled onhome for an hour.

After three days, I hadn't heard from the specialist so I made an appointmentto see him. I got two statements from him 1."Everybody has to die sometime"2."There might be more tests" everytime I asked if there might be something Icould do. After observing Dr. Death tap dancing around the big question. Iremembered a little piece of paper attached to one of the testing forms thatadvised me that the physicians might have a financial interest in the testinglaboratory operating in the hospital and I was free to have my tests elsewhere,if I so desired. I came to the conclusion that my specialist was in the test-ing business and not the curing business.

The local paper has been running articles on health care and printed the factthat the hospital administrators salary was 250K annually. In the letters tothe editor column of 6 Feb.1993, the president of the Chattanooga and HamiltonCounty Medical Society, has this to say "The TMA, representing physiciansacross the state, has urged its members to consider the emotional needs ofpatients in addition to their medical needs in hopes of preventing such suits.The TMA and the Chattanooga and Hamilton County Medical Society recognize thatpatients and their families need a full explanation of the benefits and risksof medical procedures. Too often, in an effort to treat all the patients whoneed care, physicians may not spend enough time listening to specific com-plaints or answering questions in simple understandable language. That needsto change. For their part, Tennessee physicians must do a better job oflistening and offering support. It's what the healing arts are all about."

David R. Barnes,M.D.

The earlier part of the column was referring to malpractice lawsuits that hadrisen to 10 claims per 100 physicians in 1985, and that 78 percent of ob-gyndoctors had been sued at least once.

I finally found another doctor in Knoxville who spoke my language. He prom-ised not to cut off my cojones and outlined a sensible program for me. Mylatest PSA was .1 and PAP was .6. This means nothing to anyone unfamiliarwith this process but a great relief for me.

56

I have learned to ;

1.Never visit a doctor on a serious matter without someone able to takecare of me and ask the questions that I don't think of.

2.Never be too sure of any doctor.3.Never give up hope. The answer is 40.

I hope that this gives Harry the Moke's program a little shove and other re-ports will begin to filter in from the most reticent group of people in thecountry-my fellow pilots.

I traveled from Dayton to Chattanooga one day and was 5 min. late driving at30 mph. Left the next day at the same time and was 5 min. early, drivingat 60 mph. What speed should I have driven to arrive on time? See principle3 above.

The john lay in bed watching the prostitute he had just been to bed withget dressed. The girl turned toward him noting his stare. "I bet I can guess youroccupation, in fact, it is a little game I like to play with my johns", exclaimedthe girl. Doubting her, the man told her to take a guess. "Well", said the prostitute,"I'll bet you're a physician. In fact, I'd guess you are an anesthesiologist!"."That's incredible", answered the doctor, "How in the world did you know that?"."Easy', said the girl, "I slept through the whole thing!".

Contributed by Dr. Frank Humbles

The following pages were contributed by our youngest son, Dr. Frank Humbles.He is located in Conway, South Carolina. His wife, Kim, is a Registered Nursebut is running one of her parents' ladies ready to wear stores in Myrtle Beach.

I hope you find Frank's article interesting. He says he is willing to contribute.something in future issues so maybe our next editor might wish to use his material.He might be able to answer questions in the medical field. His address:

Dr. Frank F. Humbles606 Elm Street

Conway, SC 29526

We also invite you to share your medical experiences with others via ourMedical Forum. Maybe, in the spirit of brotherhood, you can help someone else allaytheir fears or seek the right help.

Snoring can be cured by offering the offender good advice, cooperation and kindnessand by stuffing an old sock in their mouth.

A small boy asked his mother a question and was brushed off with the advice to "goask your father. "Gee," the boy complained, "I don't want to know that much about it."

A very bright pupil was asked one day at school to answer the question, "What is anopera?" He replied, "It is a theatrical performance in which the hero is stabbed andinstead of bleeding he begins to sing."

Some people gain weight only in certain places - drive-in restaurants, ice creamparlors and bakeries. May we add, boat cruises.

57

ANESTHESIA-THE SAFE FLIGHT

Your distinguished editor has asked me to describe the servicesoffered by an anesthesiologist. I hope I can enlighten all towhat the person behind the mask does. It has been estimated thathalf of those eligible for Medicare will have future need forsurgery. Thus, I hope this information will be comforting ifone of your readers enlists the services of an Anesthesiologist.I believe the Anesthesiologist and the Professional Pilot havea common goal. That is to accomplish a safe, comfortable andif possible economical flight.

I think one needs to begin with some historical background.The history of anesthesia is fascinating. Prior to 1842 anesthesiawas accomplished crudely with alcohol or other intoxicating drugs.However, anesthesia means "without feeling". These drugs didnot achieve anesthesia or even analgesia("insensibility to painwithout loss of consciousness").

Although ether and nitrous oxide("laughing gas") were discoveredprior to the 1840's neither were used for anesthesia until 1842.Both ether and nitrous oxide were popular for recreational useand the parties held were known as ether or nitrous "frolics".It was observations at these frolics which gave physicians theidea to use these gases for anesthesia. After noting participantswere unaware of injury during frolics with ether, Dr. CrawfordLong began experimenting with its use for surgical anesthesia.This was in 1842. Unfortunately, this physician from rural Georgiadid not publish his results. Only later in history was Long recognizedas the father of present day anesthesia.

A dentist, Dr. William T. Morton, from Hartford, Connecticut,was the first person to successfully demonstrate an anestheticto a medical audience. Morton administered the vapor of etherto Mr. Gilbert Abbott for the removal of a tumor from below thejawbone by the well-known surgeon Dr. John C. Warren. The anesthesiatook place at Massachusetts General Hospital on October 16, 1846in front of an audience that included surgeons, medical studentsand a newspaper reporter. It was successful with the patienthaving no pain or memory of the experience. A physician thereexclaimed,"Gentlemen, this is no humbug!". Later Nitrous oxideand chloroform were used successfully as anesthetics.

Since its beginning in 1842, Anesthesiology has evolvedinto a recognized medical specialty. Anesthesiology is providingcontinuing improvement in patient care based on the introductionof new drugs and techniques made possible in large by researchin the basic and clinical sciences. An anesthesiologist is adoctor of medicine who has completed four years of medical schoolafter graduating from college. Following medical school, today'sanesthesiologist completes four to five years of specializedmedical training in the field of anesthesiology, which includespain management and critical care medicine. As a pilot becomescertified by the F.A.A. an anesthesiologist becomes a certifiedspecialist by a Board of their peers. The certification processis both written and oral as in flying. And as in flying, failuredoes not mean the end of one's career. There is available retesting.

58

The remainder of this article will deal with anesthesiafor surgery. I hope to review pain management techniques providedby the anesthesiologist in a future TARPA Topics. This will beof interest to those of you with pain syndromes ie: low backpain, post traumatic pain, myalgias and fibrositis.

Similar to a pilot's duties the anesthesiologist beginsthe patient's anesthetic like preflight. A preflight of the anestheticequipment is done each morning and between each case. The machinedelivering the gases is checked for proper function and all systemsalarms are checked to be in working order. Monitors which routinelyinclude blood pressure, electrocardiogram, end-tidal carbon dioxidemonitor(which confirms ventilation of the lungs since the lungexpels CO2 from the body) and the pulse oximeter, a monitor whichwhen attached to the finger can continuously measure oxygen saturationof the blood. The anesthesiologists weather briefing is the preanestheticvisit. This is done prior to surgery, ideally the day or twobefore. During this visit the anesthesiologist interviews thepatient and reviews the patient's medical record. This is tohelp plan the patient's particular anesthetic, taking into considerationany physical problems, such as asthma, diabetes, unusual heartand circulation conditions, etc. The preanesthesia interviewalso provides the patient an opportunity to ask questions andbecome better informed about their anesthetic care includingavailable options and risks and benefits. Frequently at suchvisits blood and laboratory tests, electrocardiograms and x-rayswill be completed. The patient vii be asked to take nothing bymouth after midnight, except possibly some blood pressure orbreathing medications. It is important that the patient informthe anesthesiologist of the current or recent medications theymay be taking. At this point the patient and the anesthesiologistare ready for their flight.

The flight or anesthesia would begin with an intravenousline. This is used to provide immediate access for delivery ofmedications to the patient. Prior to this a patient may receivean intramuscular injection of medication to help relieve anxieties.On the operating room bed the patient will have all necessarymonitors applied and a safety belt fasten so while asleep thepatients remain on the narrow bed. All pressure points are paddedto prevent any nerve compression injuries.

There are three main types of flight plans, or anestheticsused. They are general, regional and local. The type used willbe that recommended by the anesthesiologist and agreed upon bythe patient. Regional anesthesia can only be used for surgeryon selected regions of the body. It eliminates pain followingan injection of a local anesthetic medication surrounding largegroups of nerves and the spinal cord in such a manner as to temporarilyblock pain signals from reaching the brain. For example, if youneed hip or prostate surgery your anesthesiologist might determinethat in your particular case epidural or spinal anesthesia maybe the preferable flight. Incidentally , in recent years the riskof permanent paralysis from spinal anesthesia is unheard of.

The majority of anesthetic flights are under general anesthesia.The patient or passenger is temporarily rendered unconscious. General

59

anesthesia causes the whole body to lose sensation and movement.The general anesthetic flight begins with the takeoff, known as theinduction, and ends with the landing, or awakening. As in flyingthese are the most critical times in the anesthetic. The patientis usually rendered unconscious using intravenous medication. Theanesthetic state is then maintained using a combination of inhaledgases and intravenous medication. Throughout the cruise phase ofthe anesthetic your anesthesiologist makes medical judgements andis the physician who is responsible for the management of your physicalcondition. Should you develop any medical problems during surgeryyour anesthesiologist will immediately diagnose and treat them. Youranesthetic can be precisely controlled so the patient lands or awakenswithin a few minutes after surgery. Vigilance is the key to a successfulanesthetic just as in flying. From the operating room the patientis taxied to the recovery room. Here the patient will be monitored,observed and have any medical conditions treated if they arise. Thepatient is discharged from the recovery room when fully awake andas pain free as possible. The anesthesiologist, along with recoveryroom nurses care for the patient while in the recovery room.

Certain surgical procedures can be accomplished under localanesthesia. Tissues are infiltrated with local anesthetic medicinesto render them numb. The anesthesiologist and surgeon will determineif the patient's medical condition warrants observation and sedationby an anesthesiologist. An example would be the removal of skin cancersfrom the face.

In certain instances nurse anesthetist work along with theanesthesiologist. These are registered nurses who are graduates ofaccredited schools of anesthesia. They are basically the copilotparticipating in your anesthetic flight.

Some common side affects of your anesthetic may be nausea, musclesoreness and sore throat. These will usually resolve within 24 to48 hours after anesthesia. Nausea may be treated with certain medications.

The safety record in anesthesia is excellent. The risk of deathdue solely to the administration of anesthesia is extremely rare.The risk is about 1 in 10,000 administrations but for relativelyhealthy patients having relatively simple elective operations, therisk is even less. This risk is perhaps in the range of 1 in 50,000to 100,000 anesthetic administrations.

I trust this article has been both informative and interesting.Obviously, anesthesia is very complex and I have only briefly summarized'it for you here. If you all have any particular questions I wouldbe happy to try and answer them. I know your Editor would be gladto forward them to me.

Respectfully submitted,

Frank Forrest Humbles,M.D.

Diplomat of the American Board of Anesthesiology

60

TARPA MEDICARE SUPPLEMENT PLANPROVIDES COVERAGE FOR:

• Pays Medicare's Part AHospital co-insuranceafter first 60 days in abenefit period.

• Pays 100% of eligiblecharges beyond 150 days ofhospital confinement.

• Pays 100% of Medicare'sPart A blood deductible.

• Pays an allowance forPrivate Duty SkilledNursing.

• Pays $81.50 a day forSkilled Nursing Care fromthe 21st - 100th day andcontinues to day 365 ... evenwhen Medicare runs out.

PART B MEDICARE EXPENSES:• Pays all Medicare eligible

expenses not paid byMedicare.

• Pays 100% of the differenceif actual charges exceed theMedicare allowable charge.

ADDITIONAL BENEFITS:• Coverage outside the United

States

• Immunization coverage.

IMPORTANT FEATURE:

• If this policy is intendedto replace an existingMedicare Supplementpolicy, a full credit will begiven for the pre-existingcondition period.

Call today to receive a brochure describing the plan.Contact Berkely Association Services at 1-800-331-2794.

This is a brief description of the benefits available.Complete details may be found in the master policy.

1992

Medicare Supplement

Coverage Designed for

Retired Members and Their Spouses

Age 65 and Over

PART A HOSPITAL EXPENSES:• Pays 100% of Part A

deductible

61

MILLY KELLY, KAY RUBLE AND JANET MAY

at the Hotel Del Coronado in San

Diego on the tour run during the

last convention.

SWAN SONG - RETIREMENT

by

Capt. D. B. Kuhn

It is very flattering to see so many out for this graduation

party. Cousin Ed Boyce breezed through it but there were

several times when it was doubtful if I would make it or not.

One time in particular: Back in the thirties we had a good DC2

run out of SFO that made stops at OAK - Fresno - Las Vegas, with

a layover at Boulder City for a few hours then a return home

with two or three days off. Elmer German, Pee Wee Horstman, Bob

Buck, Roscoe Dunahoo and myself were co-pilots on this trip.

Now in those days pilots had no expense accounts and there was

no ALPA or grievance procedure to settle disputes. The Company

handled such things. We were furnished a room for rest and

lunch at Boulder City. On the menu was a blue plate special for

seventy five cents and a more inviting dish with dessert for a

buck twenty five. We ate the high priced one since it included

dessert. When the Company found out about it they fired the

whole bunch of us. Thank goodness some of the more senior

captains

came to our aid and sat down with the Company and

reasoned together. I believe it was Hall, Harry Campbell, Eddie

Balandi, Johnny Graves and George Rice who had been lending the

Company money from time to time to meet the monthly payroll

which served as a bargaining point. We were put back to work

and found out that the seventy five cent lunch was not bad to

eat after all.

I had prepared a long well rehearsed speech for this occasion,

but my wife Emily reminded me that most of my problems on TWA

were the result of talking too much, so I will confine this

farewell talk to just a few observations.

Many of you know that when I leave here I am heading for

Arkansas and my beloved Pine Knot Poverty Pocket. I did have

some misgivings on such a move, but my Federal Farm Agent sent

me a full packet of material on farming, complete with maps,

things to plant, what not to plant and how to fertilize

properly. From what I can learn the purpose of the Farm Agent

is to help the farmer out - and I understand that they have

helped any number out. My money will come from corn and hogs.

I won't raise any - just threaten and my agent will bring me a

check each month so as I will not glut the national farm

economy.

My main thrust will be in

raising show

goats. Now anybody here

that knows the least thing

about goat& will

agree that it is

extremely hard to program them. However with our good chief

pilot Lee's permission

I will take all of my old manuals,

charts, procedures and profiles and force feed them. I mean to

get even somehow. If my goats can digest this stuff, just a bit

better than I have, I will

have the smartest critters

in S.W.

Arkansas. Picture this if you can: When my Federal Farm Agent

comes out for the six-month check I hope to be ready. I'll be

standing there sweating out my goats, the agent alongside with

pencil and pad, his face a mask of public 'convenience and

necessity' and then --- here come the goats!

They are beautifully aligned heading from the outer pasture for

the barn - Their ears laid back at fifty degrees and at a speed

control only a fraction above stalling. Better said

"stumble

plus two". The test is to reach the barn before falling down.

The McKenny Bayou that runs through my pasture will be a

splendid place for my goats to display proficiency in the canyon

approach. This of course, at higher speeds and ears at only

thirty- degrees. My goats will not only look alike but will

perform alike. We call that "goat standardization". I should

be real busy in this phase two of my career provided I do not

get more Federal aid than I need.

ON A BIT MORE SERIOUS NOTE: I want to say, and will say that I

have enjoyed my flying career. As the Hippies and intellectuals

who are affiliated might say it - having been personally

involved and acutely identified with it, flying has given me a

meaningful experience. I leave you after some 31 odd years with

only one dark cloud overhead which must be dissipated if the

industry is to continue its phenomenal growth. I hesitate to

mention it, but feel that it may be my last chance. I am sure

some of you will disagree - I expect it as it would not be

normal otherwise.

For decades the managements of airlines were able to hire,

train, discipline, punish or terminate their crewmen. In 1958,

for reasons never explained or understood, congress passed the

Federal Aviation Act giving autocratic power to an Agency that

has changed your lives. Led by a military general, hordes of

agents suddenly invaded every facet of the industry. We found

that we were getting more Federal supervision than a paroled

convict. This eagerness of the agency created more problems

than it was designed to cure. Airlines started paying heavy

fines, pilots were fined or grounded on the slightest pretext.

Each small incident turned into a Federal case. In one year the

FAA had one of our Captain's license in their possession more

than

he

did.

He

got

six

months

for

exercising

his

constitutional right of free speech. Some FAA deeds were good,

but under the scrutiny of Federal Agents the training program on

the various airlines - which should have been a fun thing -

degenerated into a living nightmare. Ted Hereford, who knows a

bit about how to fly, says it's like trying to get a sip of

water from a fire hose. We have viewed the sorry spectacle of

Agent and Company instructor in violent disagreement over the

proficiency of a pilot. It has been said, and I think I said it

- that it takes three days of humiliation and harassment to take

a thirty minute instrument check. Some of the requirements to

get a jet rating from the FAA seem strange to the line pilot.

For instance: holding the airspeed within two knots at various

altitudes and flap, settings, which I could never do to anyones

satisfaction - seems a bit exacting. On take-off one must pull

the nose up to exactly a 15 degree angle and hold a speed just

above stalling until reaching eight hundred feet before you are

permitted to get safe flying speed. The two engine approach at

minimum speed, while sporting, can also be breathtaking. Why it

is

necessary

to

deliberately

create

a

real

emergency

for

practice is strange indeed. We learned to do it in training,

but alas, with a fully loaded plane it has been discovered that

the runway is stressed for the 'push on'

landing but the

airplane is not - especially the nose wheel. The failure rate

on jet check rides have run as high as 48 percent. This alone

can bankrupt an airline. As a result, some pilots, who could

afford it, resigned in disgust, while others were driven to

nervous breakdowns or insanity. There were a number of heart

failures and a few suicides. You and I know there is not that

much difference in a jet. It has throttles that operate the

same, you still pull back to climb, push to descend and the

rudder has not changed much. Now I must be clear - I do not

mean that a good training program is not needed or wanted. The

Companies that pay over five million each for these jets are not

about to turn loose a bunch of clowns to wreck them and we

pilots are mostly interested in good training because we are

strapped to the end of the plane that usually hits first!

Neither are all the agents bad guys - true few if any of them

have ever flown a scheduled airline trip - but having been given

life and death authority they feel they must justify their

existence. Still safety is not served by people living in fear!

We are throttled with a bad law. I am sure Congress did not

wish to create this evil and will undo it if and when you let

them know they should return the operation of the airlines to

the owners. Now I have said it and you may have guessed - I'm

not set up for an instrument check anytime soon.

As I have said, flying has been good to me and good for me. I

will be lonely for the news in Arkansas and will miss the

wonderful people and the industry that has allowed me to work

with them for so long. Perhaps someone one day might say that I

was good for flying. When you drop by - and if you have no

qualms, I will cook you some goat meat. Thank you so very, very

much.

ARKY AINSWORTH

CHUCK PETERSON

WALT GUNN

J.T. HAPPY

JASPER SOLOMON

FRED AUSTIN

DICK ANDERSON

AL MUNDO

VIC HASSLER

BOB SHERMAN

PHARES McFARREN

GERRY SCHEMEL

Dear A.T. - I thoroughly enjoyed Cant. Beck's AMTRAK article in the February TOPICS.It was an excellent update for a steam-age railfan Like me. Dick Beck is one of myfavorite people; warm and witty, exuding good humor and always seeming to be gettinga big charge out of Life. To complete the picture, Like "Mike" MichaeLson's big cigarand Charlie Rice's pipe, Dick's jaunty cigarette holder has become a trademark.

His description of distinctive Locomotive whistles was very interesting . Although,as he pointed out, the railroads still call them whistles, today's Diesel-electricscarry air horns and while their signal pattern can vary, Like engineer Ed's "Shave anda Hair Cut, Two Bits" the air horn's flat, metalic tone does not.

Back when whistles were steam powered, inventive engineers could play tunes on themby manipulating the whistle cord to produce widely varying tones. We always knew whenOld Morris was at the throttle, for example, when the midnight flyer shrieked its warn-ing on approaching the Main Street crossing.

Regarding the two short-blast signal., although it usually precedes a train's pul-ing out of the station, it actually is an acknowledgement of some other signet, suchas a semaphore arm dropping, a signal_ Light changing, or a Conductor's 'go-ahead' ashe raises and Lowers his arm in a grand, sweeping 'high-ball.'

Which reminds me of one night in the '30s when I had brought my heavily Loadedtractor-trailer to a stop at a grade crossing where a C&NW freight was switching cars.In addition to the swinging warning Light, a trainman was standing guard, Lanternin hand. Then, as the crossing temporarily cleared, he signaled for me to come on.

Shifting the old Diamond T into it's Lowest gear I released the brakes, hit thethrottLe, let out the heavy clutch and putted the air horn twice..'blatt-blatt .'My boss, who was riding 'shot-gun' with me that night was horrified.

"DON'T blow the damn horn: That guy will think we're putting the blast on HIM."But the trainman, although probably not overly fond of truckers, actually gave us

a friendly wave as we jolted across the tracks. I suppose he thought I was an ex-railwho was moonlighting as a gear jammer after being bumped off the extra board becauseof my prompt and prover response to his signal. Best regards, Goldy

LOOKING BACK 60 YEARS TO 1933

by Ed Betts

After 12 years of Republican presidents, on 3/4/33, Franklin D.Roosevelt was inaugurated to the office. Times were tough as thegreat depression was in full force following the stock marketcrash of 1929. Soon to follow with the New Deal were the variousalphabet programs under the NRA, such as the WPA, to create jobsand stimulate the economy. By the end of the year the CivilWorks Administration had approved 650 airport projects; 360 werenew airports and 290 were improvements to existing fields. Themunicipalities or states were to supply the materials and up to80% of the labor costs by the Federal Government. Also includedin the program were funds and training to improve air and groundcommunications and weather forecasting. It couldn't be blamed oneither political party when the LA (Long Beach/Compton) area wasrocked by a 6.2 earthquake on March 10. One of FDR's campaignpromises came about in December when 36 states ratified the 21stAmendment ending prohibition - "speakeasies" were to be a memory.

During the year Jack Sharkey lost his heavyweight boxing titlewhen he was Kod by the Italian giant, Primo Carnera, in the 6thround at Madison Square Garden. The Indy 500 was won by LouisMeyer with a record speed of 104.162 mph - the previous record of104.144 was set in 1932 by Fred Frame. There was only one postseason college football championship game in those days, the RoseBowl, which was won by USC with a 35 to 0 victory over Pittsburgh.Pro football had its first championship playoffs: the WesternDivision leader Chicago Bears defeated the Eastern Division leaderNY Giants 23 to 21. In 1932 the NY Yankees were the World champsin baseball, in 1933 it was the NY Giants. NY pitcher Carl Hubbellwas MVP for the Nat'l League and Jimmie Foxx for the American.Foxx, playing for Philadelphia, won the batting crown (.356 avg),RBIs (163) and home runs (48). For the movie buffs CharlesLaughton won the Oscar for his role in "Private Life of HenryVIII", Katherine Hepburn in "Morning Glory" and "Cavalcade"(directed by Frank Lloyd) best picture.

World or US records were set that year in all of the majorcategories: the Italian pilot Agelio held it for speed with anofficial timing of 423 mph, the French for altitude with anairplane to 44,819' and also for non-stop distance. This was aflight from NYC to Rayak, Syria, a distance of 5,653 miles. 1933was also the year when France organized its own internationalcarrier, Air France. Lufthansa was regarded as the largestinternational carrier.

There were a number of notable flights in 1933, most took placeduring the summer season. On 6/2/33, Frank Hawks, with a Northrop"Gamma", flew non-stop LA to Brooklyn's Floyd Bennett Field in arecord-setting time of 13 hrs 26 min 15 sec. He averaged 181 mphfor the 2,520 mile trip. On July 1, Roscoe Turner flew thewestbound trip in 11 hr 30 min with a Wedell-Williams "Special".Roscoe also improved the eastbound record to 10 hr 4 min 55 secon his return flight LA to Floyd Bennett, with stops at ABQ, ICTand IND. Jim Haizlip held the former record of 10 hrs 19 min setin 1932. Amelia Earhart set a record for women pilots on the

66

THE YEAR 1933

eastbound trip flying a Lockheed "Vega" with a time of 17 hrs7 min 30 sec. The team of Wiley Post and Harold Gatty set anunofficial round-the-world record in 1931. From Floyd Bennett andreturn they covered 15,474 miles in 8 days 15 hrs 51 min with theVega "Winnie Mae". Starting 7/15/33, Post made a similar trip withhis Vega, solo, covering 15,596 miles in 7 days 18 hrs 49½ min.The plane was equipped with anew type radio compass developed byWright Field engineers.

The National Air Races were held in LA that year: top prize money($5,050) was won by Roscoe Turner in the "Bendix TranscontinentalSpeed Dash" averaging 214.78 mph. Jim Wedell was second ($2,250)with an average speed of 209.23 mph - both pilots were flying aWedell-Williams "Special". In September, Jim set an Americanspeed record of 304.98 with his special racer.

Also in July, Gen. Italo Balbo lead a mass formation of 25 flyingboats from Italy to Chicago via Iceland on a goodwill tour. TheLindberghs, Charles and Anne, made a 29,000 miles survey flightwith a Lockheed "Cirius" seaplane from NYC to Europe, Russia,Africa and Brazil. They returned on December 19th. Lindbergh wasa technical consultant for Pan Am and T&WA at the time. RearAdmiral Richard Byrd made his second trek to Antarctica andestablished the "Little America" base of operations.

Starting in 1930, when he was age 16, Bob Buck set numerous' Junior records for altitude, eastbound transcontinental (23 hrs47 min), round trip EWR to Havana, EWR to Mexico City and MexicoCity to LA. Upon the completion of the latter, in 1932, Bob washonored by Pres. Hoover at the White House. Bob had a Monocoupe,the "Yankee Clipper", which he latter sold to Orm Gove. In late1933 Bob repurchased the plane and along with Bob Nickson set outfor what would be a 4 month and 10,000 mile flight from EWR viathe west coast of Mexico to Mexico City. They returned via Havanaand Miami. Besides the scenic and goodwill flying they did a lotof side trips exploring uncharted jungles and ancient ruins.

Lighter than air dirigibles and balloons were also making historyin 1933. Germany's pride, the Graf Zeppelin, was now five yearsold but was considered the ultimate for crossing the SouthAtlantic to South America (once a month schedules). The monsterwas 770' long, 100' at it's largest diameter and powered by five550 hp Maybach engines. With 25 passengers and a crew of 40 ithad a maximum range of 7,030 miles if it cruised at 70 mph, at 78mph its range was 5,360 miles. Our Navy's "Akron" was the prideof the US fleet until it crashed in a violent storm off the coastof New Jersey on 4/4/33. Among the 73 crew and guests aboard whowere killed was Rear Admr. William Moffett, Chief of the Navy'sBureau of Aeronautics and the champion of a dirigible's valuein naval warfare. Three weeks later the Navy's "Macon" made itsmaiden flight. The Macon was 9' longer and 100' wider than theGraf and with eight 550 hp engines could reach a maximum cruisespeed in excess of 85 mph.

The Akron and Macon were built by the Goodyear plant at Akron,OH. They also built the world's largest balloon (600,000 cubicfeet) that set a world altitude record on 11/20/33. The team of

67

THE YEAR 1933

Lt.Cmdr Settle and Mjr Fordney reported they reached 59,000', buta check of their instruments showed it was actually 61,237' forthe new record.

Somehow, mainly through compensation for flying the air mail, thenation's major airlines survived the initial years of the greatdepression - few, if any, made a profit with passengers. The 1929Official Aviation guide listed 50 airlines serving the US andCanada, 26 had air mail contracts. In 1933, there were 25airlines listed, 11 with mail contracts. There had been numerousmergers, the others failed after the stock market crash. CertainDemocrats, now in power, started investigations as to how theselucrative contracts were awarded in 1930, when then-PostmasterGeneral Brown conducted his infamous "Spoils Conference". Browndictated the terms of the merger to form T&WA. To illustrate theimportance of carting the air mail are fiscal year 1933 statisticsas computed by the PO Department:

No ofroutes

TotalMiles

MilesScheduled

MilesCompleted

PoundsCarried

AmountPaid

United Air Lines 6 6,293 12,930,661 12,272,474 3,174,874 $5,313,159.47American Airways 11 8,572 11,163,538 10,375,515 1,462,715 4,550,387.81T&WA 1 3,960 6,511,564 6,180,378 1,114,496 2,743,991.93Eastern Air Transport I 2,118 3,718,869 3,580,484 793,516 1,518,505.57Western Air Express 3 1,509 1,724,823 1,680,633 306,733 781,393.40Northwest Airways 1 1,363 1,700,081 1,622,603 228,630 738,383.06Pennsylvania Air Lines 1 321 950,247 802,757 195,140 312,031.06All other airlines 3 1,334 1,437,158 1,387,625 86,076 510,390.34

TOTAL ALL 26 25,470 40,136,941 37,902,469 7,362,180 $16,468,242.64

These statistics were impressive but the total amount paid to theairlines created a "red flag" with the new administration - thePost Office was heavily subsidizing the airlines by paying anaverage of $2.24 per pound of mail carried. Not mentioned washow European airlines were subsidized and also got to keep theamount of postage on the envelopes carried. Also, the PO inlate 1932 had raised the price of postage a whopping 50% - from 2to 3c the first ounce by surface transportation. Air mail was5c for the first ounce. Service then included a morning andafternoon delivery on weekdays, once on Saturdays, for urban orcity boxes. There was very little "junk mail" as it cost the sameas first class postage. Chicago generated the most air mail in1933 with 1,528,104 lbs (about 30 letters to a pound), Newark wassecond with 1,500,000 lbs followed by Cleveland with 938,000 lbs.

In 1933 the leading airport for the number of landings was Oaklandwith 66,000 followed by Floyd Bennett (51,828), Chicago (32,441)and Cleveland (26,944). Chicago boarded the most passengers forthe year with 120,313 followed by Newark (120,0000), Cleveland(104,948) and Kansas City (39,447).

The airlines were going all out ordering new equipment that wouldattract passengers. United introduced the first of the "ModernAirliners", the twin-motor Boeing 247 low wing monoplane, on March30th. This was a revolutionary design as the former commercialairliners (still in use by the other airlines), such as the Ford,Fokker and Boeing 80 were all powered by three motors. The latest

68

THE YEAR 1933

Boeing could accommodate 10 passengers and cruised about 155 mphwith a range of 500 miles. Among its modern features was aretractable landing gear. On 5/4/33, American introduced the15-passenger Curtiss T-32 "Condor" twin-motor biplane. It wasn'tmuch faster than the Fords but it was built for passenger comfortwith a delux interior and soundproofing. Later in the year a12-passenger sleeper version was introduced by Eastern. "Eddie"Rickenbacker, Eastern's General Manager, had the distinction ofbeing the first airline passenger to undress and don a nightgown(in a small dressingroom along with a robe to wear to his berth)aboard a US air carrier.

T&WA, with a fleet of 20 Fords and 7 single-motor Consolidated"Fleetsters" for passengers operated two daily transcontinentaltrips between LA and NYC with 11 intermediate stops. In 1932 itwas a 36 hour trip, including an overnight stop at a hotel inKansas City; in 1933 the overnight stop was eliminated and theeastbound schedules were about 25 hours elapsed time and about 29hours westbound. The fare was $160 ow, $288 rt. By comparison,a first class train took 3½ days (with good connections) and cost$152.40, including a Pullman berth. T&WA could offer little, ifany, competition against United on the KC-NYC or CHI-NYC runs asthe fares were the same on all airlines. United had four flightsa day that originated in Dallas and came through KC en route toNYC via CHI, DET and CLE. The elapsed time from KC to NYC onUnited was 7 hrs 35 min, on T&WA the schedule was 11 hours. T&WA'sfastest CHI-NYC schedule (via PIT and PHL.) was 6½ hours; onUnited, with two stops, it was 4 hrs 50 min. The fare was $47.95one way compared to $51.70 by train with a Pullman berth.

T&WA lost two Fords during the year. On 2/10, Eddie Bellande andLynn Berkenkamp experienced a fire in the plywood floor of themain cabin (a fault in the heater) which was uncontrollable. WhileLynn tried to smolder the flames with pillows, Eddie made a nearzero-zero approach and landing at Bakersfield. The plane wasimmediately engulfed in flames and one passenger was slightlyinjured during the evacuation. Later, Eddie was awarded the AirMail Medal of Honor by FDR for his "courageous and exceptionalhandling of the aircraft and passengers". On 8/29, Howard Morgan,Glen Barcus and three passengers were killed near Quay, NM. Thecause was attributed to severe weather, insufficient weatherreports and pilot error with estimate of position.

The PO awarded T&WA several additions to its air mail route in1933. On February 1, an extension from LA to SFO with stops atBakersfield and Fresno. George Rice flew the first load of mailon the round trip. On the same day, air mail was authorized fromCHI to CMH via Fort Wayne. John Collings and Ardell Wilkens flewthe first (with mail) eastbound trip, Collings and Al Litzenbergerthe first westbound. Oakland was added on March 1st with GeorgeRice the pilot northbound and Dutch Holloway south. Part of T&WA'soriginal mail route structure was a spur route between Amarilloand St.Louis via Oklahoma City, Tulsa and Springfield. On 11/11/33an important (?) addition was awarded on this route - Elk City,OK. George Brill flew the inaugural westbound trip and Jack Wadethe first eastbound.

69

THE YEAR. 1933

Flying the mail with the single-motor monoplanes had its risks.T&WA lost six mail planes during the year: in January, whiletaking off from PIT with a Northrop "Alpha", Jack Zimmerman hada motor failure and tried to bring it back to the field. Hecrashed short, was knocked unconscious, and the plane caught fire.He was rescued by two ground employees. In February, Walt Seyerlehad to bail out of his Alpha near Cross Forks, PA, due to extrastrong winds, weather and radio failure. On July 28, Earl Noehad a motor fail taking off from KC in a Lockheed "Orion". Hecrashed in the Missouri River and was killed. In November, HarlanHull had an engine fire in a new Northrop "Delta" which spread tothe cockpit. He bailed out near Las Vegas, NM. On December 11,and within minutes of each other, Andy Andrews and Dean Burfordhad their Alphas ice up and were forced to bail out.

On 3/15/33, Ted Hereford was piloting the 2nd section of Flight 3when he had a mid-air collision with a large bird. The leadingedge of the Alpha wing was dented about 6" deep and 18" wide($48.94 damage and expense according to the company report). Theusual meeting of the company Accident Board was not held as thebird was cruising at the wrong altitude.

T&WA was losing money at the rate of about $100,000 a month andits only hope for survival was the continuation of the air mailcontracts and the success of the one DC-1 on order with Douglas.Engineer and test pilot Carl Clover made the first flight on7/1/33, and it was an inauspicious beginning. Shortly after liftoff one motor started to sputter and then the other. Every timeClover tried to raise the nose, in order to climb, one or bothmotors would sputter or quit. He managed to nurse the planearound for a successful landing. Investigation showed the hingeson the carburetor floats were rigged such that the motor wasstarved for fuel in a nose up attitude.

Further test flights proved the DC-1 was everything T&WA wantedit to be and exceeded many of the original specifications. A newfeature was wing flaps which allowed slower approach and landingspeeds. There was one specification by T&WA (per Lindbergh'srequest)that had to be proved the hard way -- the ability to losea motor on takeoff (after the gear was retracted) and fly to analternate airport. This had to be over one of the company'shighest terrain sectors; in this case between Winslow and ABQ. Ifthe plane failed this demonstration it would be up to a two yearwait for an alternate plane such as the Boeing 247.

Test pilot Eddie Allen, on loan from Boeing, and Tommy Tomlinsonmade this demonstration flight with a motor out for real. Per aprior agreement between the two pilots a motor was to be throttledback to similate a failure - however, while Tommy was busy gettingthe gear up with the hydraulic hand pump, Eddie cut the ignitionswitch to one motor. The flight to ABQ was routine, just alittle slower. T&WA bought the plane and ordered 41 productionmodel DC-2s (a $3,500,000 order) for delivery starting in mid-1934.The DC-2 fuselage was "stretched" about 24" which upped the seatingcapacity from 12 14 passengers. In spite of the pending air mailinvestigation, the future looked bright for T&WA in 1934.

70

LOOKING BACK FIFTY YEARS TO 1943

The year started out with FDR in the middle of his unprecedentedthird term of office. The US had been actively engage in war forover a year; rationing, wage and price controls had become a wayof life. There were no strikes, or the threat of same, and verylittle inflation. Jobs were plentiful for both men and women andunemployment was at its lowest ebb. Military sentries guardedsensitive installations although airport screening of passengersfor weapons or explosives was practically nil. The first bombingof a commercial airliner (United AL) wasn't until 1955 and thefirst hijacking (National from Key West to Havana) wasn't until1961. When flying into or near military installations the cabinattendant ordered all window curtains tightly closed and nophotographs. It started out as a patriotic new law - "pay as yougo" - withholding tax started on July 1st. If you had any cashleft over you were encouraged to buy War Bonds.

Numerous professional sports championships were ceased duringthe war such as the golf's US Open, PGA and Masters. CountFleet, with jockey Johnny Longden aboard, won the Triple Crownin 1943. The Chicago Bears beat the Washington Redskins in profootball. There were only three college bowl games; the RoseOrange and Sugar - won by Georgia, Alabama and Tennessee. NotreDame was National Champion but they were to have some greatcompetition from Army with the backfield combination of "Doc"Blanchard and Glenn Davis. There was no Indy 500. The Yankeeswon the World Series, beating St.Louis four games to one. StanMusial was MVP for the National League, batting .367, and LukeApplying for the American League, batting .328. For the moviebuffs Paul Lukas won an Oscar for his role in "Watch on theRhine", Jennifer Jones in "Song of Burnadette" and best picturewas "Casablanca" starring Humphry Bogart.

There were notable flights that year, by the hundreds ofthousands, but they were all by our armed forces and our allies.The Federation Aeronautique Internationale did not sanction anyrecords during the war, starting in late 1939. Records were heldfor speed by Germany (set in 1939) at 469.220 mph, Italy (1938)for altitude at 56,041' and Great Britain (1938) for distance at7,158.440 miles. Howard Hughes and four companions held theround-the-world record of 3 days 19 hrs 17 min set in 1938 with aLockheed "Lodestar". Hughes also held the transcontinentalrecord (BUR to EWR) of 7 hrs 28 min 25 sec, set in 1937, with his"Hughes Special", and the American speed record of 352 mph set in1935 with the same plane.

The Airline Guide listed 22 airlines serving the US and Canadaplus Pan Am to the south. Full loads were the norm as prioritiesdetermined the order of boarding and removal, when necessary.All of the major airlines were also flying (under contracts withthe Air Transport Command) military schedules using equipmentsupplied by the government.

T&WA was, for practical purposes, operating two independentairlines: its Domestic Division and the Intercontinental Division(ICD). The Domestic Division operated with 24 DC-3s during mostof 1942 - one was obtained in early 1943 and 3 towards the endof the year. The ICD operated with an average of 25 four-engineaircraft in 1943.

THE YEAR 1943

Company President Jack Frye spent most of his time at his officein Washington, D.C. Exec-VP E. Lee Talman and Operations-VP JohnCollings ran the airline (Otis Bryan was VP War Projects). JackFranklin was VP-Engineering and Vincent Conroy VP-Traffic. GeorgeRice was System Chief Pilot. Bob Rummel joined the company thatyear as assistant to Franklin, to evaluate and select aircraftfor the post-war fleet. Chief Hostess Ida Staggers had 175 galsunder her supervision. All Flight Engineers were assigned to ICD.

It was all first class seating on the DC-3s and the fares wereregulated by the Feds. There were no frills and no round tripdiscounts. The fare from LGA (EWR was closed to civilian trafficduring the war) to CHI was $44.95; STL, $53.50; MKC, $66.45; andLA or SFO, $149.95. All fares plus 10% government tax. T&WAoperated 6 transcontinental flights a day; the eastbound schedulesvaried from 16 hrs 47 min to 18 hrs 52 min. Westbound schedulesvaried from 19 hrs 12 min to 20 hrs 43 min. The highest price fora cab at any T&WA airport to a downtown hotel was $1.10 (plus taxand tip), the cheapest was at Boulder City (25c) and KC (35c). LGAhad 11 originating flights a day plus 11 arrivals. PIT had 11arrivals and departures each direction. KC handled 9 flights eachdirection including six to the west coast. There were two flightsa day between DET and CVG via TOL and DAY.

April 1943 map of T&WA's routes (before new additions)

THE YEAR 1943

Following the air mail investigation and cancellation of contractsin 1934, the Army flew the mail. In May of that year the contractswere re-awarded (at a reduced rate of pay) to the airlines. T&WAlost the spur route between AMA and STL vis OKC and TUL plus theextension from LA to SFO. In 1937, mail (CAM#37) and passengerservice was authorized between SFO and Winslow via Fresno and LasVegas. In 1938, Boulder City was added as well as an extension toPhoenix (CAM#38). The service to PHX was dropped in early 1942.In 1939, mail was authorized between CHI and LGA (CAM#44) and, in1942, on the flights between DET and STL (CAM#58).

On 8/16/43, T&WA was awarded CAM#61 - mail (and passenger) servicefrom Columbus to Washington, D.C. via Dayton and Wheeling. ChuckHoesel flew the inaugural westbound, Ray Wells (from Troy toCMH) and Bob Strait (CMH to DCA) loads of mail east. The Wheelingstop was delayed until 1946 (Bob Wittke flew the inaugurals bothdirections).

SFO-based crews flew the CAM#38 route to Phoenix and return (itwas limited to a daytime VFR operation direct Fresno to BoulderCity) and when the PHX leg was dropped the company decided toclose the domicile in June of 1943. The pilots (Bill Dowling andJim Moser) and copilots (Bill Harrison and Cy Stewart) signed aletter of protest to LA Council Chairman Hal Hess protestingthis action. However, there was a reprieve on 9/15/43, with achange in CAM#37 - mail service was authorized from Winslow toLA via Boulder City and then to SFO via Fresno and Oakland."Buck" Buchanan flew the mail INW to BLD, Jim Moser on to LA andPaul Bracken up the coast. On 10/1/43 was another importantchange with CAM#2 (T&WA's main route) - service from Winslow toPhoenix to LA was authorized. Ted Moffitt flew the first load ofmail eastbound; Walt Seyerle the first load westbound into PHXand "Chick" Chakerian the first on to LA. Other than the additionof Topeka in 1944, these were the only changes in T&WA's routestructure until the PIT-BOS addition in May 1945.

Although it was now a USAAF C-69, the first Constellation off theproduction line was flown on 1/9/43 by Eddie Allen. Like theDC-1 maiden flight in 1933, it had an inauspicious beginning. Theplane was flown from the Lockheed plant in Burbank to Edwards DryLake. The gear was left down on purpose for the ferry flight,which was followed by a series of takeoffs and landings. Shortlythereafter it was grounded due to serious problems with the 3350engines. Uncontrollable engine fires had plagued the B-29 (EddieAllen was killed in a crash of same) and the C-69 stayed put forseveral months while engineers worked on the problem.

Compared to 1942 when 363 pilots were hired by either the Domesticor ICD Divisions, 1943 was a lean year as only 67 men were addedto the now-merged seniority list. Bob Mabrey (to pilot 1/6/43)was the first and Neuman Ramsey (hired 4/19/43) was junior man atthe end of the year. There were further additions until May 1944.

ALPA records are probably incomplete for the T&WA MEC and localcouncil officers during the year 1943. One account has thefollowing: MEC Chairman and also LEC Chairman at MKC was Stan"Toots" Kasper. Also representing MKC were Bob Kadock, as Senior

73

THE YEAR 1943

1st Officer and Gail Storck the Junior F/O. Hal Hess was theonly man listed at LA (as Chairman) and Felix Preeg for NY (ICD).Jack Schnaubelt was LEC Chairman at CHI with Al Holstrom theSenior F/O. LGA had the most listed with Walt Smiley Chairman,Vice Chmn Dave Wadsworth, Councilmen Horton Hale and Frank Saylor,Sr F/O Tom Lynch and Jr F/0 John Kennedy.

In July 1943, T&WA together with 15 other domestic airlines,issued a "Declaration of Policy" on international transportation,urging the government to accept five principles. These principlesoutlined their intent, in the post-war years, to break the Pan Ammonopoly for world-wide air travel. T&WA applied for the right tooperate the following Trans-Atlantic route: "From the co-terminalsCHI, DET, and BOS and the co-terminals DCA, NYC and BOS to theco-terminals London and Paris over alternate routings includingvia the Azores and to Cairo via the Azores". It would be about 2½years before much of this request became a reality (the initialroute award was by way of Ireland and Paris, which began in 1946).

T&WA was also looking for possible expansion into South America.In October 1943, it purchased what was to be 22% interest in TACAAirways for $1,350,000. TACA was organized and developed by Mr.Lowell Yerez in 1931 and was recognized as the largest air carrierof freight in the world. TACA owned capital stock in numerouscompanies in Honduras, Nicaragua, Costa Rica, El Salvador andBrazil. T&WA also arranged for the purchase of a 9% directinterest in Empreza de Transportes Aerovias Brazil, S.A., fromTACA. The CAB authorized T&WA to operate into the followingstops on the transcontinental route: Grand Canyon, AZ., Columbia,MO., and Lancaster, PA. - when conditions permit. On 10/11/43, anall-cargo flight was inaugurated between KC and LA. On 11/15/43,this was extended both directions, from NYC to SFO. This was thenation's first transcontinental cargo flight and departures werementioned as "shortly after midnight".

In addition to the ICD operation in 1943, T&WA's other war servicesincluded: operation of military aircraft in transport servicewithin the US; training of pilots, navigators and other flight crewmembers; technical training of Army ground personnel such asradio operators and mechanics; a modification center for militaryaircraft; experimental tests of aircraft fuels; radio performancetests; maintenance and overhaul service for military aircraft; andassignment of trained technical personnel to the Army for specialprojects. Total cost to the government was about $15,000,000. T&WAreceived less than 3% of this amount in fees for those services.

It would be impossible and impractical to compare dollars earnedor loss in 1943 with those of 1993 - a modern contract with anestablished outstanding athlete or entertainment star for a fiveyear period commands more income than T&WA's total worth in 1943($24,916,409.87). However, the company was making and savingmoney for future equipment. Payload factor (ratio of ton milesflown to available ton miles) was 90.9%, passenger load factorwas 89.2%. Total operating revenues ($19,213,000) exceeded totaloperating expenses ($15,821,000) for a net income of $3,392,000.A total of $3,172,525.94 was invested for future equipmentreplacement. Also, on the Domestic Division, there was not aCAA-type reportable accident. 1943 was a good year for T&WA.

74

GEORGE G. "CY" GATES1905 - 1978

Capt. George G. Gates was born on Gates Ridge of Limestone Hill about 20miles south of Parkersburg West Virginia, (as he said) "By God West Virginia),where they are "In-by-God dependent". In this isolated area there was no schoolso his mother, who had been a teacher; taught him and he had no playmates exceptan old coon hound named Drum. When he was 12 the family moved into the city ofParkersburg where he passed a test to enter high school. The city kids consideredhim a hill-billy and dubbed him "Cy", the name that stayed with him the rest ofhis life. His mother had taught him to play the piano and in high school he learnedto play trumpet and became second trumpet in the Parkersburg town band. When acircus came to town their trumpet player became ill and they hired Cy as replacementand he stayed on to travel with the circus for a short time. He went to collegein Morgantown, WV, then pursued his trumpet playing career.

I don't remember the exact sequencing of events but they included joininga traveling show troop which went from town to town performing plays and musicals,he had his own Dixieland jazz band, was trumpet player with Eddie Peabody's bandfor quite a long time and played the Broadway circuit with musicians such asRed Nichols, Miff Mole etc.

During the depression he found himself playing in a pavilion in Coney Islandfor the same pay as he received on his first job in New York and decided thiswas not progress so he should look for a different line of work. He saw an adin the paper for an aeronautical engineer at Parks Air College in East St. Louis.He answered it telling them he was one. He received a letter asking him to comefor an interview, bought a book on how to build an airplane which he read on thetrain enroute to East St. Louis and when he got there he got the job. This iswhere he learned to fly and went into barnstorming and air shows. For air showsand sky writing he had a Curtis Robin. For barnstorming he had a 7 passenger CurtisThrush and wore white uniforms when flying passengers. With a partner, he owneda 21 passenger Keystone Patrician, the largest plane in existence at that timeand later owned by Al Heath.

At the beginning of World War II he flew with the Civilian Pilot TrainingProgram, then joined Transcontinental & Western Air in February of 1942. He flewuntil August, 1958, when he was injured in an automobile accident and was no longerable to work.

[The above sent in by Honorary TARPA Member Beth Gates Miller. Beth, hiswife, was also severely injured in the accident but worked for years with TWA.I remember her as always efficient, courteous, quiet, competent and helpful. Cywas a legend to some of us for having made an unscheduled stop at Harrisburg fora meal which the Company took a dim view of.]

CHARLES TILLINGHAST - 1976: "DEREGULATION NOT THE ANSWER"By Bill Dixon

With the U.S. airlines apparently racing each other to the financial trash-heap, a prediction by Charles Tillinghast in 1976, two weeks before he retiredas Chairman of TWA, is becoming unfortunately prophetic.

In a speech to the National Press Club, Dec. 8, 1976, on the present stateof the industry and what lies ahead, Tillinghast stated that the disappearanceof "the original concept of balanced competition and regulation on which the world'smost efficient air transport system was built, will ultimately lead to the partialnationalization of the nation's airlines."

He pointed out that in spite of the meager and uncertain earnings of thepast, "deregulation is not the answer. What the airlines really need", he continued,"is LIMITED competition and LIMITED regulation.

How true his forecast is turning out to be!

75

Curtis Thrush

Curtis Robin

Keystone Patrician

4 Dogwood CtSapphire, N.C.March 21, 1993

A. T. HumblesRt 2 Box 2900Belhaven, N.C. 27810

Dear A. T.:

The one man who has done more for TWA operations than any otherman that I have met is Gordon Granger. He is now suffering withcancer of the throat. He has had several operations and Doctorshave recommended that his voice box be removed but he has refusedthis operation. He is constantly in pain and takes medicine forrelief.

Gordon was hired in the ICD operation and after returning to theTWA domestic operation did much work for the ALPA Safety Committeeespecially pertaining to the Martin Aircraft.

I first met Gordon and had the pleasure of working for him asCheck Pilot when he was assigned as Chief Pilot of our Cairo, Egyptdomicle in 1953. (Joe Carr went to Paris to assist Vice PresidentLarry Trimble) We had two great years working and playing togetherScuba diving in the Red Sea(we went to 250 ft) and found an ancientunderwater city off the coast Of Alexandria(300 B.C.)

In 1955 Gordon went to Paris when Joe Carr went back to the US.

On Oct 29, 1956 while I was vacationing in Switerland I received acall to report to Airport immediately for duty. (This was the in-vasion of Egypt caused by the Suez Canal crisis) Gordon with onlya Flight Engineer arrived from Paris in a L749A Constellation andpicked me up for his copilot to fly nonstop to Cairo to evacuateTWA personnel . We left Geneva at 1931 GMT, flew nonstop to off thecoast of Alexandria where we were told to hold. (We could see theUS 7th fleet ships below us as we circled.) Gordon demanded permissionto proceed to Cairo but after holding for a couple of hours andbeingcontinually told to leave, were told that they would shoot us downif we did not comply. We landed Athens after 8 hours and 18 minutesof flying and never did get permission to proceed to Cairo. Weekslater permission was given for a flight to land at Benghazi and TWApersonnel were bussed there and Gordon flew the Constellation.

The route proving and provisioning to Manila via Bangkok were allflown by Gordon with the FAA and the Manila Inaugural flight Jan 58.Gordon and I were in Ceylon for a number of weeks route qualify pilotsto Manila.

In 1958 Gordon Was asked to go to Kansas City to work with EngineeringDept for the oncoming Jet Age. He organized a group of TWA Specialistin the Jet operation and scheduled meetings at all our overseasterminals inviting the local carrier to co-host the meeting. (LondonBOAC, Paris Air France, Geneva Swiss Air, Rome Air Atalia, AthensOlympic, Frankfurt Lufthansa, Madrid Iberia, Lydaa El At, Cairo AirEgypt.. Every aspect of the coming jet age, terminal facilities, foodservice, traffic control, holding procedures, individual approachprocedures for every terminal. The local controlers and tower

78

open for questions and discussion. (Required runway versus temperatureand length of flight. The material was presented by each member ofhis group with Gordon as the Chairman. These meetings continuedfor a number of weeks and laid the groundwork for International JetOperation. It advanced the thinning of all concerned and smoothedout the bumps by getting people to think in advance of the problemswe faced:

Gordon supervised and steered to approval our first cockpit navigationsystem with our Doppler and Loran program

Gordon and his crew Gail Storck, Jerry Zerbone, Dale Beebe weredirectly responsible for our successful entry into the jet age.Gordon flew the first TWA jet 707 proving flight to Paris LeBourget.Gordon sacrificed his home life with endless trips to Boeing andLockheed.

He was never accorded a vice presidency which he richly deserved.Now let us, his fellow pilots, let him know we appreciate the untoldhours he spent to make our lifeswork easier, safer, and happier.

Sincerely, Neal Lytle

RETIRED CAPT. ROY CHAMBERLIN AUTHORS SAFETY STUDY FOR ASRS

BY BILL DIXON

Capt. Roy Chamberlin, who retired in 1986 after 33years with TWA, currently is an aviation safety analyst forthe Aviation Safety Reporting System, which is administeredby NASA . and located at Moffett Field, Calif.

A member of the ASRS staff (Includes several retiredairline pilots) which analyses the approximately 3000i ncident reports flowing into ASRS monthly from air carrierand general aviation pilots, Chamberlin also conductsspecial studies of high profile problems revealed by thepilot submissions.

His latest study - "Rejected Takeoffs: Causes, Problemsand Consequences", was printed as the lead article in the'January 1993 edition of the Flight Safety Digest, apublication of the Flight Safety Foundation.

Using actual incidents as a basis for his research,Chamberlin concluded that "Rejected takeoffs involvemultiple risks and require a high level of pilot perception,judgment and procedural skill." The focus of his study wason the human factors associated with rejected takeoffs.

Capt. Chamberlin has logged more than 22,000 flighthours in many types of aircraft, including the B747. He wasgeneral manager-flying at San Francisco at the time thedomicile closed.

79

BLUIE-WEST-ONE.. WONby Goldy Goldthorpe

Why the Air Corps named the airport at the tip of Greenland "Btuie-West-One" I donot know. It could just as well have been called KeeKee-West-One after that Artiebird so often referred to up there in those days. However either 'KeeKee' or 'Blade'is easier to pronounce than Julianehaab , the nearby Eskimo village.

Anyway, early in WW2 Capt. Ernie Gann and his crew were being briefed about theirdestination, a brand new airport on the tip of Greenland:

"There are three fiords. You will. notice all three Look exactly alike, but onlyone is the right fiord which Leads to the field. The others are dead ends and you areadvised to stay out of the them unless you have Learned how to back up an airplane.

"The field, which we call Bluie-West-One , is 60 mites up the correct fiord at thebase of the ice cap. About 30 miles up the correct fiord you wilt see a wreckedfreighter on the north side. If you do not see that freighter you are in the wrong fiord.

"You will not actually see the field until you have made the Last turn around thecliff. It's a single runway with quite an incline. You Land uphill and takeoff downhill, regardless of the wind." (From "Fate Is The Hunter" by Ernest K. Gann)

A year or so Later an ICD C-54 Left Stephenville bound for that same airport. TheCaptain was Joe Grant, the F/0 Ray Jennings and I was the radio op. As we ap proachedGreenland the mountains slowly arose on the horizon. They were massive in size andtowering in height and were crowned with a spectacular cap of ice and snow which alsostreaked the nearly vertical sides Like strips of tinsel on a Christmas tree.

Homing on the "SI" range Located on a small, rocky island called Simutek, thecorrect fiord appeared just ahead and, sure enough, there was the wrecked freighter.The fiord then turned to the Left, widened and ended in an enormous bowl almost fittedwith cold, green water. To the right was the airport its single runway climbing uprising more and more steeply until running into the mountain's blunt base.

During the brief Layover I visited the radioroom meeting some of the G.I.S weregutar-lycontacted on Atlantic crossings. Like the operators on the storm tossed Weather Shipswho we also 'worked' every trip, it was good to know they were on watch out there.

It was Late when we Left. Surrounded by mountains BW-L lay in a deep shadow. Howeverblue sky appeared directly above and the setting sun splashed tight on the upper ha lfof the mountain to the east. To save time Capt. Grant elected to make a circling climbto the summit rather than returning through the fiord. On reaching cruising attitudeand heading for Iceland we had a close up view of the ice cap itself. Huge rites ofwind swept snow and Large patches of broken ice contrasted against the dark and jaggedmountain peaks reaching skyward. It was an eerie yet wildly beautiful sight.

Many years Later, riding passenger on a Polar flight, Hostess Joy Ellis advised methat the Captain, my good friend John Niven, would Like to see me in the 'front office.'As always, the warm, relaxed and softly Lighted cockpit was a relief from the bustlingand brightly Lit cabin. After some conversation, John pointed ahead and to the right.

"I thought you might be interested in seeing that."It was a clear but moonless night velvet blackness extending all around. Peering out

the side window I could just make out the bulk of Greenland rising above the invisableocean its ice cap shimmering in reflected star light...silent , somber and sinister.

Suddenly I saw, or thought I saw, a flash of Light below. Was it a caretaker's torchas he patrolled the abandoned airport or the Lantern of a ghostly watchman on the deckof the wrecked freighter still lieing in the correct fiord? Greenland gets to you!

But to return to ICD days, my last trip to BW-1 was in 1944. The Captain was myfriend Vernon Lowell. We were enroute from Iceland to Stephen

ville when, because ofmarginal weather in Newfoundland and Labrador, Capt. Lowell decided to Land at BW-lfor additional fuel. Flight Control questioned this. Did we really have, to divert?

Later, after clearance had been received and we were headed for the famous fiord,Vern explained :

"Well, I thought it over and, you know, Bluie-West-One...WON!"

80

JACK N. ROBERTSON11221 NORTH 55th STREET

SCOTTSDALE, ARIZONA 85254

March 25, 1993

Dear A. T.

We had our monthly pilot luncheon last Tuesday, the one arrangedby Hary Mockler. Harry advised all that you were not renewingyour contract as TARPA editor and also told us about your bloodclot scare requiring your first ever stay in a hospital. Thereally good news, of course, was that it cured itself andeverything ' s fine. We're all very pleased that it turned outthat way.

As to your no longer being our TARPA editor, I ' d like you toknow that this TARPA member is most appreciative for yourcontribution in that role. First, you've got to have some talentin that area and then comes the time consuming hard work. Youdid a great job for all of us and I, for one, looked forwardto receiving each copy and reading every word. I'm sure thereare hundreds like me, but dislike letter writing and probablywon ' t bother to write.

Like yourself, I too have never been to a hospital except tovisit and have never had a broken bone. I'd better find somewood to knock on real fast. Speaking of hospitals, rent themovie "The Doctor" if you haven ' t seen it.

Again, thanks much for your past efforts on our behalf. Andbest wishes to you and yours for good health, happiness andsome degree of solvency under the Bill and Hillaryadministration.

P.S. I just bought this word processor and am trying to learnhow to use it. The manual that came with it might as well havebeen writing in Greek. I see on the CRT above that I impliedthat I went to a hospital to visit the hospital when, of course,I went there to visit someone who was a patient there.

Jack Robertson

81

Page 4C— February 12,1993 The Sun Newspapers .

sidered to save the aviation in-dustry — not just the airlines inneed, but the aircraft manufac-turers as well?Boeing and McDonnell

Douglas are suffering billions inorder cancellations, and the im-pact is costing more than jobswhen the loss of foreign salestips the balance of tradeadversely.

Past federal loans were ap-proved for Chrysler, Lockheed,and even Harley Davidson. Notonly were the loans repaid withinterest, but the solidarity of allthree private companies hasremarkably challenged foreignimports while saving jobs fortax-paying citizens and corpora-tions. Can a similar track recordbe said of the savings and loandebacle?

I may sound protective and Iam! We provide 47 percent ofall airline passenger revenuemiles in the world. With such avaluable resource, why wouldwe give any of it away to foreigncarriers, when they can offernext to nothing in exchange?

Deregulation brought on thenear total demise of the airtransport industry in the nation.Jack Danforth asserts he wouldbe forced to vote against it if itwere offered again. Free entryhas only produced one suc-cessful carrier - SouthwestAirlines — while we havewitnessed the departure ofdozens of stalwart carriers byfailure or forced mergers.

If survival of the fittest is op-erative in the airline industrytoday, then support of the sur-vivors should be of concern toair travelers and the govern-ment as well.

Wake up America. Congressand President Clinton should belobbied by the voters, not for-eign interests or deviant en-trepreneurs seeking to profitwith unbridled business tacticsin an industry more demandingof stability than any of our na-tional resources. Fiscal solvencyis inextricably related to publicsafety as well as profit.

W.H. Gunn is a Fairway resi-dent, a retired 39-year TWApilot, an assistant professor ofpsychiatry and adjunct pro-fessor of aviation.

TWA PROGNOSIS: GOOD TO EXCELLENT -- PROVIDED ??

The virus suffered by TWAunder private ownership hasbeen eradicated. Recovery nowrests with the vast numbers ofdedicated active and retiredemployees, all of whom are nowenergetically optimistic inbringing about the return of"their airline" to world lead-ership in the air transport in-dustry.

The near demise of TWA, at-tributed to the avarice of a"corporate raider" and the ill-conceived, ill-timed devastationof deregulation, has been cir-cumvented by crucial sacrificesof the employees and interven-tion by Sen. Jack Danforth,blocking the asset liquidationplans of Carl Icahn.

Gratefully, the Icahn era ishistory. Now the spirit of TWAwith new leadership is deserv-ing of support from all quarterswhere the airline has served thepublic domestically and interna-tionally.

Pan Am, sadly, is history.TWA came ever so close to trail-ing Pan Am. Pre-deregulation,both carriers led all foreign air-lines in world travel — andwithout any subsidy. Truly, anexample of "capitalism atwork." Foreign airlines may ap-pear to be private corporations,but don't be fooled. Even BritishAirways would find Her Majestyand Parliament hastening totheir support before they wouldpermit the airline to suffer thefate of Pam Am!

Try this logic. If a foreign air-line (such as KLM) determinedpart acquisition of a U.S. airline(Such as Northwest) was a valu-able investment, why should notour federal government? Afterall, Clinton campaigned on gov-ernment investing in jobs andindustry, so why would it notfollow that federal loans be con-

GUESTCOLUMN

WaltGunn

82

As a regular member of the Friends of the Air Force Museum you receive a 15%discount on books and the gift shop, calendar with beautiful 8X10 pictures ofolder and newer aircraft and a quarterly news magazine. Yearly dues are $24. Makechecks payable to The Air Force Museum Foundation. Address: The Air Force MuseumFoundation, Inc ., P.O. Box 1903, Wright-Patterson AFB, Ohio 45433.

A worthy cause where donations are tax-deductible and a good place for memorialsto deceased friends is our own TWA Pilots Retirement Foundation c/o Capt. RobertR. Thompson, S/T, 807 W. Hintz Road, Arlington Heights, IL 60004.

"WILL FLY FOR FOOD"

T SHIRTS

THE SAME KIND YOU SAW AT THE

SAN DIEGO CONVENTION

THESE SHIRTS ARE ONLY $12.00 S & HINCLUDED. ALL PROCEEDS OVER AND

ABOVE TARPA'S COST WILL BE DONATEDTO THE TARPA RETIREMENT FUND. IF YOU

WOULD LIKE TO SEND MORE THAN $12.00IT WILL ALSO GO INTO THE FUND IN YOUR NAME

SEND NAME ADDRESS AND SIZESM, MD, LG, EX LG OR EX EX LG

PLUS CHECK OR MO. TOBILL KIRSCHNER

P.O. 5356STATELINE, NV. 89449

NO SWEAT!WHO NEEDS A PHSICAL FITNESS PROGRAM!Most of us get enough exercise by:1. Jumping to conclusions.2. Flying off the handle3. Knifing friends in the back4. Dodging responsibilities5. Bending rules6. Running down everything7. Circulating rumors8. Passing the buck9. Stirring up trouble10.Sawing logs11. Shooting the bull12. Polishing the apple13.Digging up dirt14. Slinging mud15.Throwing our weight around16. Beating the system17. And pushing our luck

Now we wonder who sent this in!

Now that we are all keeping our fingerscrossed that TWA will survive and prosper,those of you who do not use the TWA Identitychecks might be interested in doing so. Youreditor has used them for years and I thinkmake very good advertisement for TWA and aregood conversation starters.

Imprinted on the checks is the Boeing 767and are attractive. I find their cost comparesfavorably with what my bank charges.

83

NEW MEMBERS & SUBSCRIBERS --- WELCOME04-07-1993--------------------------------------------------------------------------------------------------------------------------------------

BOLTON, EDWARD T. NAVIG (ISABELLA)995 CONTINENTAL DR.MENLO PARK CA 94025415-854-3437

(R) FINDLAY, JAMES CAPT.97 SAN MARINO DRSAN RAFAEL CA 94901415-485-1424

(A) KAJENSKI, WALTER J. F/0 (MICHELINE)P.O.BOX 1497CENTER HARBOR NH 03226802-885-8452

(R) LEWIS, HOWARD B. CAPT (MILLIE)1017 N.NEW ST.WESTCHESTER PA 19380215-692-5570

(R) NEVINS, PETER G. CAPT. (JUDY)1693 ANNE CT.ANNAPOLIS MD 21401410-849-5664

(A) ROHLFING, JOHN A. CAPT (GINNY)1113 BARNESWOOD DR.DOWNERS GROVE IL 60515108-971-0991

(R) COLEMAN, GEORGE F. CAPT (JEAN)2014 W.91ST STREETLEAWOOD KS 66206-1902913-649-0032

(R) JINNETTE, EARL F/E (WANDA)13 LAUREL OAKS CT.CALPINE CA 96124916-994-3537

(A) KALJIAN, DAN CAPT601 JUNIPERO SERRA BLVDSAN FRANCISCO CA 94127415-331-1064

(R) McWHORTER, JEFF CAPT. (CAROLE)13 LAUREL OAKS CT.LAKE ST. LOUIS MO 63367314-625-8894

(R)PETLAK, NESTOR CAPT (MANUELA)147 HOLMES AVE.DARIEN CT 06820-3817203-327-7760

(S)WAHL, MARY M. PETER E.3125 N.E. 8th AVE.BOCA RATON FL 33431407-395-2967

(R) WURSTER, GERALD CAPT (JOAN)RR #1-BOX 168-ALENOX IA 50851515-333-4288

OLD TIMERS NEWSNot to be outdone by the other two members of the "Three Musketeers" of the

air mail, Harry Campbell exhibited his unusual skill as a swimmer and high divernear St. Louis last week. Harry made a record dive from an altitude of 1200 feetusing a chute for the first part of the dive. He has received wires of congratulationfrom Gertrude Ederle and Johnny Weismuller, famous swimmers. Johnny advised Harrythat in swimming circles it was not considered good form to land on your face.Harry merely replied, "The mail went through!"

84

04-07-1993

(H) AIKIN, BASIL (MONTY) MRS (HAROLD)118 E BRIARCLIFF RDKANSAS CITY MO 64116813-714-6342

(H) BOLLINGER, EDITH MRS (RALPH, P.)200 SEVEN OAKS RD.#19BDURHAM NC 27704-1147601-544-5466

(H) FABER Jr, ANNE D.9017 DRY DOCK DR.LIBERTY, MO 64068816-181-1900

(E) GLAESER, ERNEST H. FIE913 NW 70TH ST.KANSAS CITY, MO 64118-1068816-741-4971

(R) HAWES, A.R. 'DICK' CAPT.550 LINDSEY LN.KALISPELL MT 59901-8711406-752-3134

(R) HODGES 111, WILLIAM H. F/O (LETA)224 LAUREL LANEPONTE VEDRA FL 32082904-285-9262

(R) KOCH, DAVID H. CAPT. (JOAN)2061 WAVERLY CT.HENDERSON, IV 89014102-435-6066

(R) McKINNEY, DONALD E. CAPT. (BARBARA)40575 WHITTIER AVE.HEMET, CA 92544909-658-2318

(A) REID, WILLIAM J. CAPT. (MARILYN)2062 POLO GARDENS DR., #302WEST PALM BEACH FL 33414-2008305-230-0094

ADDRESS CHANGES & CORRECTIONS

(R) BELGUM, ARNOLD L. (ARNE) CAPT (IRENE)5050 CONTE DRCARSON CITY NV 89701-6566102-265-5782 FAX 702-265-5778

(H) BRUBAKER, JANE MRS. (HARLEY)RR #4, BOX 4242HAYWARD, WI 54843715-462-3194

(R) FALK, BLAINE CAPT. (BEATRICE)106 ESSEX KNOLL DRIVEMOON TOWNSHIP PA 15108-3224

(R) HALEY, JOHN M. CAPT5125 WAGON MASTER DR.COLORADO SPRINGS CO 80917719-

(R) HERENDEEN , BOB D. CAPT. (JACQUELINE)11780 PUERTO ORO LANE

, CA 92065619-189-6154

(R) HORSTMEYER, V. S. CAPT. (MARY)3403 W 87TH STLEAWOOD KS 66206-1638602-998-1915

(R) McGLASSON, BRUCE F/O2611 OLD RIVER RD.EASTON, PA 18042.215-258-0327

(H) MOELLER, MARLENE N.323 PARADISE LANEEDGEWATER, FL 32132904-427-9285

(R) RUDE, JAMES A. CAPT. (PATTI)8773 MIDNIGHT PASS RD.,#403SARASOTA, FL 34242 (JAN-JUN)813-349-5634

(K) SAUNDERS, CLIFFORD E. CAPT. (FAITH)25802 CALLE RICARDOSAN JUAN CAPISTRANO, CA 92675 85714-489-1440

(R) SCARBOROUGH, JOHN CAPT KATHERINE9TH FL 376 HSIN-NAN SECT 1LUCHYTAOYUAN HSEIN TAIWAN ROC TPEOIBR407-267-8239?

ADDRESS CHANGES & CORRECTIONS04-07-1993

(R) SHERWOOD, WILLIAM H. F/E (MARY)P 0 BOX 126PLEASANT HILL, MO 64080-0126816-987-2770

(R) STAMBOOK, RICHARD E. CAPT. (NETTIE)8650 VILLA LA JOLLA DR $1LA JOLLA CA 92037-2361619-759-1342

(A) WALKER, ERIC F. CAPT.31926 45TH PL SWFEDERAL WAY WA 98023-2191

(R) SMITH, ROBERT B. "BOB' CAPT. (DOLORES-'DIZ')C/O Bill GlennRR 5 Box 5397Towanda, PA 18848

(H) STAPLER, LOUISE MRS (JOHN B)2026 W. BEACON AVE.ANAHEIM CA 92804-4406

(H) WILLIAMS, DOLORES MRS. (BILLY)7018 CURLEW RDSARASOTA FL 34241-9352813-383-3262

(R) WINTERS, JOHN R. CAPT. (CONSTANCE)580 NO. WAYNES RIDGE CIR.CAMANO ISLAND WA 98292

GEORGE TOOP enjoying life in the rain forest.

86

1993.05.TARPA_TOPICS

Documents