1995.07.TARPA_TOPICS

GRAPEVINEby Hank Gastrich

MORE...CONVENTION ' 95

...COME HAVE FUN...IN.....

...PALO ALTOJULY 1995THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

"She Flew Like A Dream"

CONTENT

TARPA TOPICS THE MAGAZINE OF THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA*

FEATURE ARTICLES: DEPARTMENTS:

THE MIRACLE PRESIDENT'S MESSAGEby Bill Dixon 310 Dave Davies, Pres.

"SHE FLEW LIKE A DREAM"from THE SKYLINER-1944 13

SECRETARY-TREAS. REPORTDick Davis, Sec-Treas. 4

THE LAIRD SPEEDWING EDITOR'S DESKby Jim Rollinson 5Chuck MacNab31.

TWA'S HIGH TIME 747's FLOWN WESTfrom AIRWAYS magazine 2535 by Bob Widholm

THERES EXPERIENCE TARPA TOURS

courtesy of Matt Reardon 5339 by Chuck Hasler

CONVENTION UPDATE HEALTH NOTAMSfrom Convention 95 Committee 5747 by Bob Garrett

GRAPEVINEby Hank Gastrich 63

TOPICS MAILBOX 89

NEW MEMBERS 95

Material contained in TARPA TOPICS may be usedby non-profit or charitable organization. All other useof material must be by permission of the Editor.

All inquiries concerning this publication should beaddressed to:

Capt. Charles E. MacNab, EditorTARPA TOPICS1865 Penny Royal LaneWentzville, MO 63385

Cover.: Lockheed Constellation as depictedin the SKYLINER, April 1944 edition.(photo, courtesy Capt. Ole Olson)

TOPICS is an official publication of TARPA*, a non-profit corporation. Editor beam no responsibility foraccuracy or unauthorized use of contents.

Published 3 times a year by the ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

DEDICATED TO THE PIONEERS OF TODAY'S TRANS WORLD AIRLINESWHOSE VISION. EFFORT AND PERSEVERANCE MADE IT ALL POSSIBLE.

WE EXPRESS OUR SINCERE GRATITUDE.

TARPA is incorporated as a non-profit corporation under the non-profit corporation laws ofthe State of Nevada. As stated in Article II of the By-Laws, its purpose is social, recreational,and non-profit, with a primary goal of helping its members to maintain the friendships andassociations formed before retirement, to make retirement a more productive and rewardingexperience and to assist those active pilots approaching retirement with the problems that areinherent in the transition from active to retired status.

OFFICERS AND DIRECTORS. 1995

EDITOR:

GRAPEVINE EDITOR:

HISTORIAN & CONTRIBUTING EDITOR:

Charles E. MacNab, 1865 Penny Royal Lane,Wentzville, MO 63385-4302 (314) 327-1999Henry E. Gastrich, 2480 Hilton Head Pl.,#2145,El Cajon, CA 92019-4458 (619) 588-2578Edward G. Betts, 960 Las Lomas, PacificPalisades, CA 90272 (310) 454-1068Robert W. Widholm, 286 Bow Line Drive,Naples, FL 33940 (813) 261-3816B. H. "Bob" Garrett, 1008 Gen. George PattonRoad, Nashville, TN 37221 (615) 646-3248William C. "Chuck" Hasler, 8 Rustic Way,San Rafael, CA 94901 (415) 454-7478

FLOWN WEST COORDINATOR:

HEALTH & MEDICAL COORDINATOR:

TARPA TOURS COORDINATOR:

PRESIDENT233 S. E. Rogue River Hwy, Grants Pass, OR 97527

FIRST VICE-PRESIDENT521 W. Citracado Pkwy, Escondido, CA 92025-6412

SECOND VICE PRESIDENT1201 Phelps Ave., San Jose, CA 95117-2941

SECRETARY/TREASURER449 Santa Fe Drive, #200, Encinitas, CA 92024

SENIOR DIRECTOR848 Coventry Street, Boca Raton, Fl 33487

DIRECTOR , TOPICS EDITOR1865 Penny Royal Lane, Wentzville, MO 63385-4302

DIRECTORP. O. Box 3596, Stateline, NV 89449

DIRECTOR1622 W. Canterbury Ct., Arlington Heights, IL 60004

EX-PRESIDENT8 Belleview Blvd., Apt. 207, Belleair FL 34616

DAVID M. DAVIES(503) 476-5378

CARL M. SCHMIDT(619) 745-2241

ROBERT C. SHERMAN(408) 246-7754

RICHARD A. DAVIS(619) 436-9060

HARRY A. JACOBSEN(407) 997-0468

CHARLES E. MACNAB(314) 327-1999

WILLIAM A. KIRSCHNER(702) 588-4223

FRED G. ARENAS(708) 398-1331

JOHN P. DONLAN(813) 461-4721

NOTHING REPLACES GOOD JUDGEMENT ON THE FIRING LINE!

TARPA TOPICS....JULY 1995.. PAGE 2

David M. Davies233 S.E. Rogue River Highway

Grants Pass, OR 97527

PRESIDENTS MESSAGE

The time is moving along faster and faster, or so it seems. Maybe its the disastrous events that aretaking place but whatever it is I wish it would slow down. The main event in our Tarpa social lifewill be here before we know it and maybe that is good. Plans for the convention are in place, theleader of the CO-Chair group has stopped stuttering in Vista Color so guess its reservation time..Isincerely hope everyone is planning on coming to Palo Alto to join in the festivities put on the platterby Bill Kirschner, Ray Hallstein, and Terry Rager. Full details will be found elsewhere in this issue,so pick out your preferences and send in your sign up sheet.

Our by-laws direct us to be two years ahead in planning and we are striving to get back on thatschedule. Hotel management has been extremely reluctant to extend out that far with thecommitments we are looking for but hopefully that situation will correct itself with the economyslowing down and making negotiation more realistic.

Ev Green, our Convention Chairman has informed me it is time for someone else to step in and pickup the mantle, and so he will be resigning when ,the '97 ' site and new chairman are in place..I invitethe membership to send in any suggestions for future sites that would interest our membership. Ibelieve with the off-line travel programs that are in place now we can very seriously consider placesother than TWA on-line locations. Send your ideas to any board member, they will be sent to Ev'sattention.

There is a larger than normal lag in membership renewals, so a friendly reminder, make the treasurerhappy and send the check. Our membership drive has added holders and applications in all the crewready rooms for the use of the line pilots.

A point of information that may not be in the schedule of events; there will be a team of reps at theConvention to supply information and answer questions on long-term care for those that areinterested. Notices will be posted.

Jay Schmidt sent me some newspaper articles about the salmon run off the southern coast of Calif. Ididn't have the heart to send him the pictures of the salmon jumping in the boats located in theRogue River, just above my house.

Look forward to seeing everyone at the PALO ALTO Convention,and Please gentlemen KEEP AN EYE ON THE AIRSPEED.

Best Regards,


Richard A. Davis449 Santa Fe Dr. #200Encinitas, CA, 92024

July 1995

Secretary / Treasurers Report

This is the slow period in the life of the secretary/treasurer.Most of the work load, dues, the convention, etc. comes at the end of

the year. Now I have time search through the records, and come upwith any trends or other interesting goings on.

This year the dues have been arriving slowly. Using round

numbers, of the 2000 odd members, about 500 are Eagles orHonorary members. 1000 of the remaining paid their dues after theNovember issue of TOPICS. 200 more paid after the "emergencycheck list" was inserted in the March issue. 200 more paid afterreceiving a personal post card. 100 still owe and probably won 't get

to read this. Last year at this time only 30 had not paid.

I get a lot of pleasant short notes with the initial payments.They changed with the Check List to, "I thought I'd paid this", or "I'mgetting forgetful in my old age". After the postcard they changed

again to, "I thought my wife paid this". Most, but not all by any

means, were late paying last year also. Strangely enough, five

months later, a lot of the slowest payers manage to find the envelopethat was included in the November issue of the TOPICS.

There is the other side of the coin of course. Contributions by

Eagles, Honorary and extra payments by regular members amountedto $3985.00 since the November issue, and most of that was early inthe year. Enough for a good chunk of our postage cost. (And

postcards)

If this sounds like I'm griping, I'm not ! I enjoy this job. Itkeeps me out of the rocker on the porch.

Have a good one !

R.A.DavisSecretary/Treasurer


• EDITOR'S DESK •

In keeping with the recent celebrations of the World War II "era, " and because so manyTARPA members flew this historic aircraft, we have decided to feature the "Connie" in thisissue of TARPA TOPICS. We hope you like the presentation of the materials furnished tous by several sources. In putting this together, I couldn't help but be reminded of an erawhere U.S. airlines were key players in the creation, design and world-wide use of the mostadvanced aircraft industry could produce. Aircraft like the Lockheed Constellation werecreated for a visionary group of airline leaders who wanted to see their airline and the U.Slead the world in air transport development. Since airline deregulation came into being in1978, U.S. airlines are almost unable to support themselves, let alone finance the designand building of new, innovative aircraft. With just a few exceptions, the newest aircraft arenow flown by foreign carriers. Therefore, in this issue, we look back on a time when theU.S. airline industry was the undisputed leader of the world in Air Transport, and TWAand its people were real pioneers out front!

The beautiful grayscale " Connie " photo on the front cover was sent some time ago by "Ole"Olson. Ole was a crew member on the record breaking Burbank to Washington flight ofApril 17, 1944, flown by Howard Hughes and Jack Frye. Since so many TWA pilots flewthis magnificent aircraft, and since TWA was intimately connected with its creation, wehave been looking for an opportunity to use it prominently. Also, contained in this edition,are copies of some of the articles from the original Skyliner of April, 1944, provided to usby Captain Olson. Thanks Ole!

This issue also contains revised and updated material for upcoming CONVENTION '95.Bill Kirschner, Convention Chairman, along with the many people helping him, has puttogether what looks to be a great bunch of fun and some interesting tours. The hotel lookslike a winner, the climate in California is ideal and the area is outstanding....so we shouldall have fun! That's what it's all about! I'll see you in Palo Alto. Remember to bring yourcamera and plenty of film...AND...send those photos to me RIGHT AWAY....don't delay.Deadline for the November issue is October 1.

Chuck

TARPA TOPICS....JULY 1995 .. PAGE 5

TWA PILOTS

DAP/401K PLAN

April 27, 1995

Captain C.E. MacNab1865 Penny Royal LineWentzville, MO 63385

Dear Chuck:

Enclosed is an update of the TWA Pilots Directed Account Plan performance. Alsoenclosed is an overview of the investment structure and Plan features. This informationwould probably be of interest to the "Topics" readers.

This office is presently informing those pilots who took a "B" Plan lump sum from1986-1992 (10/01/92 start of DAP) that the IRS has approved the rollover of that lumpsum and its earnings back to the DAP investment structure. Only those pilots who didnot mix or "commingle" the lump sum with other IRA's or personal funds and can proveit will be eligible for the rollover.

I enjoy the "Topics". Thank you and keep up your excellent work.

J.A. Montanaro

P.S. I've included a couple of back issues of "Head's Up". We send it out to allDAP/401(k) participants quarterly.

3221 McKelvey RoadSuite 105Bridgeton, Missouri 63044-2551Phone: 314.739.7373Fax: 314.739.7978 TARPA TOPICS....JULY 1995.. PAGE 6

TWA Pilots Directed Account Plan

INVESTMENT OPTIONS*

LESSRISK

StableValueFund

•Bonds•GICs•Cash

ConservativeEquityFund

•Federated StockTrust•Morgan Core•Neub/BermGuardian•USAA MutualIncome Stock

•Wells Fargo TAA

EquityIndexFund

•Wells FargoUS Equity

GrowthStockFund

•Fidelity ContraFund•Janus Fund•20th Century Growth•Vang. World USGrowth

•Fidelity OTC

InternationalStockFund

•EuroPacilic Growth•Templeton Foreign•20th CenturyIntl Equity

•Morgan StanleyEmerging

•Morgan StanleyAsian

AggressiveGrowthStockFund

•Fidelity Select•AIM Constellation•PIMCo AdvisorsOpportunity A

•20th Century Vista.Heartland Value•DFA US 9-10Small Co

MORERISK

AssetAllocation

ConservativeModel

Portfolio

60% Stable Value Fund20% Conservative Equity

Income20% Equity Index

MODEL PORTFOLIOS*

ModerateModel

Portfolio


Income15% Equity Index15% Growth Stock10% International Stock10% Aggressive Growth

Stock

AggressiveModel

Portfolio


Income15% Equity Index15% Growth Stock15% International Stock20% Aggressive Growth

Stock

FIDELITY FUND WINDOW*You may choose from 33 offered Fidelity mutual funds.

PLAN FEATURES*You are always 100% Death Vested in your account•You may allocate 1% to 100% between the Options/Portfolios•Options are valued daily•You may transfer assets daily•800# Access to Account Information/Transactions•Monthly Statements•Investment Committee Overview•You choose and may change the monthly distribution amount•Lifetime Withdrawal Option - System Computes Monthly Installment based on Assets/Age/Plan Performance to help you not outlive your assets.•Annual Expenses are less than 1/4 of one percent of Assets

*The listed managers/mutual funds and asset allocations are selected by the Investment Committee and are subject to change. You may allocate betweenthe options/portfolios, but not the individual mutual funds/managers, except in the Fidelity Fund Window Option.


TWA PILOTS DIRECTED ACCOUNT PLAN/401(K) PLAN

PERFORMANCE *

Investment Options July-Dec May YTD Since**1993 1994 1995 1995 Incept.

Stable Value Fund 3.34% 3.04% 0.75% 3.96% 10.70%

Conservative EquityIncome Fund 6.06 -1.40 4.07 16.32 21.64

Equity Index Fund 5.56 -0.13 3.52 15.73 22.02

Growth Stock Fund 5.81 -0.74 3.07 14.09 19.82

International StockFund 22.25 -0.79 2.72 4.15 26.31

Aggressive GrowthStock Fund 8.88 -1.31 2.66 13.04 21.45

Conservative ModelPortfolio

Moderate ModelPortfolio

AggressiveModel Portfolio

S&P 500

3.83

6.82

7.86

4.99

1.51

0.64

-0.16

1.30

2.02

2.42

2.69

4.00

8.74

9.98

10.76

17.49

14.61

18.21

19.28

24.96

As reported by Recordkeeper (5/31/95). Individual returns may vary slightly because of contribution timing,transfers, etc.

**7/1/93 through 5/31/95


TARPA TOPICS.... JULY 1995 .. PAGE 9

THE MIRACLE OF MISSION SAN JUAN BAUTISTA!

A miracle? Not exactly, but close! The miracle of Mission San Juan Bautista, consider-ing that it sits on California's notorious San Andreas earthquake fault, is that it stillstands.

It lies just off highway 101, a ninety-minute drive south of the TARPA 1995 Conventionsite in Palo Alto. The picturesque, 197-year-old Mission weathered the big San Fran-cisco quake of 1906, and many smaller shakes since during its colorful history. Today,alert to any quivers, a seismograph rests alongside the Mission.

Established by the Franciscans as the 15th in a chain of twenty-one Catholic missionsstretching from southern California to north of San Francisco, Mission San JuanBautista can be found two miles off Highway 101 in the small hamlet of San JuanBautista.

Construction of the Mission began in June, 1797. The cornerstone of today's church waslaid in June, 1803, and the interior was completed in 1816. The only original SpanishPlaza remaining in California faces the Mission's long monastery wing.

Wandering through the Mission's buildings and grounds, and the adjoining small statehistoric park, is a delightful experience. The compact complex, including the church,

Mission San Juan Bautista


museum, gardens, cemetery, historic outbuildings and an old hotel, contains dozens ofartifacts. Rooms with furniture and clothing of the early 19th century make it easy topicture the daily life of that era.

The 1906 quake collapsed all four walls of the church. It remained in this condition formany years, with restoration not completed until 1976, at which time a campanariowas added which greatly enhanced the structure's elegance. Funds for the restorationcame from donations, with current gifts continuing to be used for necessary mainte-nance and ongoing restoration. Still in use, it is especially popular for Catholic wed-dings!

The Mission gardens were the focal point of Mission activity. The native Mutsun Indi-ans were taught gardening and many other skills by the Catholic priests. Convertingthe Indians to Christianity was the prime goal of the missions, of which FatherJunipero Serra was founder. He is buried in the beautifully restored Mission SanCarlos Borromeo in Carmel, one hour west.

On the north side of the Church, a small cemetery contains the remains of over 4,000Christian Indians. Some 300 Spanish and pioneer settlers also are interred there, withmany burials obviously on top of others. In 1835, the controlling Mexican governmentsecularized much of the mission property. The buildings and 55 acres were returned tothe Church in 1859.

A stroll down San Juan Bautista's main street will expose you to fascinating shops,antique stores, and restaurants, including well-known La Casa Rosa and Jardines DeBan Juan. Nearby are RV parks and campgrounds, plus Pinnacles National MonumentInd other recreation areas. It is a fascinating area well worth visiting.

Seismograph at Mission San Juan Bautista


"Connie" Model Displayed at TWA Training Center

One of the most popular attractions at TARPA convention 1994 in St. Louis was theshining Connie model brought to us by Katie Buchanan in memory of her husbandCaptain Buck Buchanan.

We featured this beautiful piece of history every day in the hospitality suite and promi-nently at the Grand Finale Banquet. Everyone loved it and talk got around to how wecould make it a permanent fixture. One thing led to another until TARPA PresidentDave Davies asked me if I could investigate the possibility of having it on permanentdisplay in the lobby of the Charles A. Lindbergh Training Center at Lambert St. LouisInternational Airport. Those of you who made the tour know that that lobby alreadycontains many historical displays.

Captain Wendell Rone agreed in a flash, but he reminded me that a display case ofproper quality would cost an amount in excess of his authority. Fortunately, there wasa sufficient surplus from our Convention to cover the cost of materials and Wendellarranged for the construction. The result has been spectacular as you may be able to

imagine from the photograph below.

The final good fortune for TARPA was that Katie B. and Buck have another good friendin St. Louis, retired mechanic John Thompson. John volunteered to build a rock solidshipping case for the Connie and also to pack and ship the venerable bird every year toour TARPA Convention. It pays to maintain old friendships. See you all in Palo Alto.

John P. Gratz

Captains Wendell Rone and John Gratz viewing Connie Model at TWA Training Center

TARPA TOPICS.... JULY 1995.. PAGE 12

SHE FLEW LIKE A DREAM

Like a Preview of The Universe From A Ringside Seat

by Leo BaronManager TWA Public Information Dept.

Flying something like 2,400 miles in 418 minutes is like going to sleep and beingawakened by a noisy telephone. You are startled by the suddenness of it. That was myreaction when the wheels of the Constellation touched ground at Washington NationalAirport, less than seven hours after we took off in the darkness at Lockheed Air Termi-nal, Burbank, Calif. It hardly seemed possible that a plane so big could shrink thecontinent with such impressive speeds. Yet it did just that, and without being pushed,for this was no official record attempt but merely a routine flight to deliver the plane tothe U.S. Army Air Forces in Washington.

Weeks of preparation for the trip crystallized early Sunday evening, April 16, whenHoward Hughes and Jack Frye decided to depart the next morning. The weather out-look was favorable. The plane had just returned from a flight from Las Vegas, Nev., andwas pronounced mechanically fit. Orders were given to gas up, and crew and passen-gers were instructed to be aboard by 3 a.m. Beside Hughes and Frye as co-captains,crew members were Edward T. Bolton, navigator, R. L. Proctor, flight engineer, andCharles L. Glover, radioman.

Hughes was to fly the first half of the trip with Frye as his co-pilot and the TWApresident was to take the controls at the half-way mark with Hughes serving as co-pilot. At the same point, Richard de Campo was to relieve Proctor as flight engineer.


The Skyliner, cont'd.

Everything went according to plan. Promptly at 3 a.m. the passengers climbedaboard. There were 12 in all - Lawrence J. Chiappino, Robert L. Loomis, Ed J. Minser,Orville R. Olson, Lee Spruill, and Richard de Campo, all of TWA; R.L. Thoren, RichardStanton, and Thomas Watkins of Lockheed; Lt. Col. C.A. Shoop of the Army Air Forces,S. J. Solomon, chairman of the Airlines Committee for U.S. Air Policy, and myself.

The three Lockheed men and Chiappino, Loomis, de Campo, and Olson had partici-pated in many of the flight tests for "Connie" during the weeks she was being groomedfor the delivery flight. Today they were traveling as passengers - "going along for theride," as one of them put it.

The high loading steps were hauled away as the last passenger enplaned. Outside,the ground crew completed last minute preparations as casually as if they were servic-ing a DC-3 for a routine passenger flight. Across the semi-darkened field a few score ofonlookers stood in groups of two and three, their attention riveted on the activitiesabout the plane. Word had got around that the Connie was about to leave and newspa-permen were on hand to time her takeoff.

Up front, the crew took their quarters. Wheel blocks were removed, brakes werereleased and twenty husky mechanics pushed the plane backward into a positionwhere the engines could be started. They spun on, one by one, churning the air with aroar that echoed dully through the cabin.

Seat belts were fastened and in a few minutes the Connie taxied out to the end ofthe asphalt runway, which stretched more than a mile through a corridor of dim lights.As Hughes wheeled the big ship about, I felt a tension which no one else seemed toshare. The others were chatting easily as though they were waiting for a cup of coffeeand a breakfast roll in a lunchwagon. Mentally, I marveled at their casualness.

The four 2200-horsepower Wright Cyclone engines were "revved" up and almostbefore we knew it, the ship began to roll. In a matter of seconds, we were off theground. By the time the last boundary light passed under our wing, we were severalhundred feet in the air.

"Nice takeoff," someone murmured.

The climb was smooth and steady. At 15,000 feet, the plane leveled off. Lights fromtowns and villages far below us dwindled, then faded away as we crossed a ridge ofmountains and headed across the desert. Bunks were made up and most of the passen-gers sought sleep. First to find it was Chiappino, TWA's test pilot in many of the earliertrial flights of the Connie, who was finding that riding as a passenger was a novelpleasure.

"Wake me up just before we get to Washington," he grinned as he turned in.

Olson, who only three years ago was a chief clerk in TWA's Traffic Department inKansas City, but who since has amassed more than a thousand hours in the air,



scouted the galley for something to eat. He found ample breakfasts for all aboard. Thecoffee was cold in the thermos jugs but there was an electric heater aboard so it couldbe reheated. Olson designated himself steward for the flight, but no one among the fewof us awake were interested in eating at the moment.

Ed Minser, TWA's chief meteorologist, who had forecast the weather for the flight,peered out of the windows at frequent intervals, looking for landmarks, or check points.With slide rule and map, he made unofficial computations of speed. Officially, that wasthe navigator's business but Minser wanted a record of his own.

He whistled softly under his breath as he sighted Needles, Calif., directly underour left wing. To me, it was almost incredible for it takes eleven hours by the fastest

train to cover the distance theConnie had negotiated in lessthan an hour.

Jack Frye & Howard Hughes are greetedby Secretary of Commerce, Jesse Jones

In a matter of minutes,Minser sighted Kingman, Ariz.We recalled that only a com-paratively few years ago, trans-port planes had to stop atKingman for fuel on their runfrom Los Angeles to Winslow,Ariz., and the East. Theycouldn't carry enough gas to flythe Los Angeles-Winslow legnonstop. And here we werewith a nonstop schedule some2,300 miles long, plotted on aroutine flight and with morepassengers and crew membersthan the old "Tin Goose" couldcarry.

Word came back from the control room over the "inter com" phone that we werestill cruising at 15,000 feet. The skies were cloudless and the moon glinted sharplyagainst the wings and fuselage. It was a beautiful night, but a weather "front" wasexpected ahead. At the moment, however, it was "cavu," ceiling and visibility unlimited.

The first flush of dawn crept across the skies shortly after five o'clock. At thataltitude, Minser observed, we could see the dawn four or five minutes before anygroundling who might happen to be about at that hour. It gave one the feeling of view-ing a preview of the universe from a ringside seat.

Some of the sleepers began stirring in their bunks and then they asked aboutbreakfast. Olson and Lockheed's Tommy Watkins set about re-heating the coffee. Cupswere handed around and the talk passed from the flight to other subjects - opening of



the big league baseball season the next day, the war, and similar topics.

Breakfast was enough to satisfy most any hearty appetite. It came packed in boxes

- orange juice, fruit, cereal, sweet rolls, coffee and milk. Loomis relieved Frye at the co-pilot's seat while the latter came back in the cabin to eat. The flight, he reported was

going according to the book.

The sun was just beginning to lift over the horizon when Minser pointed below. Wewere passing directly over San Francisco peaks, the highest mountains in Arizona withan elevation of some 12,000 feet. From the ground, these peaks stand like majesticmonuments but from where we sat in the sky, they resembled small hills mantledheavily in snow. A few minutes later - in less time than it takes to drink a second cup ofcoffee - we had passed north of Winslow and were veering slightly north of TWA's regu-

lar transcontinental course to pick up a great circle route.

Rudy Thoren, Lockheed's chief flight test engineer, strolled into the control roomand emerged a few minutes later, chuckling.

"Bolton (the navigator) is complaining about his duties, " he reported. "He says he'sgetting a stiff neck, turning it from right to left and back again to keep track of thecheck points we 're passing.

"I told him," added Thoren, "that those weren't beacon lights, they're state bound-

aries."

Olson fished a crumpled telegram out of his pocket. He had received it just before

we left, from his wife in Washington.

"This gave the Western Union people a shock," he said.

The message read:

"Triplets born today, two blonde, one brunette. Mother and babies doing nicely."

"The clerk who read it thought I was nuts because I laughed about it," said Olson."She didn't know they were puppies. "

We were crossing the continental divide when someone suggested a poker game.There were Olson, Loomis, Solomon and myself. We aroused Chiappino to make it five.Colonel Shoop joined us later. The poker game lasted until we were within 15 minutesof Washington. Let it be said for the record that Olson was the winner by some $37 bythe time we called it quits, and that should buy a lot of dog bones. I dropped $18, butwill forever be grateful to the Connie, because had I been on an ordinary transport,flying from Los Angeles to Washington, I would have lost $86.45 by Minser

's slide rule.

Over Northern New Mexico we began to pick up weather. Skies grew thick andonly occasionally did we sight the ground. As we passed over the higher mountain

TARPA TOPICS... JULY 1995 .. PAGE 16

The Skyliner, cont'd.peaks, updrafts of air caught the Connie and bounced her a little but she rode sturdilythrough the turbulence with no discomfort to her passengers. It was like a battleshipbiting its way through heavy seas.

Off to the North, we sighted a conical mountain, unfamiliar to most of us.

"That's just south of Durango, Colorado," said Minser, who knows the UnitedStates topography like most people know their way to their favorite drugstore.

We were climbing now to get on top of the overcast. The mountains and mesas belowwere blotted out from view. Before long, we were riding along on the top of a solid overcastwith a dull blue sky above us. We were not to see the ground again until we were crossingsouthern Ohio near Cincinnati. At 17,500 feet oninstruments we leveled off again, which justcleared us over the cloud formations.

Light icing conditions were encountered overKansas. We climbed still higher to get out of itand reached 18,500 feet near Chanute. Even atthat level, more than three miles above sea level,we were as comfortable as though we had our feetpropped up in our living room. Outside, the tem-perature was below zero but owing to our cabinsupercharger we were comfortable in our shirt-sleeves while Olson won hand after hand. Thatwas our only complaint.

We passed south of Kansas City, TWA's head-quarters base, and reported our position overButler, 60 miles to the south. St. Louis was quicklybeneath us, but no one saw it, so thick was theovercast. Not until we were approaching Cincin-nati did we break into the open and see the roll-ing Ohio countryside below through the scatteredclouds. It was here that we reached our top speedas the plane was borne along in the arms of a fa-vorable wind. The exact speed cannot be told butit was enough to impress the most skeptical.

According to plan, the descent should have now begun but because of thunder-storm conditions reported over the Alleghenies, it was delayed until we reached theOhio river. Frye, who had taken over the controls somewhere in Eastern Kansas, begannosing the plane down gradually and it was at this point that I had the first sensationof speed I had ever felt in an airplane. At 7,000 feet, the ground seemed to be movingby as swiftly as it does to a train traveler staring 100 yards beyond the window.

It was at this juncture that someone in the cabin decided that there was a chance

General H. H. Arnold, CommandingGeneral, AAF with Howard Hughes.



to reach Washington in less than seven hours.

"If we make it in ten minutes, we'll come in under the wire," he said.

Watches were consulted and for the first time in the entire trip, there was a notice-able feeling of tense excitement aboard the plane. Passengers began pulling for thecrew, exhorting them mentally to greater speed. No one knew if the men up front wereaware of the precious minutes that were slipping by. No one went up front to ask.

Chiappino, who had flown this course many times, was as excited as the rest of us.

"Can you see the river?" he kept asking across the aisle. He was talking about thePotomac, which winds about one end of the Washington National Airport. When it wasfinally sighted, there was a shout of triumph from the passengers. The plane quicklypassed over one section of Washington, circled Alexandria, Va., and after a wheelingturn, dropped down on the airport, six hours and 58 minutes after leaving Burbank.

Most surprised of all at the elapsed time was Hughes himself when he emergedfrom the cockpit a few moments later.

"I forgot to wind my watch," he said.

"Connie" over the Eiffel Tower, from a TWA travel poster (Courtesy, Dan McIntyre)



Visitors Applaud Giant Plane After Impressive Flight

by Ed Boughton

Washington, D.C. - Acclaimed as the world's largest and fastest land based trans-port plane, TWA's Lockheed Constellation won the approval of thousands of visitorshere at the Washington National Airport, where the forty ton airliner was exhibitedfollowing its impressive transcontinental delivery flight on April 17.

Ranking members of the armed forces, statesmen, and key figures in aviationcircles boarded the Constellation for short flights after the huge transport crossed thecontinent in the published time of six hours and 58 minutes with Howard Hughes and

Jack Frye alternating at thecontrols.

morning, April 17.

In the pilot's seat for the take-off was Howard Hughes, who, in a special mono-plane had established the previous coast-to-coast record of 7 hours and 28 minutesbetween Burbank and Newark on January 19, 1937. Co-Pilot for Hughes on the firsthalf of the Constellation crossing was Jack Frye. The two pilots changed seats mid-way across the continent with Frye bringing the Constellation into the WashingtonAirport at 1:54 P.M. (EWT).

Public attention was focused upon the Connie's flight during the day, and when theplane reported its position over Cincinnati at 12:48 p.m., (EWT) it was apparent thatall transcontinental records would be bettered by several minutes.

When the Connie streaked over the airport, more than 2500 persons, includingnewsreel and radio men, photographers, and press representatives were gathered on


Jack Frye greets Army men and statesmenas they inspect ship.

the world's largest and fastest transport plane

The first public news of theroutine delivery flight of the"Connie", came over wire andradio services, which reported

had left Burbank at 3:56 (PWT) Monday

All marveled at the perfor-mance and size of this latestaddition to the nation's fleet ofair transports, which was turnedover to the Army Air Forces byTWA. Under the army designa-tion C-69, the Constellation isexpected to be used to carry menand material to the war fronts,and provide swift and comfort-able accommodations for thewounded on return missions.


the observation deck and loading ramps.

Lined in front of the TWA hangars were more than 1,000 TWA's intercontinentaldivision employees who lifted a cheer as the plane taxied past them toward the termi-

nal.

Awaiting to greet the flight crew were Secretary of Commerce Jesse Jones, OswaldRyan, Edward Warner, Harllee Branch and Josh Lee, members of the civil aeronauticsboard, and Col. Frank Collins, commandant of the airport.

There was no mistaking the graceful ultra-streamlined transport when it firstappeared through the haze and circled the airport at pursuit plane speed. As it bankedsteeply for its runway approach, it afforded the cheering crowd an excellent demonstra-tion of maneuverability. Frye glided to a perfect landing, taxied across the field, rolledpast rows of hangars and finally wheeled to a stop at gate 12.

The roar of its four 2200 horsepower Wright engines was noticeably more powerfulthan any others in the field, and the Constellation's size dwarfed other planes in the

the vicinity.

A B-24 bomber that landed a few minutes previously seemed small in comparisonto the Connie, which wore TWA insignia and colors. Even the Constellation's unload-ing docks set with fifteen steps, towered above others on the ramp.

Spectators cheered as Frye and Hughes stepped from the plane to the unloadingdock where they posed for cameramen. Descending to the field, they were surroundedby the reception committee and reporters.

Frye reported the plane had "handled like a dream " during the entire transconti-

nental crossing over the course, of approximately 2400 miles between Burbank andWashington. The course as planned originally was 2296 miles, but slight deviationswere made due to weather conditions and winds encountered en route. Built to flyfaster, farther, and with bigger loads than any other land transport now in production,the giant plane averaged more than 330 miles per hour using only normal cruisingpower.

Able to carry 100 fully equipped soldiers as a war-time transport, the Constellationwas placed under a military armed guard upon its arrival in Washington. The dayfollowing its arrival was reserved for inspection by members of the armed forces, andthe succeeding two days guests of TWA who had been cleared by the war departmentwere invited to examine the plane's interior. Special flights were operated for rankingmilitary leaders, members of Congress and the Cabinet, the CAA and CAB.

Prominent among those who were taken aloft in these inspection flights were chiefof air staff Maj. Gen. B. M. Giles; Maj. Gen. Harold L. George, Commanding General ofthe Air Transport Command; Secretary of Commerce Jesse Jones;(missing); L. WelchPogue, Aeronautics Board; Rear Admiral (missing) S. Land, (missing) William A. M.



Burden, Assistant Secretary of Commerce; and Donald M. Nelson, WPB; Robert P.Patterson, Undersecretary of War, and Charles E. Wilson, WPB, aircraft division.

Another visitor was Gen. H. H. Arnold, Commanding General of the U.S. Army airforces, who was shown through the plane by Hughes and Otis Bryan, vice-president ofTWA war projects. Bystanders noted that General Arnold's transport, parked nearbyseemed dwarfed as compared to the Constellation, whose 123 foot wing span could haveaccommodated the history-making 120 foot flight of the Wright brothers, at Kittyhawkin 1903.

A week ofintense activitycentering aroundthe Constellationserved as an anticli-max to its arrival inWashington. Con-gratulatory tele-grams and thou-sands of requests toinspect the gianttransport pouredinto TWA's Wash-ington offices.Included among thepersons who were

The Curtain Raiser At Las Vegas

TWA President Jack Frye, VP Operations John A. Collings, PaulRichter, J. S. Bartles, and Lew Goss after the delivery flight.

able to inspect the interior of the plane, were more than 2500 members of "official"Washington.

Among the first women to inspect the plane's interior, fitted now for army use withseats which can be converted to litters for wounded, was Mrs. Woodrow Wilson, wife ofthe late President.

The first woman to fly as a passenger aboard the new transport was JacquelineCochrane, noted woman pilot and now Chief of the Wasps.

Alben W. Barkley, of Kentucky, majority leader of the senate, and Harry S.Truman, of Missouri, chairman of the senate special committee to investigate the na-tional defense program, were among a group of U.S. Senators who were given a specialflight on Saturday.

Hughes piloted the plane on the senatorial trip, and a box luncheon was served asthe Constellation cruised over Washington for an hour and a half.

Other senators on the flight were Arthur H. Vandenburg of Michigan; Ralph O.Brewster of Maine; Allen J. Ellender of Louisiana; Ernest W. McFarland of Arizona;Homer Ferguson of Michigan; Burnet R. Maybank of South Carolina; and TheodoreFrancis Green of Rhode Island.



Other prominent guests on the short inspection hops included Maj. Gen. LuciusClay of the army service forces; Maj. Gen. Bennett Meyers of the air forces; and CivilAeronautics Board Members Josh Lee, Oswald Ryan, Edward Warner, Harllee Branch.C. Edward Leasure, chief trial examiner of CAB, and Roy Martin superintendent of airmail service of the post office department, also were taken aloft.

Impressed with the transport's flight performance was a group of thirteen pressrepresentatives who strolled about the plane as they soared 10,000 feet above thecapitol at more than 300 miles per hour on a test flight.

The Wright Aeronautical Corporation, builders of the engines for the Constellation,was host to Frye and Hughes, and other members of TWA at a reception Tuesday night.

On Wednesday evening, TWA held a reception in the presidential ballroom of theHotel Statler, which was attended by nearly 2,000 guests.

There was no official ceremony when the Connie was turned over to the army, butthe many TWA mechanics, painters, and cleaners who prepared this greatest of all landtransports for delivery to the armed forces treated her with affectionate and thoroughcare.

As the Constellation left Washington, the local TWA employees knew she wouldplay a great part in bringing the Allies a speedy victory.



Hughes and Frye are Lauded in Congress for Vision and

Initiative

The Constellation's record breaking transcontinental flight has been recognized inCongress as being the result of the initiative and vision of the two men, Jack Frye andHoward Hughes, who conceived and jointly piloted this new transport plane on thehistoric trip from Burbank to Washington.

Quoting from the Congressional Record of April 18, the following remarks weremade by Rep. J. Buell Snyder of Pennsylvania:

"Mr. Speaker, in 1937 a hard-working young man endowed with much initiativeand creative ability designed and had built a worthy service airplane in Los Angeles,Calif., and flew to New York in 7 hours and 28 minutes. No other man has been able toequal that record to date.

"Five weeks ago today I visited the Lockheed factory located at Burbank, Calif.,with this same forward looking and patriotic gentleman, Howard Hughes. We wentthrough and inspected and observed the Constellation, the big plane designed by Mr.Hughes that landed at the National Airport yesterday after a flight of only 6 hours and58 minutes.

"Mr. Speaker, this huge transport is the largest land plane ever built. Mr. Hughesbuilt it over the same design that he used in building his small plane in 1937. Anotherremarkable trait of this philanthropist is that he not only flew around the world in theshortest time, but piloted this big plane with Co-Pilot Jack Frye, on its history-makingtrip yesterday. I am sure you join with me in congratulating not only Mr. Hughes andMr. Frye, but the management and labor force that built this giant of the air.

"In less than a year we will witness Mr. Hughes and Mr. Frye flying an air giantthree or four times the size of the Constellation from California to the WashingtonAirport in less than 6 hours and 58 minutes."

Representative Snyder was followed on the floor of the House by Rep. Warren G.Magnusen, of Seattle, Washington, who said:

"Mr. Speaker, portending what is to come in the future air world, I received an air-mail letter last night which was placed in my box at the hotel at 6 o'clock that wasmailed in Los Angeles, Calif., on the same day at 3 a.m. I congratulate my old friend,Mr. Jack Frye, and may I say that Howard Hughes appears to be a wealthy young manin this country who has put his money to good use and a substantial scientific work andhe ought to be complimented. Too many in his position do otherwise. "

Rep. Carl Hinshaw of California stated: "Mr. Speaker, yesterday a giant air trans-port, the new Lockheed Constellation, flew from Lockheed Airport in Burbank, Calif.,



to Washington in 6 hours and 58 minutes, thus beating the fastest speed record madeheretofore by nearly a half-hour and the fastest coast-to-coast transport record by morethan three hours. I hope the members of the House will join with me as the Represen-tative of the Twentieth District of California in taking pride in that aircraft which wasdesigned and built in my district. It was conceived on the drafting board more thanfour years ago. That is notice to the House that you do not turn out a wonderful air-plane in a day; however, we now have that aircraft and can produce many more justlike it for the service of our country. It presents a preview of what we may expect incivil air transport after the war is over.

"This giant transport was conceived by Jack Frye and Howard Hughes, of TWA. Itwas designed and built by Lockheed Aircraft Corporation for TWA and Pan-AmericanAirways, but war intervened and the contracts were taken over by the Army Air Force. "

The historic aspect of this record breaking flight has received considerable favor-able editorial comment, as well as being page one news in virtually every metropolitanpaper in the country. Under the heading "6 hours 58 Minutes" the editorial columns ofThe New York Times, April 19, described the flight as an outline of the shape of things

to come in air transportation.

*** Under the pilotage of Howard Hughes and Jack Frye, president of Transconti-nental & Western Air, this massive craft, able to carry 100 soldiers with full equipment,beat the former transcontinental record, set by the same Howard Hughes in a special

speed plane, by a full half hour.

Editor's note on this section

Information on the previous 12 pages was taken from an original copy of the April, 1944edition of THE SKYLINER furnished to TOPICS by Captain Orville R. "Ole" Olson.Layout of pictures and text has been slightly altered to simplify reproduction. Captionsunder photos have been "summarized" to reduce size. The text of the original articles hasbeen reproduced as accurately as possible..

TARPA TOPICS.... JULY 1995 .. PAGE 2A

March 20, 1920 - January 7, 1995

CAPTAIN KENNETH R. BICKETT

Ken Bickett was a Gentleman in every sense of the word. A fine pilot. If thingswent to hell in the proverbial handbag, I can't think of anyone I would rather be in thecockpit with, yet he never threw his weight around. Of course he had been through itall before.


Flown West, cont'd.

During World War II he flew 25 missions over Europe in B-17's with the 8th AirForce. He flew with the 306th Bomb Group; his missions included Bremen, Hanover,Stutgart and the infamous Schweinfort raid when only five planes made it back fromthe entire Group. Ken's left wing was on fire and only #3 and #4 engines were running,yet he brought it back safely. He received the Distinguished Flying Cross with OakLeaf Cluster, the Air Medal with Three Oak Leaf Clusters, the European TheaterRibbon with One Star and the Presidential Unit Citation.

He joined TWA in August 1945, flew out of Cairo in 1947, and retired as a 747Captain in March 1980.

I first began flying with Ken in the late 1950's. We were both junior and werecalled out to ferry Connies between Idlewild, Newark and LaGuardia at godawfulhours, weather and altitudes to get the planes to where TWA wanted them. In all thattime I never saw Captain Ken Bickett lose his cool.

In later years, in the comfort of the jets, we used to look back and laugh at some of

the situations we had flown in together.

Ken is survived by his wife of 48 1/2 years, Louise; daughter Barbara Marschok;sons Steven and David; daughter-in-law, Cheryl; and four granddaughters, Heatherand Jessica Marschok and Sarah and Clair Bickett.

Lew Judd retired F/E.

CAPTAIN WELDON STARR JOHNSON

September 6, 1916 - March 9, 1995

Captain Weldon Starr Johnson, 78, of La Quinta, California died March 9, 1995, atEisenhower Memorial Hospital in Rancho Mirage, California.


Flown West. cont'd.

Weldon was born Sept. 6, 1916, in Rockford, Minnesota. The family moved fromMinnesota to Oregon and then San Bernardino, California where Weldon attendedHigh School and was captain of the tennis team and Vice President of his senior class.Upon graduation from high school in 1933, he entered the San Bernardino ValleyJunior college, where he became a life member of the California Scholarship federation,captain of the tennis team, a letterman on the basketball team, and a Junior Lion.After graduation from junior college in 1935, with an A.A. degree, he entered the Uni-versity of California at Berkeley, where he was a member of the Phi Sigma Kappafraternity. He graduated in 1937 with a B.A. degree in Economics.

Once a graduate of U.C. Berkeley Weldon accepted employment with the RoyalLiverpool Insurance Company of England and became Assistant Manager and SpecialAgent of their Seattle, Washington office by 1940. In 1940 he accepted a position withVan Norman and Morrison, Inc., a Seattle based Insurance and Surety Bond Brokeragefirm, as Underwriter and Solicitor and remained with the firm until 1941 at whichtime he joined the Army Air Corp as a C-47 Paratroop Pilot assigned to the Europeantheater.

His responsibilities with the Army Air Corp consisted of being on active duty withTroop Carrier Command in England, North Africa, Sicily and Italy. Work entailedflying troops and supplies, evacuating the wounded and carrying paratroopers in com-bat. Upon return to the States he was assigned to domestic Military Air Transportoperations under ATC. His total Military Combat Flying Hours were 2275, and prior toseparation his Rank was that of Captain and Chief Pilot of M.A.T. Squadron, LoveField, Dallas, Texas.

His Decorations and Citations consisted of the Air Medal with one Oak Leaf Clus-ter, EAME Theatre Ribbon with 4 Bronze Stars, and the American Theatre Ribbon.

While still in the service married Dorothy Dean Gray, a Hostess with BraniffAirlines stationed at Love Field, Dallas, Texas. They remained married for 50 plusyears.

After Separation from the Army Weldon joined Trans World Airlines as a Pilot in1946, and remained with TWA for 30 years until his retirement as Captain in 1976. Heflew both domestic and international routes, and the equipment ranged from theLockheed Constellation to the Boeing 707. He truly loved flying, and was extremelyproud to be a member of the Trans World Airlines Team.

Services were held with full Military Honors April 5th at Arlington NationalCemetary in Arlington, Virginia. He will be sorely missed.

by Dorothy Johnson


Flown West. contd.

IN MEMORY OF IN MEMORY OF

F/E STEVE A. ZIMAN CAPTAIN JOHN C. HILDEBRAND

July 20, 1915 - December 14, 1994 June 4, 1923 - January 6, 1995


F/O HOWARD G. McCLAY CAPTAIN W. A. KALTENBACH

February 26, 1923 - January 10, 1995 October 27, 1925-January 13, 1995


F/E JOSEPH W. CARROLL CAPTAIN ALDEN J. THARALSEN

October 24, 1922 - January 18, 1995 April 30, 1924 - February 19, 1995


CAPTAIN HERBERT E. GILSON CAPTAIN CLARENCE R. HORN

December 9, 1915 - March 7, 1995 February 7, 1927 - March 9, 1995

IN MEMORY OF.

CAPTAIN GOLDEN J. TAYLOR

March 27, 1929 - March 31, 1995

IN MEMORY OF

CAPTAIN ARTHUR R. SESSI

January 30, 1916 - April 13, 1995


IRO WILLIAM. A. ZIMMERMAN CAPTAIN E. F. "Bud" JURY

December 9, 1915 - March 7, 1995 June 25, 1921 - May 6, 1995


AN EVENING TO REMEMBER

by Bill Dixon

I suspect we all have experienced an extraordinary day or evening which stands out inour memories. For us it was dinner with Walter and Betsy Cronkite. The date was Jan.19, 1978, Perhaps the recounting of that fun evening will challenge TARPA TOPICS'readers to relate their most memorable event.

Seventeen years ago, after five years in New York, I had retired on Jan. 9, as generalmanager flying at JFK. Just before we were to move back to California, my wife, June,and I were fortunate to celebrate the occasion in a special way, by unexpectedly beinginvited by Walter Cronkite to have dinner with him and his wife in New York City. Itwas our first contact with them in 38 years!

I first met Walter in 1938 or '39, when he was district traffic manager for Braniff Air-ways in Kansas City. I was a ticket agent for TWA and our office was across the hallfrom Braniff's in the Muehlebach Hotel. Occasionally, I would cover his ticket office atlunch time when he was shorthanded. I was 20 and he was 22. I recall him as tall,slender, friendly, and full of energy.

Somewhere in this period, he went back into news reporting, I moved into TWA's News

Bureau, and we both got married. His bride had been the Agriculture beauty queen atthe University of Missouri, and my wife was the best looking girl in Nevada, Mo., ourhome town! Once or twice the four of us got together, including going sledding in a parknear our apartments.

They soon moved from Kansas City and I entered the Air Corps as an aviation cadet inJan. 1943. By September, 1945, when I was released and was lucky to rejoin TWA as acopilot (I knew pilots had the best jobs), Walter already was well known for his broad-casts from war-battered Europe.

Anticipating retirement, I dropped a note to Walter at CBS in late 1977, our first con-tact since 1940. I asked if he remembered a young man by the name of Bill Dixon whoused to work across the hall from him in KC. His kind response was much more than Iexpected. He invited June and me to watch his evening CBS newscast if we would like,and then join Betsy and him for dinner. Of course we accepted!

We agreed on the Jan. 19 date and met them at the CBS studio. After his broadcast,which was extremely fascinating to observe, we all went to his office to listen to hiscompetition on ABC and NBC - Harry Reasoner and John Chancellor, during whichtime he made several notes. Coincidentally, I had met them both on the White Housepress flight to Moscow with President Nixon in 1974.

Walter hailed a cab outside the studio and the four of us chatted about old times in KC


as we headed for Orsini's Restaurant. The dinner was delicious and the conversationwas relaxed and interesting. One thing I particularly remember was Walter telling usthat at one time he too had thought about a pilot career, and took some lessons whenliving in Texas prior to the war. His depth perception was so terrible, he said, that hisinstructor suggested he forget flying. It turned out to be a wise decision!

There is much more I recall about that memorable evening than space permits record-ing, including talk about our children. Like all parents, they had their share of prob-lems and satisfactions. We learned a lot about the broadcast industry and personalitiesin it.

When Betsy learned that I had received a 4-wheel electric golf cart and clubs at myrecent retirement party, she exclaimed to Walter that all Eric Severeid got at his retire-ment was a typewriter. He replied, "But Betsy, it was a valuable antique typewriter!"She jokingly rejoined, "That is probably more than you will get!" He did retire laterfrom the CBS Evening News but is still going strong today. I still miss his "And that'sthe way it is" sign-off.

Except for a couple of written contacts I have had with him, we have not been in touchwith the Cronkites since and probably never will. They live in a different world.

We learned from that nice evening that both are down-to-earth, modest people, with agreat sense of humor and humility. To us, they occupy a niche all to themselves, anddeserve the respect they enjoy.

To top off this story, we said goodby in light snow flurries, which was all that was fore-cast. Arising late the next morning, we found all traffic blocked with a record-breaking16 inches of snow. Stuck for another night, and taking advantage of dozens of no-shows,we got to see the musical "Annie" at its theater two blocks from our hotel. We had twounforgettable "Evenings to Remember!"...End

SHOE JEFF MacNELLY


After decades as "a biplane in a box," Jimmy Rollison's Laird Speedwing has taken to the air.

The impossible dream and how it came true ...

BY JIM ROLLINSONVacaville, California

This story would have never hap-pened if my father, James Rollison,had not dreamed of one day owning aLaird Speedwing. I suspect this dreamat times, thought of as a curse) startedwhen Dad was in his early teens, build-ing models and reading everythingabout aviation he could get his handson, as many of us did in our early years... although I have a hard time imagin-ing teens of today building balsa mod-els and being captivated by the likes ofSmilin' Jack, Sky King or Roy Rogers.

Laird Speedwing LCRW300 serialnumber 203 started down E.M. "Matty"Laird's production line in Chicago some-time in early 1929; we suspect as serial#189.

As we all know, 1929 started as a

good year but ended in disaster. It alsoended Laird's production line for a time.Sometime in late 1929 as the factorywas closing, our Laird was put intoapproximately four boxes and put intostorage where it stayed until 1938,when it was sold to a Mr. Bud Powelland issued serial number 203 by MattyLaird (it was the last Laird serial num-ber).

Number 203 remained dormant,with Mr. Powell, until it was purchasedby long-time collector Joe Erale of LongIsland, New York. There it stayed in

boxes until 1960-1961.My father, an active TWA pilot at

the time, was in a crew room while ona trip and overheard a fellow pilottelling of a collection of antique air-planes on Long Island. As he wentthrough the list, the name LairdSpeedwing came up, at which timeDad interrupted the conversation,apologized for eavesdropping, andasked, "Do you really know what aLaird is?" To which the response was,"Yes, I have my Stinson SR stored outthere. "

The next question was "Do you knowif the Laird is for sale?" Four weekslater, #203 was headed for the WestCoast in a truck. A survey of #203 onarrival showed that in fact, yes, thiswas a brand new, in-the-box Laird, butwith many, many parts missing. Whatcontinued on page 4


The impossible dream and how it came true

continued from page 1

Rear view look at the black and gold Laird at Nut Tree

we had was essen-tially the barebones, the fuselage,wings, ailerons, tailgroup, landing gear,and "I" struts; butno fairings, wheels,brakes, FWF, in-strument panel orinstruments.

Very little workwas done during thenext 17 years. In1978 #203 was sentto a shop in north-ern California.However, much tothe credit and hon-esty of Ruth andWarren Spencer, they decided to re-turn #203 to us as they felt that due tothe lack of any drawings and informa-tion, an airplane this rare should be100% correctly done.

In 1982, #203 left once again, thistime bound for a distant shop. This wasa big mistake. If any of you are contem-plating having a restoration done pro-fessionally, by all means, go to theclosest, most honest (not necessarily inthat order) shop. Our mistake was thatwe did not visit the restoration on a bi-weekly basis. Two things happened:we lost touch with the cost/progressand the shop owner interpreted this tomean we had lost interest in the project;hence, he did also. To our dismay, wefound all work had stopped around1986-1987 and we decided to ship #203back to the West Coast.

After being told all bills were paidup, it was a bit of a shock to learn westill owed $28,000, which had to be paidbefore the Laird could leave. At thistime my dad gave up and put #203 upfor sale. My father sold #203 to me, andafter a lot of heated phone conversa-tions with the shop owner, and thentime for all to cool down, a revised pricewas negotiated with the shop ownerthat would bail #203 out of jail. A spe-cial thanks here to a close friend, PaulErickson, whose cool head prevailedand a loan got #203 home ... once againin boxes ... on the West Coast.

In the summer of 1989, a near miracle

occurred. Years prior my father hadbecome friends with Matty and ElsieLaird and their son, Laddy Laird, ofIncline Village, Nevada. Unfortunately,Matty and Laddy Laird had sincepassed away, but Matty's grandson,Matty Laird, Jr., called and said hethought he had found his grandfather' splans for the Speedwing. That day weflew to Incline Village, Nevada, to see,and after a short time, a deal wasstruck and a copy of the plans/blue-prints (complete) were sent. Today wecredit Matty Jr. for our being able tocomplete the Laird to 100% original.

Meanwhile, the Laird was in boxeson the hangar floor and I realized thatif I did the restoration, it would looklike I did it. It'sO.K. to laugh andit's O.K. to point,but I just hate itwhen people doboth!

Enter my salva-tion and saviors,Dan and LindaMurray. In Au-gust, 1989, Danand a group ofsouthern Califor-nia antiquers wereon their annualtrek to the Ever-green Field fly-inin Vancouver.

stopped by our air-port, The Nut Tree.in Vacaville, Califor-nia. After driving outto the transit park-ing area to see allthe beautiful bi-planes (eight, I be-lieve), I invited themto my hangar for acold soda. This wasto be Dan 's first en-counter with theLaird, but certainlynot his last.

I approached Dana short time laterabout doing theLaird and his re-

sponse was he just didn' t have thetime. Again, Dan stopped by in Augustof 1990 but still said he had no time andeven part-time wouldn' t be fair to ei-ther of us. What a surprise when in thespring of 1991, Dan called and said heand Linda had talked it over and withno promises of a completion date, andthe promise we both be up-front, hewould do it. Wow! Dan stated "ship itdown the first of December" and he'dstart January 1st, 1992, after Christ-mas vacation.

On Thanksgiving day, we loaded#203 into a box truck borrowed fromBarry Wells, and the next day left forthe West Coast antique airplane mecca,Santa Paula, California. I left Santa

Washington andThe original 1929 look is present inside, as well as outside.


Paula with a feeling of hope that some-day I'd be able to close the book on #203as a Laird-in-a-box, and open a newbook on an airworthy Laird Speedwing.Little did I know what was in store!

On January 1, 1992 while on a lay-over in Boise, Idaho (I'm employed as aFirst Officer for Federal Express on B-727s), I wake up and turn on the tele-vision. As the TV is coming to life Ihear, but no picture yet, "live fromSanta Paula, California," at which timethe picture comes on – there 's a largemotor home floating down the swollen,muddy Santa Paula River. Since theairport lies right next to that veryriver, I figure this is not going to be agood day! A call to Dan and he assuresme everything is O.K., that the flood-ing is downstream.

In February, we fly down to see Danand the progress. Dan tells me the goodnews is he will start full-time with ahelper next week; there goes the sav-ings account. The bad news is all theprevious work done in the distant shopis lacking. The cover on the wings hasno silver but does have cotton tapes,the sheet metal is incorrect, etc., etc. Atthis time I made a decision that ulti-mately would save me lots of moneyand speed up the restoration. As hardas it was to do, I told Dan all I caredabout was that it fly and it be black andgold, and he should build the airplaneas if it were his! That meant he could doanything and that he wouldn 't have toworry about my ideas getting in theway.

Almost 13 months to the day afterwe sent Dan Murray the Laird, andafter it had spent the first 60 years ofits life earthbound in a box, it flew. Thefirst flight was about 30 minutes longand went great, no problems, just someminor adjustments. In April, 1993,Laird Speedwing N4442 flew homefrom Santa Paula to Vacaville, Califor-nia.

That flight carried a lot of baggagefor me. When my dad bought #203 Iwas five years old and grew up not sureif I would ever see it fly. I took with methe friendship of Dan and Linda Murrayto whom I will forever be grateful. Ifyou ever meet Dan and Linda, you

Late Breaking NewsAs we go to press, Biplane News haslearned that Jim Rollison's Laird (seeaccompanying article and photos,starting on page 1, this issue) was theGrand Champion at the Cactus Fly-In,Casa Grande, Arizona the weekend ofMarch 4. Pictured here is Dan Murrayof Santa Paula, the restorer, whoanswered numerous questions fromappreciative spectators at the fly-in.

must shake their hands and hope thatsome of their kindness and honestywill rub off. People ask, "was it worththe dollars and anxiety ... would you doit again? " If you could have seen thelook on my dad 's face when it first flew,and when I took him for his first ride,you'd know my answer – "That alonewas worth it!"

As of this writing, February, 1994,the Laird now has some 80 hours oftime on it. It is powered by a Pratt &Whitney R-985-AN1 (the original wasa P&W R-985-6B). She holds 71 gal-lons of gas, 56 gallons forward of thefront seat, 15 gallons in the top wing, 8gallons of oil, seats two in the front; at1900 rpm and 28 inches of manifoldpressure, she cruises at 160 mph, climbsat 1000 fpm at 110 mph. The take offrun is approximately 1600 ', take offrpm is 1800; and as the fixed pitch propis indexed for cruise, the climb does

suffer a bit. Yes, it is nose heavy, hastwo baggage compartments behind therear seat and both cockpits are fullylined with black leather. The front wind-shield is detachable so as to place acover over the front cockpit, which addsapproximately 10 mph to cruise speed.Stall speed is 55 mph, approach is 85mph with good aileron control; emptyweight is 1681 pounds.

My records show Matty Laird built204 airplanes in Chicago after leavingWichita, Kansas. Of these 204 air-planes, 12 were Speedwings or LCRmodels, four of which were LCR-W, the"W" referring to Pratt & Whitney.

My dad's dream of 60 years ago, andmy aspirations of the last nearly 40years have come true. Without ques-tion, the Laird Speedwing has had amomentous and, finally, marvelousimpact on our family lives. All of thefrustrations and trauma of .over 30years of effort to put #203 in mint,airworthy and flying condition borefruit when, again thanks to Dan andLinda Murray, a unique part of avia-tion history embarked on her maidenflight in March of 1993.

Thanks, Dad, for daring to dreamthe impossible dream, and for allowingme to play a part in making it cometrue!

Chairman's Comments: Fate moves instrange ways! In October of 1993, inconversation with Jimmy Rollison, Ilistened in amazement as Jim relatedhis getting a Laird Speedwing throughthe restoration process and into the air.When the whole store began to unfold,it was an experience the Biplane Newshad to pass on...it was too good to betrue. The old adage about "a biplane ina barn" may have now been supersededby a "biplane in a box". It is too good tobe true, but true it is! Jimmy Rollison isa well-known Northern California sportaviation enthusiast who has grown upwith airplanes and flying. His Cessna195 and previously owned Monocoupe90A have been familiar airplanes to thefly ins of the west coast area. Thanks,Jimmy, for sharing the Laird storywith all of us!


Matty Laird'sfull-page ad asit appeared inthe October1927 issueof Aero Digest.

The National Air Derby, New York to Spokane,September 21, was a Laird Sweepstakes!First was taken by C. W. Holman in Laird Com-mercial C-240. Second, by E. E. Ballough in LairdCommercial C-110. It is significant that both arestandard commercial jobs, with a total of 200,000miles to their credit, and no major repairs ofany kind.It is further interesting that C-110, which placedsecond, is the same plane used for a record trip

between Chicago and New Orleans—1960 milesin 16 hrs. 20 min. And did 70,000 miles airmail service.Commercial plane users will do well to considerthat these ships competed against numerous en-tries built especially for the Derby. When twoentries of standard jobs, built a year ago, canenter an event of this importance and placeone-two, commercial job buyers will be interestedin further facts.

E. M. LAIRD AIRPLANE COMPANY, 4500 West 83rd St., Chicago, Ill.

OCTOBER, 1927 383

– Comment by Bob Rayeske, Milwaukee, WI,with his NBA membership renewal.

Happiness Is ...

Open cockpit, 0X5 power,elephant ears,

wire wheels and goggles.

Share your experiences with the membership

As pilots, builders, restorers, historians or enthusiasts of the biplanecommunity, we all have some exciting stories to tell. Won't you share yourexperiences with the readers of Biplane News? We encourage you to submitarticles and photos of your biplane adventures to the newsletter!


Highest Time Flyers

Twenty-five Years of 747 Service at TWA

story and photos by Jon Proctor

Ed note: The article presented here is reprinted with permission of AIRWAYS

On a warm afternoon last September,TWA's Boeing 747 N93105, inboundfrom Milan, gracefully approached

Runway 31R at New York's John FKennedy Airport, and touched down afew minutes ahead of schedule. Later inthe day, it substituted for an L-1011TriStar and operated a scheduled serviceto St Louis. On the following morning,105 was ferried to Kansas City andparked. Like so many other aging jetliners,

it was being withdrawn from service. Butthis particular wide-body, originallydelivered to TWA in 1970, did so afteraccumulating 95,004 flying hours, theequivalent of nearly eleven years in theair, with one company.

Trans World Airlines recently celebrat-ed the 25th anniversary of its 747 inau-gural flight and now holds the distinctionof having operated them longer than anyairline in the world.

Above: Artist 's conception of TWA ' s 747 and new Flight Wing One terminal at John F KennedyInternational Airport, New York.


Shown wearing thename City of SanFrancisco (on a pap-er banner which wasremoved before de-parture), N93104flew TWA's 747 SanFrancisco—NewYork inaugural flighton April 5, 1970.

TWA ordered twelve 747s onSeptember 2, 1966. Originally, threewere to be convertible cargo models,but the contract was later modified andall were produced as passengerversions. Four delivery positions heldby Eastern were later taken over, andan additional three airplanes ordered,for a total of 19 Boeing 747-131s. Allwere delivered between New Year'sEve 1969, and October 27, 1971.

After introducing 747s between LosAngeles and New York on February 25,1970, TWA began New York—Londonservice March 18, and concentrated ontrans-Atlantic expansion and selecteddomestic nonstop transcontinentalroutes, plus Chicago to Los Angeles,San Francisco, and Las Vegas; and laterLos Angeles—St Louis.

Early improvements to the fleetincluded engine upgrades and landinggear modifications which allowed anincrease in the maximum gross takeoffweight from 710,000lb (322,050kg) to735,000lb (333,390kg).

Originally fitted with 342 seats (58first-class and 284 economy), TWA's

747s had the industry's lowest passen-ger capacity; even the economy seatsfeatured pneumatic lumbar backsupports. Individual cabin 'zones' wereidentified by color-coded boardingpasses; gold for first-class, and blue,red, and green for economy.

Numerous changes have beenincorporated over the years, includinginstallation (and removal) of coachlounges, and three-class layouts.Recently, TWA reverted back to dual-class arrangements (33/396). Upperdeck lounges, along with blenders formixing elaborate bar drinks, are nowbut a memory. Nine-abreast economyseating gave way (in 1978) to a ten-abreast layout, as higher operating costsdemanded increased revenue, andtherefore capacity.

Strapped for cash following theMiddle East oil crisis and a slump intraffic, TWA reached an agreement inJanuary 1975 to sell six 747s to thegovernment of Iran for $99 million,with options for six more. Three left thefleet later in the year, although one wasrepurchased by TWA in 1976.

Four additional -131s have sincebeen disposed of, leaving seven originalfactory-delivered aircraft still in service,plus two -100 and two -200 modelsacquired second-hand (three 747SPs,purchased on speculation for newroutes to the Middle East, weredisposed of several years ago).

Principal long-haul routes nowinclude New York to Paris, Rome,Athens, and Tel Aviv; and St Louis toSan Juan and Honolulu.

Currently the highest time 747worldwide is TWA's N93109, with animpressive 96,194 hours (on January23); it may well be the highest timecommercial airplane of any type. Fourother 747s in Trans World's activefleet have now exceeded 95,000 hours.Long segment flying has allowed themto rack up almost 4,000 hours per yearon average, equating to 10.9hr per day,or 5.5hr per flight.

This type of scheduling has kept thenumber of cycles (one takeoff and onelanding equals one cycle) on average to17-18,000 per aircraft, consideredrelatively low for an airframe; narrow-

High-time champ N93109 in original colors at JFK, shortly after entering service on May 26, 1970.


Another wide-body arrives at JFK, following a trans-Atlantic flight. New York is the main terminus for TWA's 747 operations, where substantialmaintenance support is provided, although D-checks are carried out at Kansas City.

bodied jets routinely accumulate morethan 50,000 cycles in a normal lifetime,and several wide-bodies have exceeded25,000.

In the face of the $150 million-plusprice tag for a new 747-400, TWA,which paid $23 million each for itsoriginal aircraft, continues to operatethe -100s, and could become the firstairline to log 100,000hr on one individ-ual airliner.

These 747s, among the oldest any-where, also have an impressive safetyrecord. None have been involved in aserious incident during two and a halfdecades. They are a fine tribute to thosewho have designed, built, maintained,and who continue to fly them in thecolors of an airline which hascontributed so much to the air transportindustry that we enjoy today.+

TWA'S ORIGINAL 747-131 FLEET

The carrier's current livery is seen on N93109. All remaining 747-131s retain their original three-window upper deck configuration, while one ofTWA's used -200s has the extended layout, with eight windows.


The following information was originally printed in the March 1995 SKYLINER. It is

reprinted here for those who might have missed it..

Reservations Installs Voice Response System

March 15, 1995marked the debut ofTWA's voice response unit(VRU). This systemenables callers to accessvarious flight informationsimply by following theprerecorded directions.

On the first day ofoperation, the VRUhandled 4,360 calls,translating into approxi-mately 82 hours. This time,which would normally beused in responding toFLIFO inquiries, is betterutilized in handlingrevenue generating calls.The VRU will proveinvaluable during peaktimes, according to RickRowe, staff vice president,reservations.

The features within theVRU range from a simpleflight arrival request tofuture schedule informa-tion. During irregular

flight operations, the VRUwill transfer the caller to areservations agent forassistance. The VRU willalso be of great a ssistance tonon-revenue passengers.

The system is a great

aid to the passenger who is"shopping around." Cus-tomers hopefully willbenefit by getting operatingtimes and schedule infor-mation in order to plan inadvance of making reserva-tions.

The system is activatedby dialing (314) 589-7530 or800- 893-5436 (800-TWFLIFO). All flightinformation is derived fromPARS flight information,therefore the VRU response

will be identical to that of areservations agent.

"With good customerservice being the ultimategoal, this offers our custom-ers the opportunity to get tothe bottom line, securing the

information that they want,"said Mary Gagliano, reserva-tions staff, who assisted in theimplementation of the system,along with Fran Harris,supervisor sales effectiveness.

Lowell Smith, seniortechnical specialist, KenLaurence, technical systemsengineer and Judy Kullman,manager of AIS, were respon-sible for developing the VRU.Judy Juergens, from thecorporate speakers bureau,provided the voice recordings

for the new system.There were three

phases necessary for thesystem to be successful:

*Developing thecorrect hardware andPC host

*Determining theuser requirements

"Implementationand coding of thesystem.

"I'm extremelypleased with the earlyresults. We have had avery positive reactionfrom our customersusing the system," saidRowe. "It's clear thatthe system will meet ourexpectations by enhanc-ing productivity, provid-ing quality customerservice as well asproviding a cost savingsto TWA. I would like torecognize and thankeveryone involved."

FLIFO VRU is accessed by dialing

(314) 589-7530 or 800-893-5436

(800-TWFLIFO)

BOUND & GAGGED—By Dana Summers


THE RES EXPERIENCE

(Forwarded by Matt Reardon)

I work in a central reservation office of an airline. After more than 130,000 conversa-tions - all ending with "Have a nice day and thanks for calling" - I think it's fair to saythat I'm a survivor.

I've made it through all the calls from adults who didn't know the difference betweena.m. and p.m., from mothers of military recruits who didn't trust their little soldiers toget it right, from the woman who called to get advice on how to handle her teenagedaughter, from the man who wanted to ride inside the kennel with his dog so hewouldn't have to pay for a seat, from the woman who wanted to know why she had tochange clothes on our flight between Chicago and Washington (she was told she'd haveto make a change between the two cities) and from the man who asked if I'd like todiscuss the existential humanism that emanates from the soul of Habeeb.

In five years, I've received more than a boot camp education regarding the astonishinglack of awareness of our American citizenry. This lack of awareness encompasses everyregion of the country, economic status, ethnic background, and level of education. Mybattles have included everything from a man not knowing how to spell the name of thetown he was from, to another not recognizing the name "Iowa" as being a state, toanother who thought he had to apply for a foreign passport to fly to West Virginia.They are the enemy and they are everywhere.

In the history of the world there has never been as much communication and newthings to learn as today. Yet, after asking a woman from New York, what city shewanted to go to in Arizona, she asked, "Oh...is it a big place?"

I talked to woman in Denver who had never heard of Cincinnati, a man in Minneapoliswho didn't know there was more than one city in the South (wherever the South is), awoman in Nashville who asked, "Instead of paying for your ticket, can I just donate themoney to the National Cancer Society?", and a man in Dallas who tried to pay for histicket by sticking quarters in the pay phone he was calling from.

I knew a full invasion was on the way when, shortly after signing on, a man asked if weflew to exit 35 on the New Jersey Turnpike. Then a woman asked if we flew to areacode 304. And I knew I had been shipped off to the front when I was asked, "When anairplane comes in, does that mean it's arriving or departing? "

I remembered the strict training we had received - four weeks of regimented classes onairline codes, computer technology, and telephone behavior - and it allowed for nomeans of retaliation. "Troops," we were told, "it's real hell out there and ya got no de-fense. You're going to hear things so silly you can 't even make 'em up. You'll try toexplain things to your friends that you don't even believe yourself, and just when you


THE RES EXPERIENCE, cont'd.

think you've heard it all, someone will ask if they can get a free round-trip ticket toEurope by reciting `Mary Had a Little Lamb'."

Well, Sarge was right. It wasn't long before I suffered a direct hit from a woman whowanted to fly to Hippopotamus, New York. After assuring her that there was no suchcity, she became irate and said it was a big city with a big airport. I asked if Hippopota-mus was near Albany or Syracuse. It wasn't. Then I asked if it was near Buffalo. "Buf-falo!" she said. "I knew it was a big animal."

Then I crawled out of my bunker long enough to be confronted by a man who tried tocatch our flight in Maconga. I told him I'd never heard of Maconga and we certainlydidn't fly to it. But he insisted we did and to prove it he showed me his ticket: Macon,Georgia. I 've done nothing during my conversational confrontations to indicate that Icouldn't understand English. But after quoting the round trip fare the passenger justasked for, he'll always ask: "Is that round trip?" After quoting the one way fare, thepassenger just asked for, he'll always ask: "Is that one way?" I never understood whythey always question if what I just gave them is what they just asked for. Then I real-ized it was part of the hell Sarge told us about.

But I've survived to direct the lost, correct the wrong, comfort the wary, teach U.S.geography and give tutoring in the spelling and pronunciation of American cities. Ihave been told things like: "I can't go stand-by for your flight because I'm in a wheel-chair." I've been asked such questions as: "I have a connecting flight to Knoxville. Doesthat mean the plane sticks to something?" And once a man wanted to go to Illinois.When I asked what city he wanted to go to in Illinois, he said, "Cleveland, Ohio".

After 130,000 little wars of varying degrees, I'm a wise old veteran of the communica-tion conflict and can anticipate with accuracy what the next move by "them " will be.Seventy-five percent won't have anything to write on. Half will not have thought aboutwhen they're returning. A third won't know where they're going; 10 percent won't carewhere they're going. A few won't care if they get back. And James will be the first nameof half the men who call.

But even if James doesn't care if he gets to the city he never heard of; even if he thinkshe has to change clothes on our plane that may stick to something; even if he can 'tspell, pronounce, or remember what city he's returning to, he'll get there because I'veworked very hard to make sure that he can. Then with a click in the phone, he'll be-come part of my past and I'll be hoping the next caller at least knows what day it is.Oh, and James..."Thanks for calling and have a nice day. "... End


TIMELY TOPICS

Featuring news, facts and views gatheredfrom various sources, displayed here FYI.

TWA chases host of foreign routes

Trans World Airlines is hoping to win new routes to several international busi-ness centers, including London, Toronto, Johannesburg, Tokyo and, eventually, MexicoCity.

Of these, a New York/London route - worth in excess of $100 million a year inrevenue - is essential if TWA's international operations are ever going to show a profit,said Scott Gibson, vice president, market planning for TWA.

"We believe that a return to profitability requires that we have New York-to-London service," he said.

TWA does not break down international vs. domestic profit in its Securities andExchange Commission filings, and Gibson would not disclose the carrier's internationalloss. The airline's total loss for 1994 was $435.8 million on sales of $3.4 billion.

The airline is trying to win route authority to fly from New York to Heathrow butwould settle for access to Gatwick, Gibson said.

It's also making a pitch for a Toronto route, which would be available next year. -TWA estimates that route would be worth $20.1 million a year in revenue and $6.8million in operating profit, according to exhibits filed by the airline with the Depart-ment of Transportation.

In February, TWA lost its bid for one of two Toronto routes opening this spring;the routes were awarded to Delta Air Lines and USAir.

The airline also is competing with United Airlines and World Airways to get apossible route to Johannesburg from New York. It was considering a St. Louis/MexicoCity route but decided to wait until the peso shows signs of long-term stability, Gibsonsaid.

Asia also is a possibility, although not until after the airline completes its re-structuring, Gibson said. If the U.S. government opens talks with Japan, TWA wouldbe interested in a route from St. Louis to Tokyo, he said.

Of immediate concern is the London route. In 1991, Carl Icahn began selling offthe airline's "crown jewels" - its six U.S./London routes - to help cover its massive debt.By September 1992, only the St. Louis/Gatwick route remained. Larry Garrett, a gov-ernment affairs representative with TWA's pilots union, said the direct revenue attrib-utable to the London routes in 1989 was $500 million. The indirect annual revenue lostbecause of the sale - for example, cargo and passenger business dropped because TWAwas no longer perceived as a major European carrier - is estimated to be an additional$500 million, bringing the total estimated loss of revenue to $1 billion a year.

TWA's employees have been lobbying furiously to convince the federal govern-ment, which is negotiating with the British government, of the importance of the Lon-don routes to the airline's survival. More than 4,000 employee letters have been sent toPresident Clinton and Transportation Secretary Federico Pena.

The St. Louis Regional Commerce and Growth Association also has sent lettersand is planning a meeting with officials from Pena's office soon.

"As TWA continues to emerge from their difficulties, having proper route au-thorities will be key to their long-term operations," said Dick Fleming, president of the


TIMELY TOPICS, contd.

RCGA.The status of the U.S./British negotiations for the New York/London route is

unknown. A key telephone conversation between the two governments was scheduledfor last week but never took place, Gibson said.

In addition to a second daily flight from London to Philadelphia for British Air-ways, the British government is demanding access to U. S. government travel, whichcurrently must be booked on domestic carriers, Gibson said. In exchange, it has offeredto give United Airlines an additional flight into Heathrow from Chicago.

However, the United States is reluctant to open up government traffic unlessBritain opens Gatwick and Heathrow to all American carriers, Gibson said. TWA wouldstill have to compete for landing slots at Heathrow but is more than willing to take itschances in a slot lottery.

Currently, only two American carriers are allowed to serve Heathrow form NewYork: United and American Airlines. Only British Airways serves New York to Gatwick,while Continental Airlines has service from Newark.

Airlines cost would soar under Lambert expansion

The cost for airlines to serve Lambert Airport will soar under each of theairport's eight expansion plans.

In fact, some of plans appear to make the field too expensive for Southwest andTWA, the two airlines that will be asked to pay for much of the expansion.

The airline cost per passenger at Lambert-St. Louis International Airport - theamount it costs an airline, per passenger, to serve an airport - will rise anywhere from39% to almost 155%, depending on which expansion plan is chosen. That's based onestimates made by the St. Louis Business Journal in consultation with officials at otherairports.

Seven of the plans would increase the cost by an estimated 77% or more, whilethree would more than double the current cost of $4.66 per passenger. The cheapestalternative, which would expand the airport east into Kinloch, shows an estimated 39%jump.

"We would hate to see (the airline cost per passenger) increase by much," saidBob Montgomery, director of properties for Southwest Airlines, Lambert 's second larg-est carrier. 'We wouldn't want it to double."

Trans World Airlines, Lambert's dominant carrier, declined to comment on thedifferent expansion plans. But since TWA, which accounts for 66% of the total revenuefrom Lambert's signatory airlines, is struggling to avoid a second bankruptcy filing, itseems likely cost will be a factor in its choice of a plan.

Lambert officials said they will consider the cost impact on their hub airlinesbefore recommending a plan.

"These (cost) figures are preliminary, and whenever we select an alternative, itwill meet the airlines' goals," said Leonard Griggs Jr., the airport's director, in a state-ment.

The city of St. Louis, which owns the airport, is exploring expansion to meetprojected growth in passengers. The growth could mean costly delays for airlines,airport officials say.


TIMELY TOPICS, contd.

According to Mike Cullivan, a consultant with Leigh Fisher & Associates, whichdrew up the eight proposed plans, the range of airline cost-per-passenger figures isbetween $9.20 and $16.88.

But those numbers are calculated in projected dollar costs for the years - rangingfrom 2003 to 2005 - in which the various plans would be completed. When asked toconvert the cost per passenger into 1995 dollars for comparison with other airports,Cullivan said the cost of conversion would be prohibitive because of the number ofvariables involved.

The Business Journal adjusted the figures assuming a 4% annual increase in theoperating and maintenance budgets of the airport, which would be passed on to theairlines' costs. Officials at Denver, Kennedy and Newark airports said a 4% rate wouldproduce a broad, but reasonable estimate.

According to the calculations, the preliminary airline cost-per-passenger figuresunder each of the airport's eight proposed expansion plans range from $6.46 to $11.86in 1995 dollars.

"Anything over $8 and $9 per passenger and you start getting uncompetitive, "

said Richard Byrnes, a senior associate with Booz-Allen & Hamilton, Inc.Whether Lambert can maintain its position as a low-cost airport, relative to

others in the Midwest, will be key to its success after expansion and a measure of itsattractiveness as a hub airport, Byrnes added.

In 1991, Lambert was in the bottom quarter of America's largest hub airports inairline cost per passenger. Its current $4.66 remains low nationally but is above someother surrounding hubs. Minneapolis, Dallas-Fort Worth and Atlanta, for example, allhave figures below $4, with Atlanta the lowest at $1.85.

Nationwide, airport costs have been rising faster than any other airline cost,Montgomery said. Southwest is determined to avoid a situation like Denver, where theairline cost per passenger - $18.55 - makes it prohibitive to fly out of the airport.

Southwest had planned to fly out of the new Denver airport but found the costprohibitive, said Shari Hanrahan, a spokeswoman for the airline. Currently Southwesthas no flights out of Colorado.

Neither TWA nor Southwest Airline has determined which, if any, of the airport'seight proposed expansion plans to support.

But, TWA has endorsed the airport's forecasts for growth, on which the need forexpansion is based.

In 1993, when airport officials tried to win support for a $1.9 billion plan thatinvolved building three new parallel runways and tearing up the old ones, TWA recom-mended Lambert adopt a cheaper alternative, adding just one parallel runway. The fullversion of the old plan had an airline cost per passenger of $10.80 in 1991 dollars.

The $1.9 billion plan is still on the table. It now bears a price tag of $2 billion--the highest of the eight plans— and a maximum airline cost per passenger of $11.86adjusted to 1995 dollars.

In 1991, Lambert was the eighth lowest of all large American hub airports interms of airline cost per passenger, according to data compiled by Denver InternationalAirport. At that time, 25 of 31 of the hub airports had figures below $7, which was alsothe average. The numbers for giants like Kennedy and Newark were more than $15,while Lambert's figure was just $4.36.


TIMELY TOPICS, cont'd.

Byrnes noted that Lambert's competitive position, relative to other hub airports,might be maintained after an expansion if the airport can find other ways to generaterevenue, a tactic he says is increasingly common.

For example, Dallas-Fort Worth International has actually reduced its airlinecost per passenger, from $4.73 in 1991 to $3.34 in 1995, by increasing revenue.

"We've added more concessions in the terminals, and we've also identified moreplaces to display advertising," said Dave Rystrom, director of marketing for Dallas-FortWorth.

TWA reveals offer to Icahn, Civic Progress ticket deal

Cash-strapped Trans World Airlines is hoping to extend payment on its loan withformer owner Carl Icahn two years, or to pay some or all of its debt with discountedtickets.

TWA also will receive $37 million from the advance purchase of 110,000 ticketsbought at a 10% discount by Civic Progress members, the company said in a filing withthe Securities and Exchange Commission. Previously, airline executives had declined tocomment on the amount of money received or the size of the discount.

The money, including $18.6 million paid in March, can be used for normal busi-

ness purposes.According to the latest restructuring proposal, filed with the SEC, TWA is con-

sidering a deal under which Icahn could purchase up to $610 million worth of tickets,over eight years, at a discount.

Icahn would then resell the tickets at higher fares to recoup some of the $201.6million that TWA owed him, as of the end of March.

"It's contemplated the company would enter into an eight-year and three-monthticket program agreement, of up to $610 million of airline tickets for transportation onTWA," the latest document states.

The discount would be "comparable to the more deeply discounted arrangementsmade available in the airline industry to consolidators and tour operators, " the filing

states.The tickets would not apply to any flights to or from the St. Louis hub, said John

McDonald, a spokesman for the airline.Also included in the document is a proposed plan to extend the maturity on the

Icahn loan, which became due Jan. 8, two more years.Currently TWA does not have enough cash to retire the loans.Icahn could not be reached for comment.The latest document also reveals that the airline's fleet replacement plan has

been slowed, at least for 1995."Due to the delay in accomplishing the restructuring TWA has altered its fleet

plan for 1995 to provide for a less aggressive replacement program than previouslycontemplated," the document states.

The airline will keep more older aircraft in its fleet and reduce by 16 the numberof newer planes it planned to lease from McDonnell Douglas. Tom Williams, director ofcommunications at McDonnell, played down the impact the change could have on

TARPA TOP/CS....JULY 1995.. PAGE 44

TIMELY TOPICS, cont'd.

company's bottom line."I think it just blends in with the general market. It's nothing very surprising,"

he said.According to the 10-K annual report for McDonnell Douglas Finance Corp., TWA

accounted for $287.9 million, or 15.9% of the total company portfolio, at the end ofDecember.

That compares to $253.2 million, or 13.8% of the total portfolio at the end ofDecember 1993.

The document notes that, were TWA to file for bankruptcy protection, McDonnellDouglas would have to quickly lease its share of the TWA fleet or "suffer a materialadverse impact."

"We want to be able to keep our airplanes flying. That 's the only way we makemoney," said Don Hanson, a spokesman for Douglas Aircraft Co. which manufacturesthe MD-80s.

He wouldn't say, however, whether the company plans to look for someone else tolease any planes TWA won't be taking this year.

The previous three articles were written by Danielle Bochove and appeared in recent editions ofThe St. Louis Business Journal.

WHY WORRY

There are only two things to worry about;

Either you are well, or you are sick;

If you are well, there is nothing to worry about;

But if you are sick, there are two things to worry about;

Either you will get well or you will die.

If you get well, there is nothing to worry about;

If you die, there are only two things to worry about;

Either you will go to Heaven or Hell.

If you go to Heaven there is nothing to worry about;

But if you go to Hell, you will be so damn busy shaking

hands with your friends, you won't have time to worry.


SURVEY

Recently I received a letter from Don O'neill wondering if I had data on what theTARPA members did for employment after retirement. No such information existsin our data base.

He said in part, "I went to an employment agency called 'Forty Plus'. They cater topeople over 40 years of age who are looking for over $40,000 per year on a fullti me basis. I said I wanted to work part time, they said, 'What kind of work do youwant?' I really didn't know. They suggested I find out what other retired airlinepilots do for work as a way of getting an idea of what I might want to do."

Feeling that there may be many other retirees who would find this info interestingand useful, he compiled the following questions.

1. Job title2. Brief job description3. Hours per week4. Prior experience5. Income ( Good - Fair - Poor )

If you care to participate in answering the above questions please send your replyto TARPA, 449 Santa Fe Dr., Encinitas, CA, 92024. Information gained will becompiled and presented in the November TOPICS, without the use of names.

Secretary/Treasurer

Kansas City. 30 May. 1995

A group of active and retired Captains in Kansas City are

attempting to have the SAC Connie attend the Reno Air

Races as a tribute to the men who flew her. Anyone

wishing to assist in this endeavor may contact Captain

Mike Larkin (816) 930-2254 or Captain Bill Kirschner

(702) 588-4223


CONVENTION TIME TABLE

CONVENTION CHAIRMAN: Bill Kirschner ...... (702) 588-4223CO-CHAIRMAN: Terry Rager................(408) 253-7097CO-CHAIRMAN: Ray Hallstein............... (408) 446-5014GOLF: Jack Harpster....................... (415) 322-3172TENNIS: Larry Girard & Bud Loury .......... (408) 372-9044TRAP & SKEET: Jim Winchester .............(702) 831-9331BRIDGE: Trudy Borgmier...................(505) 292-7671


Convention Update

HOW TO GET THERE

If you are arriving by TWA at either SFO or SJC, the Bay Airporter willtake you to the hotel for about $15 per person, plus $5 for each additionalperson. Taxi fare is approximately $40-$50 from SFO and $25-$30 from

SJC. Senior discounts available. Dollar Rent-A-Car has been selected asthe convention rental agency. Rates are, $31 compact or $35 full size, perday with unlimited miles. They are located at SFO and SJC airports andare lower in cost than the other companies in the area. Call for areservation, 1-800-800-0044. The reservation code is #CCTWA for our

special rate.

If you are arriving by RV, there is parking behind the hotel for 15-20 RVs.$15 a day no hook up, or $25 a day with an electrical hook up. The Elk'sClub next door, has free parking with dumping facilities. No water or

electrical hook up, you must sign a wavier and have a sponsor. Please callCaptain Jack Harpster, 415-322-3172, for more details. The Trailer Villa islocated at 340 E. Bayshore Rd., in Redwood City and has full facilities at$20 per night or $120 per week. They can handle up to 40 motor homesand are about 20 minutes from the hotel. Phone 1-800-366-7880.

Light aircraft can land at Palo Alto airport and tie down fees are $5 anight. See SFO sectional, or Flight Guide, California page 106, or AOPAAviation USA page 3-69 for more information. The airport is nine miles

from the hotel and they will provide transportation.

To save time, space and money please refer to the March Topics for event

details, and please sign up early. Special events available at theconvention will be: A DC-3 sight seeing tour of the Bay area, withchampagne and hors d'oeuvres for only $89. The flight will be flown byretired TWA Captain Jim Findlay. Early birds, on Sunday Sept. 10, horseracing and dinner at Bay Meadows for $20, twenty people minimum.Senior rates on the Blue & Gold Bay boat tour is $5. Those interested inthese events, add a note to the bottom of your registration form, or if youhave already signed up, please drop me a note.

Thank you for your participation.

Bill Kirschner.......... Chairman, Convention '95



1995

TARPA

CONVENTIONEERS

OTIS SPUNKMEYER AIR

provides the best way to

the sights of the

San Francisco Bay

Area. Champagne and Hors

d' oeuvres are served while reliving

the spirit of the 1940 ' s aboard an

historic DC-3. The views from only

unique and the1500 feet are

photographic opportunities are

endless.

Special TARPA rate $89/person

An early accounting of your interest level wouldallow time to arrange fortransportation.

necessary surface

- please call -

800-938-1900 Business Hours

510-649-5900 Anytime

DC-3 AIRLINE

Captain Jim FindlayD irector - Flight Operations

Otis Spunkmeyer, Inc.14490 Catalina StreetSan Leandro, CA 94577

(415) 456-8029(800) 938-1900x219Fax (510) 352-5680

experiencespectacular

(TWA- retired)


JOIN OURPARTY AT

RACES!

BAY MEADOWSWest of Hwy 101 off Hwy 92 in San Mateo. (415) 573-4516


BY PAT & CHUCK HASLER

The 1996 program is being put together and should be final

about Sept. There will be a great Panama Canal Cruise from

the East Coast (Florida) to the West Coast of Costa Rica

and up the Mexican Coast to Los Angeles. We will also have

a tour from BOS following the 1996 Convention in BOS. Then

we will probably have a deluxe CRYSTAL HARMONY CRUISE. If

you have any suggestions please speak up.

I am just beginning to realize how fast the time is

passing by and just how much time is left. It has been

over 6 years since we started the TARPA TOURS and it

seems like just yesterday. I would like to reprint on this

page and the next two pages something you should think

about and how you should think about doing some of these

fun things, like taking a Cruise or Tour with your friends,

(flight deck buddies)BEFORE IT'S TOO LATE! READ ON.

CLOCK OF LIFE

The clock of Life is wound but once & no man has the

power to tell just when the hands will stop on what day or

what hour. Now is the only time you have so live it with a

will. Don't wait until tomorrow, the hands may then be still.

TARPATOURS Contd. Next Pg.


TO THOSE OF YOU WHO HAVE NEVER BEEN ON A CRUISE.

I WAS ONE OF THESE FOR 50 YEARS AND SAID, "I WILL FEEL TOO

COOPED UP, NOTHING TO DO AND I WILL BE BORED; THERE WILL BE TOO

MANY ORGANIZED ACTIVITIES ; TOO MUCH ROUGH SEA AND I WILL GET

SEASICK; I WON'T HAVE ANYTHING IN COMMON WITH MY FELLOW

PRSSENGERS;THEY WON'T SERVE THE KIND OF FOOD I LIKE; I WILL HAVE

TO DRESS TOO FORMAL. WELL I WAS WRONG ON ALL COUNTS! "YOU A RE

I N PORT ALMOST EVERY OTHER DAY;& TRY A S YOU MAY YOU CAN NEVER

FIND THE TIME TO PARTICIPATE IN ALL THE SHIPBOARD ACTIVITIES

(ORGANIZED OR NON-ORGANIZED); YOU CAN BE AS DISORGANIZED AS

YOU LIKE, NO ONE FORCES YOU TO TAKE PART IN ANY OF THE SHIPBOARD

ACTIVITIES OR GO ON ANY SHORE EXCURSIONS AS YOU CAN PLAY CARDS

WITH FRIENDS,SEE A MOVIE OR JUST PLAIN RELAX ON DECK & READ;

NOWADAYS YOU ARE NOT SAILING ACROSS THE OCEAN JUST TO GET

SOMEWHERE SO YOU ARE NEVER OUT OF SIGHT OF LAND AND THE WATERS

ARE ALWAYS FAIRLY SMOOTH(BESIDES THEY NOW HAVE NON-PRESCRIP-

TION MOTION PILLS THAT YOU TAKE ONE EVERY 24 HRS. AND I NAVE

FOUND THEM TO BE 100% EFFECTIVE); EVERYONE WE HAVE MET ON

CRUISES(EXCEPT THAT 1% YOU MEET EVERYWHERE)WERE THERE FOR THE

SAME REASON AS OURSELVES,FUN AND RELAXATION AND LEAVE YOURTROUBLES AT HOME; YOU HAVE THE LARGEST CHOICE OF DIFFERENT FOODS

THAT I HAVE SEEN ANYWHERE & YOU CAN LITERALLY EAT SOMEWHERE

ON THE SHIP EVERY WAKING HR.; YOU DO NOT HAVE TO WEAR A TUX OR AFORMAL DRESS (UNLESS YOU SO CHOOSE), AS ON THE ONE OR TWO

FORMAL NIGHTS(DEPENDING ON THE LENGTH OF CRUISE) A DARK SUIT

OR JACKET AND COCKTAIL DRESSES ARE WORN BY MANY.

THE CRUISES I AM REFERRING TO ABOVE ARE THOSE WE TOOK ON OUR

OWN & ENJOYED SO MUCH. THE REAL ENJOYMENT CAME WHEN WE

STARTED ON THE TARPA CRUISES & TOURS & MET & RENEWED OLD

FRIENDSHIPS WITH LONG AGO CREW MEMBER FRIENDS & SPOUSES. THE

HANGER FLYING REALLY GETS TO FLYING SOME NIGHTS. NOT ONCE DID I

HEAR ANYONE WHO HAD NEVER BEEN ON A CRUISE BEFORE COMPLAIN

ABOUT NOT HAVING TO GET UP EARLY EVERY MORNING,PACK A SUITCASE

TO CATCH R BUS OR PLANE C CHECK INTO A NEW HOTEL EVERY NIGHT OR

THAT THERE WAS TOO MUCH FOOD & TOO MUCH TO DO & SEE. ALSO NOT

ONE WIFE HAS COMPLAINED ABOUT NOT HAVING TO COOK, WASH DISHES,

MAKE BEDS & CLEAN THE CABIN. WHAT MAKES US FEEL GOOD ABOUT THE

CRUISES & TOURS IS THE NUMBER OF PEOPLE THAT HAVE COME BACK 2,

3 & EVEN 6 TIMES. REMEMBER WE ARE ALL GETTING THERE SO

PLEASE DON'T WRIT UNTIL IT'S TOO LATE!


TARPA GOES TO THE RENO AIR RACES AND NAPA

VALLEY WINE TOUR

DEPARTING THE DAY AFTER THE "TARPA" PALO ALTO CONVENTION

46 TARPA members, spouses & friends will depart Rickys

Hyatt in Palo Alto at approximately 9 AM aboard a deluxe

motor coach headed for the Napa Valley wine country.

Upon arrival we will board the Sterling Vineyard aerial

tram for a tour of the vineyards & wine tasting. We will

then tour the U. Sattui winery & taste their products,

followed by a lunch. We will then check into the Sheraton

Hotel-Napa where we will have more wine tasting (it's a

good thing we have a designated driver)& hors d'oeuvres.

The next morning the brave & early risers will depart at

6 AM for a 1 hr. balloon ride over the beautiful Napa Valley.

Upon the return of the ballooners (about 9 AM) we will be

on our way east, toward RENO. We will make a stop & visit

the Donner State Park where the famous Donnor Party was

stuck, with the loss of many lives, during the heavy winter

of 1846/1847. We will then proceed to the beautiful North

Shore of Lake Tahoe. We will make a lunch stop at the

Hyatt Lake Tahoe, which is situated on the lakeshore. We

now head for Reno, going over the beautiful & scenic Mt.

Rose. We will check into the Reno Holiday Inn & Casino for

three nights & days of fun. We will be attending the Air

Races the 2 final days, Sat. & Sun. We will all be sitting

together in our reserved section seats. We will be joined

by Bill Kirschner, Stu Nelson & 16 other TARPA members,

spouses & friends who Hue in the area or will be driving on

their own. We expect to have a FUN time & sorry that

some of you sent your applications in too late. Mon.

morning we will depart for the SFO bay area. Following are

pictures of TARPA cruises & tours. Chuck Hasler


FUN With TARPA TOURS

TARPA "Hillbilly's" at Branson

Rick Davis, Pat Hasler, Marcia DavisChuck Hasler, Vicki Schmidt, CarlSchmidt....TARPA Mexico Cruise

"Swede" Hillbilly's from ChicagoFay & Bob Widholm

Pat & ChuckHasler...Fallfoliage

cruise


By now everybody should be a few pounds lighter in their

billfolds, thanks to the friendly IRS. Doesn't it make you

feel good to contribute to the world's largest charity?

I have received several comments and compliments on the

last column and the new name, Health Notams.

I saw the following timely advice on a church marquee.

If God is your co-pilot, maybe you should think about

changing seats.

Thanks to those who wrote and, as they say on the Grand

Old Opry, keen those cards and letters comin g !

Exercise has a gender gap.

A new survey indicates that men are more likely than women to work out hardenough to raise a sweat. The annual Prevention Index of America's healthhabits found 45 percent of men reported exercising enough to breathe heavilyand make their hearts speed up for at least 20 minutes, at least 3 days a

week. Only 30 percent of women did. Overall, 37 percent of men and women didenough work to gain aerobic conditioning, the survey found. The findings onexercise and the lack of it fit a bigger picture of a larger America. Sixty-eight percentof Americans exceed the Metropolitan Life tables' recommended weight range fortheir age, sex and body type, the survey found. The tables are on the skinny end ofsuch estimates, but many researchers believe that people who keep their weight inline with the Met Life tables standards have longer lives. Men and women preferdifferent activities. Surveys indicate that men tend more toward gasp-and-strainexercises such as weight training and running. Women are more likely to be aerobicdancers or exercise walkers, according to 1993 data from the National SportingGoods Association. Those who took part in a fitness activity at least 110 days in theyear -- 57 percent were female and 43 were male. Among health club members, 53percent are women and 47 percent are men, according to IHRSA, a health and sportsclub trade organization. However, men and women tend to use the club differently.Women are more likely to gravitate toward the dance floor and the aerobicequipment, and less likely to use weights.

HEALTH NOTAMS

by Bob Garrett

TARPA TOPICS.... JULY 1995 .. PAGE 57

MORE INFO on PROSTATE

Most men are only vaguely aware they own a prostate, until age50 or so. Then, the thing becomes nothing but trouble. As menget older, especially past 60, things start to go very wrong. Themost common misery is enlargement, a condition called benignprostatic hyperplasia. It is benign only in that it is notcancerous. By age 80, perhaps 80 % of men have firsthand

knowledge of what this means. The enlarged prostate squeezes the urethra, makingit difficult to urinate. They find their urine stream weakens to a trickle, so urinatingtakes longer, and the bladder may not empty completely. Often men are seized withan urgent need to urinate at inconvenient moments. Getting up in the night becomesa way of life. Prostate enlargement can be treated both surgically and medically. Themost common surgical approach is called transurethral resection of the prostate, orTURP. Working through the urethra, surgeons trim away the tissue surrounding theurinary tube, widening the passage. Possible side effects include impotence andpartial incontinence, but these are rare. The non-surgical option is a medicine calledProscar, or finasteride. It works by blocking the conversion of the hormonetestosterone into a substance that promotes prostate growth. Over time, thetreatment can shrink the prostate and increase urinary flow, although theimprovement may not be good enough to provide relief.Prostate cancer is an entirely different disease, although like prostate enlargement,it ordinarily does not become evident until men reach their 50s, 60s or 70s. A mancan have both diseases at the same time. The most common ways to find prostatecancer are the PSA blood test and the digital rectal exam. If these turn up suspiciousresults, the next step is a biopsy. This involves inserting a needle, guided byultrasound, through the rectum into the prostate. If the biopsy shows cancer, doctorsmay perform other tests, such as a bone scan, in an attempt to learn whether it hasspread outside the prostate. The most common treatment options are:

--Radical prostatectomy. Surgical removal ofthe prostate.

--Radiation therapy. Often reserved for men notconsidered good candidates for surgery. Involvesfocusing a radiation beam on the prostate orimplanting radioactive pellets directly into it.

--Watchful waiting. Patients are monitored, butreceive no immediate treatment.

--Hormone therapy. Often used after cancer hasalready spread. Blocks action of male hormones.


When is it an Emergency?

How serious is a sudden pain? Howmany times have you experienced painbut ignored or dismissed it? As we age,failing to act quickly could be thedifference between life or death. Thefollowing ways may help judge theseriousness of pain. Following tips froma Blue Cross/Blue Shield article!Sign #1: Severity. Obviously, the moresevere the pain, the more serious theillness or injury. Exceptions; a pulledmuscle may hurt like heck but is notusually that serious. But a heart attack,on often causes only mild pain.Sign #2: New or different pain. Most ofus have become use to "normal " achesand pains of aging; sore muscles afterexercising or working out. But, if thepain is radically different, then it may betime for concern and medical advice.Sign #3: Rapidity of onset. Rapid onsetof pain can be an indicator of seriousblood supply problems. A severeheadache, unlike previous headaches,could be bleeding blood vessels in thebrain.Sign #4: Persistent pain. If the pain doesnot respond to simple treatments or painrelievers, medical attention may beadvisable.Sign #5: Other symptoms present inaddition to the pain; like fever, nausea,vomiting, weakness or faintness. Manypeople may experience anxiety andcreate other symptoms.Sign #6: Persons with higher risk ofserious illness. A pre-existing medicalcondition requires more attention topain. Have your doctors and hospitalemergency phone numbers handy.Remember: if in doubt, err on the side ofcaution!

New Bacteria May Be New Hazard

Experts are warning that new bacteriastrains that cannot be killed by presentantibiotics could become a public healththreat worse than AIDS, . Diseasesconsidered undercontrol -tuberculosis,pneumonia, meningitis, staph infections-- are becoming unstoppable. Bacteriathat now cause many common infectionscould become "supergerms" resistant tovancomycin and other drugs. Doctorseventually may have to resort to pre-antibiotic treatments: draining, or evencutting off, infected wounds. Hospitalpatients recovering from surgery, organtransplants, wounds, cancer orinfections are at greatest risk ofinfection from a drug-resistant bacteria.Bacteria are naturally plentiful andnormally beneficial in the human body,but when its balance is disrupted byantibiotic treatment, surgery or seriousillness, infection often follows. Within afew years of penicillin going on themarket in 1940, microbes began evolvinginto resistant forms through randomgenetic mutation. Penicillin-resistantstrains of pneumococcus have becomecommon worldwide over the last 15years, and about 85 percent of all typesof bacteria responsible for U.S. hospital-acquired infections have developedresistance. Modern medicine is partly toblame, because of overuse of antibioticsin this country and Europe. Thoseantibiotics kill off the weakest bacteria,leaving the hardiest to become moredominant, particularly if patients stoptaking medicine when they begin to feelbetter. Some experts also blame thepractice of feeding U.S. livestock andchickens huge quantities of antibiotics toboost food production.


Report: World Threatened By TB

Is an out-of-control tuberculosispandemic is looming worldwide? Basedon World Health Organization reports,programs aimed at controlling TB areworsening because drugs aren't gettingto patients. Two years ago WHO took theunprecedented step of declaring a globalemergency because of a disease:tuberculosis. Since then, the situationhas severely worsened. In particular,WHO reports TB is spreading in

wealthy countries, and"the disease hasregained a sizeablebeachhead in theindustrialized world."Migration andinternational businessand tourist travel are

fueling spread of TB strains between richand poor countries. The WHO reportpredicts that 30 million people will die oftuberculosis over the next 10 years and90 million will become newly infectedwith mycobacterium tuberculosis.New cases of tuberculosis will spring upat a rate of one per second around theworld unless every nation starts makingsure infected people take their medicine.The WHO report called TB the leadingsingle-infection killer of adults, taking 3million lives a year. The reportestimated that as many as 100 millionpeople carry drug-resistant strains. Thedisease remains the "world's mostneglected health crisis " .

MDs Study Heart Transplants

A study in the journal Transplantationreports the death rate for hearttransplant patients is 20 percent lowerin medical centers approved by thegovernment to perform the complexprocedure for Medicare patients. Theprobability of death for patients whoreceived a transplant at a facility notapproved by Medicare was 9.2 percentwithin 30 days and 19.2 percent withinone year. Researchers found thedifference in mortality was largely dueto a higher incidence of graft failureamong patients in hospitals that lackedMedicare's special approval. Suchfailures arise from inherent defects ornon-viability of the donor organ, asopposed to infection or organ rejection.They did not have the data todetermine how much hospital-specificfactors such as organ preservation andsurgical technique contributed to thegraft failures. The study reviewed9,401 heart transplants in 140 medicalcenters between 1986 and 1991.Medicare has approved 73 hospitalsand medical centers in 31 states andthe District of Columbia to performheart transplants on Medicarebeneficiaries.


SHORT

ONES!

Medicare Bills Will Double!The baby boomers who turn 65 in theyear 2020 will cost Medicare anestimated $210 billion before they die,almost double the expense of caring forfolks who passed this milestone in 1990.The reason: the sheer number of peoplewho will become the federal program'sresponsibility in 2020. Medicareexpenses of people who turned 65 in1990 will total $53,256 each.

Exercise improves hearing.I said your HEARING! A recent studyreported that people who were physicallyfit had only half the loss compared withthose who were not fit. The good news isyou don't have to be a gym jock to benefitfrom exercise. Exercising allows moreoxygen rich blood to be pumped todistant small areas, like the inner ear.There is also an increase in stressproteins which protect the tissues of theinner ear. Might help your marriage, too.Caution: Lower the volume on yourWalkman!

Help, I've fallen and can't get up!Researchers at Northwest Hospital inSeattle found that older people whoexercised daily for eight to 12 weeks cuttheir risk of falls by 39%. Those whoexercised sporadically reduced their risksby 12%, while those that did nothingincreased their risks by 5%. Even simple,no-sweat regular exercises can increasestrength, balance and endurance.

FOOD-WHAT'S BADApple juice. Sugary, no vitamin Cunless it's fortified. Can cause diarrheain young children.Cottage cheese. Has about 40% fat bycalories with little calcium. Buy no-fat!Cream cheese. Fatty as butter ormargerine but low calcium and protein.Processed dried "fruit" snacks.Contain more sugar than fruit.Iceberg lettuce. Have little vitamin Aand C, low in fiber.Muffins. May contain more fat andcalories than donuts or Danish.FOOD-WHAT'S GOODEggs. High in protein with half the fat ofa tablespoon of many salad dressings.Limit, 3-4 a week.Jelly. Half the calories of butter ormargerine and fat-free.Pizza. Fairly well-balanced when toppedwith low-fat cheese, tomato sauce, andveggies. Avoid sausage, pepperoni andbeef toppings.

Thanks to those Onliners thatsent me E-Mail. The Internetand other commercial onlineservices is a great way forTARPA members to getinformation and keep in touch with eachother. How about a TARPA Home Pageon the Internet? For travel tips on theWeb, try;ftp://ftp.cc.unmanitoba.ca/rec-travel/online-info.htmlFor State Department advisories try;http://www.stolaf.edulnetwork/travel-advisories.html

I am on Prodigy, ID# TGSV43A. MyInternet address [email protected]

Til next time, stay healthly.


BEFORE

WHAT TO DO WHEN ^ A LOVED ONE DIES

We have altered the title because after the fact is too late. The real message is: organizeyour affairs NOW, so that your heirs will not be left to solve a puzzle with missing pieces.The problem is not what to do, or how to do it, simply the resolve to get started. Spouses,add your items to the list. Too often we hear the lament afterwards, We were going to doit, but just didn 't get around to it.

One doesn't need a multi-page check list or a computer program, or an estateconsultant. Only two items are necessary; paper and pencil, with one thought that servesas an on going test. Could a stranger pick up my paper work and settle my estate as Iwould like to have it done? With that in mind, get started. It is amazing how much wetake for granted; that our spouse and/or children know about everything we own, whereit is located, what it is worth, and who or where to write or call to take possession of theitem, or obtain more information.

A will or a trust that outlines who is to receive what, is of little value if the "what" cannotbe located (where can the will or trust be found?). Put the pencil to the paper and listeach asset you own or have an interest in, with numbers & a description. Where is itlocated? Identify a person that could be helpful for that item (broker, banker, insuranceman, etc.) list their name address and phone number. By all means list the location ofkeys, and label them. That will save the cost of a lock smith, or the frustration of anunlabeled key with no idea of where the lock might be. Approximate value is of primeimportance for items whose worth is not obvious, such as coin or stamp collections,heirlooms, antiques, jewelry, etc. This will prevent a $500 dollar offer being accepted for a$5000. item. Now is the time to check the listed beneficiary on insurance, accounts,retirement, and anyplace one should be. Would it be wise to add a contigent beneficiary?

The list should include where each of your important papers are, such as birth andmarriage certificates, deeds, IOU's, receipts or registration papers for cars andexpensive items, insurance policies, military papers, and cemetery lots. For yourheir(s), list the data for those who should be notified.

• TWA Benefits, 816-464-6437

• ALPA Membership, 703-689-4153

• Social Security

• Relatives, friends, fraternal or social clubs, or whoever.

TWA Benefits will notify the DAP and A-Plan, thus only one copy of a certified deathcertificate will be required. They will also be required for securities, insurance polices,etc. not owned by your trust. If you do not have a trust, attend one of the many freeseminars that are offered. It will be worth your effort to determine if you should haveone.

A thoughtful note would include your personal data and numbers and information foran obituary such as birth place, parents, other family members, education, career(s),military service, fraternal or other societies, honors, hobbys, accomplishments, whateveryou would like known or remembered. No one is better qualified than you to do that. Itwill be a great help when needed.

R. C. Sherman 6/95TARPA TOPICS....JULY 1995.. PAGE 62

WHAT I HEAR

ON THE GRAPEVINE!

Hank Gastrich

2480 Hilton Head Place #2145

El Cajon, CA 92019-4458

Tel : 619-588-2578

Fax: 619-588-4665

Hello Tarpans! I had the pleasure of attending

the TWA Seniors AGM dinner at the RIO Hotel and Casino earlier this month and the opportunity to

get to see and/or be with several TARPANS who also attended. Unfortunately, I have no pictures to

prove "I was there" although I did take half a dozen or so. Problem was, I used my "new" camera

(I've had it less than 4 years) and did not remove the "built-in " lens cover ... because ... I didn't know

there was one!

I hope we all have completed plans to attend the 1995 CONVENTION. While I'm sure there

will be much more concerning the Palo Alto Party in this issue, let me remind you again, the dates are

September 10, 11, 12 and 13. (Sunday through Wednesday). I'm looking forward to being there for

the entire time (which will be a first for me) and I am hoping to get a lot of pictures ... of more than

the inside of the camera lens cover.

I trust you all will note this issue of the Grapevine will be somewhat shorter than the last! I

received some terrific pictures and excellent letters, but I can still use more. Note that I added a FAX

number so now you do not even have to lick a stamp. Let us all know how you are ... what you're

doing with who ... to who ... etc. Tell us about your golf scores and the fish you caught. I promise

to take 10 off any golf score and add 10 (pounds or inches) to any fish you send in. Write a parody

(you all know what a parody is - your own words to an already published song); I've written one for

Nick to give Reba, just to show you how easy it is. It's called "My Secret Love" and sang to the

melody of "My Secret Love," albeit, unlike Doris Day ever sang it. It goes:

Once I had a secret love. Who wore a nylon negligee.

When our night of love was through, she said, " I didn't have to pay?"

I asked her why her love was free? She said, "Sealy Mattress sponsors me!"

Last night we were on channel four. My secret love's no secret anymore!

As you can tell, I have struggled mightily to get to the bottom of this page. In

fact, you could say I have had "Writer's Block!" from the top of the page. But let's

get on to the Grapevine. I promise you ... it really does get better!


GRAPEVINE (July - cont'd)

KEN FAIRCHILD Morehead City, NC

Dear Dick,

We haven't found any TWA pilots in our area except Danny and Linda Klowaski. Dan went out

medical a few years ago and I retired at 57 in 1991. Still married to my TWA F/A red head (Margaret

Ann Cobb). I run several charter boats (Airline Captain to Boat Captain). U.S.C.G MASTER. Margaret

is a professional clown - Ringling, Barnum-Bailey type!

Our best to all,

Capt. Ken Fairchild

Charter BoatFishing Delivery

Captain "Ken" FairchildU.S.C.G. Lic. Master

3702 Oxford Ct.Morehead City, NC 28557

(919) 726-6799

Private AreaInstruction Familiarization

HARRY F. CLARK Santa Maria, CA

Dear Dick,Enclosed is my check for the 1995 dues. I fired up my trusty "Quicken" as soon as I received the

March issue and sure 'nuff , 1994 was the last payment.

I am making plans for the convention but there are a couple of potential conflicts which I'll have

to resolve before I can commit to attend.

Thanks for all of your good work -- it is sincerely appreciated.

Best Regards,

GEORGE DREW Norwood, MA

Hank, These are photos from an MEC Meeting held at the Miramar Hotel in LAX. Captain Floyd Hall

was the MEC Chairman. This was also the first retirement party! A good assembly of stalwarts.

Question? Where did all the young, skinny pilots go? (Ed. Note: Whoever can answer, let me know. I'll

take young or skinny!)Ralph Damon did bring some quality to TWA, didn't he? I don't remember seeing the enclosed

photo in TARPA TOPICS, so if you can use it, fine.

(It was necessary to "trim" the photos to get them on two pages. Nothing but some wall and draperies

have been cut, but ... WHO is WHO? In other words, were YOU at this party?)



FRANK FITZGIBBON Kansas City, MO

Dear Dick,Since Dan Richter seems to be in first place for paying dues, I am trying for last place, hoping for

the consolation prize.

This is the first time in my life I've forgotten to pay on time.(Be alert for lightning bolts)!As ever

NONSENSE?

Captain (very bored - to first officer): Did you ever see anyone slow-roll a B767?

First Officer : Come on!You know you can't do that!

Captain (sitting up-right) : I mean it. Watch!!!

Looming Pause

First Officer : Well I'll be Gosh darned!Co-pilots really talk like that

D. O. SMITH Louisburg, KS

Dear Hank,

Thanks for taking on the TARPA work. Sorry to read of Roy Van Etten's passing. He was hired

one day after me ... 50 years ago. He stated to me so many times, "he worked so hard for the pilots

because of the great injustice in seniority to the pilots hired in DCA."

I am fine Spend 3 to 4 days a week banking. The other days playing with my cows.

Thanks again,

Ed's Note: Thanks for the letter D.O. I remember flying with you! And a suggestion if you don't mind.

Do NOT take the TOPICS to the bank where a customer might read it! I thought I had a "picture" of

four cows playing bridge ... but all I could find was this picture

of a guy in a fancy suit trying to "gift wrap" a bull!



RUSS BOWEN Moraga, CA

Dear Dick,I apologize for being tardy but I'm sure you will forgive a balding eagle. Incidentally, I like Bill

Dixon's idea of establishing a new status - the "Golden Eagle." Gay and I enjoy the TOPICS and we

appreciate all that you TARPA guys have done and are doing. See you in Palo Alto!

Russ Bowen

New Telephone area code - 510-376-1451

JOHN D. MILNER Los Altos, CA

Dear Richard:

I surely don't want to be the only one not paying his share for a "bang-up" job all of you are

doing! S00000, enclosed find cheque for 1995 dues. Will keep them coming to you.

I drove down to Los Gatos last week and had a short visit with Harold Neuman. He is pretty

weak and do not believe he fully knew who I was. Just thought this might be late news.

Regards,

MURRAY "NICK" NICHOLSON

Chuck,What a great job you guys are doing. I always look forward to TARPA and finding out about all

the "great ones" I used to fly with.

Since retirement I've been flying the Hawker (HS 125-400A) for Starstruck Aviation (Reba

McEntire) airplane, and enjoying General Aviation Part 91 and 135. Been full circle starting in Naval

Aviation in 1956; 27 years with the greatest airline, "ole TWA" and now with GA

Am about to undergo operation for throat cancer. Wish me luck. Hope to see you all in SFO in

Sept.Best regards,

I really envy you; not

only flying a HS125, but being with Reba and group ... I love those cowboy songs. Like, "He Even Woke

Me Up To Say Goodbye" and "Leaving You Is Easier Than Wishing You We're Gone." Or, "Your Wife

Is Cheating On Us Again!" and the always popular "If I Don't Love You. Grits Ain't Groceries. "

H. E. NICK NICHOLS Boulder City, NV

Dear Dick,I have just received the March issue of TARPA TOPICS which reminds me I have not been

Nashville, TN



elevated to EAGLE STATUS. I was born October 6, 1919 so passed my 75th birthday last October. I

realized that Eagles do not have to pay dues per our by-laws so am enclosing my check as a contribution

to TARPA to help defray the cost and mailing of the magazine.

I also want to add my congratulations and thanks to that of so many others for the fine magazine

that TARPA publishes. Thanks to all the past and present people who have done so much time

consuming work to give so much pleasure to all of us RETIREE'S.

Sorry but I will not be able to attend the convention in SFO this fall. September and October are

my big fishing months and we will still be in Montana at convention time.

Ed's. Note: Nick, we'll miss you in Palo Alto

in September. Oh yes, what you see is "bait"

for those who fish the waters in and around

Palo Alto!

Towanda, PA

Dear Dick,

Just a short note and my dues for '95. I enjoyed the article about the 404. I was visiting a small

airfield north of Douglas, AZ. and happened to see an old 202 there, but it wasn't in nearly as good

condition as the one you saw in Vegas. I've forgotten the number of it, but it had been used by Southern,

or somebody; not real sure of that.

By the way, I'm not sure if you can handle this or not, but I have a different telephone number

than as advertised in the TARPA TOPICS. It is: (717) - 265-2135.

Hope all well with you, and in good health. NOT sure of when my Navy reunion is, but if no

conflict will probably see you in San Fran.

Sincerely,

JOE H. BARTLING Paris, France

Dear Dick,

Seems that I have to be reminded every year so maybe I better pay a year in

advance. Anyway, that will keep me in arrears only half of the time. So now I can

relax until 1997. What a great TARPA TOPICS. I enjoy them all but the format and

great articles really keep me chuckling this particular issue. Seems it gets better all the

time - really professional.

Keep up the good work. Maybe I'll get to the convention this year.

GEORGE A. SEABORG

Best regards,



JOHN R. STEVENS Kansas City, MO



EDWARD MELLON

Dear Sir:

Pittsburgh, PA

I would like to renew my TARPA Subscription. Enclosed find a check in the amount of $30.00.

Even though I am 77 years old, I still like to read about all the articles in the TARPA magazine.

Edward Mellon

1217 Penn Avenue

Pittsburgh, PA 15222

Tel:(412)-281-0977

Somonauk, IL

Larry telephoned me at work early Wednesday morning on 29 March. As glad as I was to hear

from Larry, his call was to advise me of the sad news that his wife Terri (Theresa) had died earlier that

morning (0200) from the bone marrow cancer that had beset her for the past five years or more. The

news was especially disheartening for me since my wife Mary Lee and I had met Larry and Terri along

with TWA Captain (retired LAX/JFK) Bob Kane back in 1950 in San Diego.

We were all members of VA 923, an attack squadron called to duty during the Korean War within

days after UN troops became involved. We had some fine times together and I especially remember being

introduced to "pizza" at Pernicano's Pizza Parlor near Larry and Tern's home in Balboa Park in San

Diego.

A "requiem mass" for Terri was held by Father Vincent Haselhorst at St. Boniface Church in

Germantown, Illinois. Terri would have been 70 years old in November and they were approaching their

48th wedding anniversary. I especially share Larry's pain since my own wife Mary Lee passed away 10

years ago last February. I wish I could tell him that the pain departs, but it doesn't. There is solace

however in the knowledge that for Terri, as for Mary Lee, the suffering has ended.

JAMES R. FEIL Sonoma, CA

Since Im late, I would pay past 1999 but my checks only go up to 19 ! Are the dues free for

the year 2000 & beyond? Chuckle - Chuckle.

Thanks for the great service. I'm 59 1/2 this month so I will have to wait for September schedule

to see about Palo Alto -- -

Respectfully,

Note from treasurer. Jim has paid through 1999. Looks like Dan Richter will have to be second for a few

years. Note from editor: Now that I think of it, 1995 money is probably better than 1999 money will be!

Address Change:

LARRY HAAKE



LOU GORCZYCA Laguna Nigel, CA

Dear Henry,

I would like to inform our TWA friends that Marianne, my wife of 36 years passed away on

February 7, 1995. Marianne, a TWA Hostess from 1956 through 1960 died from the complications of

ALS (Lou Gehrig's disease). Services for the internment were held in St. Timothy's church by Father

Bruce Lavery.

Sincerely,

Louis Gorczyca

Ed's, Note: I knew there was something about this job I was not going to like. Lou, you know

you have all Tarpan's sincere sympathy; we share your hurt. I just wish there was more to be said. Hank

ROBERT ALLARDYCE Pittsfield, MA

Dear Hank,

Enclosed is a photocopy of an article in the current issue of the International Journal of

Intelligence and Counter Intelligence (I underline "current," because it only hit the mails two weeks ago.)

I'm forwarding this copy for your personal perusal.

You will note an article by James Gollin, "Stirring Up The Past: KAL Flight 007." Jim and I are

and have been partners since October 1983. Jim is a professional investigative writer. I'm me.

My thought was that you might want to mention the article (book upcoming). Anyone who is

interested in a reprint of this enclosure, I'll be happy to respond to requests. I'll need $5.00 for cost of

reproductions and mailing.

Meanwhile, enjoy the convention and the upcoming summer.

Warm personal regards,

JIM SCHMITT Cream Ridge, NJ

Dear TARPA Grapevine,

Just finished reading "Den of Lions" by Terry Anderson, the journalist held in chains for seven

years in Lebanon. Its a good review of the USA Mideast screwups for that period of time.

On the home front, my 8 acre organic farm is more and more productive and I share some of the

food with my gal friend. We have something sacred between us - we both pay alimony. It is good for her

because she's some sort of liberal feminist. I guess it would be a waste of time chasing someone who

thinks as I do ...Anyway, life is great! I am in excellent health and avoid doctors religiously except when I

break a rib or something! My last real physical was in 1984. I am fairly active in Rotary, The

Circumnavigators Club, and Mensa. My kids are all well

off and my crazy 71 year old sister is sailing her own boat

around the world - in Thailand at present.

Good luck to all,



GORDON HARGIS

Dear Hank,

Fort Worth, TX

As probably a matter of no interest, I have "conjured up" the solution to the "Dog Factor"

equation that was in some of the material I sent you. You figger the average "x" in the geostrophic wind

equation, which is Vw = K(D2 - D1) / d ... (Ed.'s Note: you're right Gordon, everyone will not be interested

in this information; those who do will contact you personally!)

I went to MKC Monday - only took 12 hours via STL account x caused 2 Cx's at DFW and

subsequent full pay passenger loads, also one Cx to MCI at STL, finally got on F323 and arrived MCI at

2055. To get 3 landings in "SavaConnie" 37C. Our "mean Check Pilot" Charlie Gatchet massaged John

Hatcher, Dick McMahon and me; then gave 3 right seat landings to John Pew who is a flight engineer on

the 1049 and is now qualified as co-pilot. Took 72 minutes for 8 touch and go plus 4 full stop landings.

Flew close patterns, and with no other traffic, saved gas.

Regards,

P.S. Think I mentioned before that W. J. Kajenski, the last remaining "old" hire retires 6-7-95. GH

BILL DIXON San Jose, CA

"Note on back of photo:" Captain Jim Elkan and F/O Chris McMillan were among those on TWA flights

arriving and departing SJC airport on Valentine's day. They were met by TWA Seniors who thanked

passengers for using TWA. Pictured with Jim and Chris are: Retired Captains Bud Elliott, Bill Mehew

and Terry Rager.



CHARLES DAVIS Santa Barbara, CA

What about this? The photo enclosed has a purpose. An idea for the publication. How about

" Guess Who?" This shot came in to existence in 1935 at the Kansas City Fairfax Airport. It is an Aeronca

C-3. The reason I look so remorse is

because I had just blown my only five

bucks on my first flying lesson and didn't

have car fare home. I was 16. That

"thing" sticking up from the top of my

head is not a growth but a spar securing

two guy wires that are attachedto the

wing tips. Two cylinders and a spacious

cabin with accommodations for two, side

by side. You probably already knew all

this.

Sincerely,

Ed's Note: Thanks for the letter ... and

photo Black Dog. I remember flying with

you!! I never thought that thing on your

head was a growth. I always thought it

was an antenna ... so you could keep in

touch with the folks back on your planet!

WAYNE SEVERSON

Dear Hank,

Possibly some of the enclosed jokes could help out Mr. Grapevine Editor - hope you find

enjoyment doing it.

Wayne

Ed's Note: Wayne included a page plus of "one-liners" (probably stolen from an Improv show he went to)

to use as "fillers." One I just found ... too late for D. O. Smith and his cows is:

Two farmers each claimed ownership of a cow. While one pulled at it's head and the other at it's

tail, the cow was being milked by a lawyer. W. S.

Thanks Wayne. I'll use more of yours throughout ... and blame them all on you.

ORMOND L. HOWARD lone, CA

Dear Dick,

Sorry I'm late with 95 dues. I had forgotten that I had forgotten. Pretty god, huh?

No changes up here on the "Shoestring" cattle ranch. (Ed's. Note: Teach those cattle to play

Bridge or something. Seems to "keep 'em contented in Kansas).

Mission, KS


GRAPEVINE (July - coned)

Thanks for a fine publication,Our best,

Ormond

GUY A. FORTIER Incline Village, NV

Dear Hank,Congratulations to all on the March/95 issue of the TOPICS. It's a knockout ... especially with a

color cover of the most beautiful bridge in the world (ex-SFO pilots' opinion).I've got a 1943 Stearman N2S2, which I keep in Oshkosh, and commute from my home in

Nevada to fly. (Some guys just can't get over a bad habit, like commuting across the country to fly).

Actually, the thing flys a lot better at 950' field elevation than at 4,500' around Reno/Tahoe.

It is an award winner from EAA Oshkosh in 1991. "OUTSTANDING WWII MILITARY

TRAINER" and Galesburg, IL annual Stearman fly-in "BEST STEARMAN N2S" of the same year.

I went from flying the worlds' largest Boeing (TWA-747) to flying one of the oldest ... guess

which is more fun??!! We barnstorm with it each summer from May through October throughout

Wisconsin giving rides. Hope to see you at Palo Alto.Best regards,

Guy A. Fortier



THOMAS J. RINGLEIN Mokelumne Hill. CA

Thomas J. Ringlein7367 Highway 26

Mokelumne Hill, CA 95245(209)286-1244

May 1, 1995

Dear Dick,

Spring is sprung,The grass is riz,I don't know whereThe dues money is.

Your letter saidMy dues was due,And I had betterAgree to renew.

You thought I mightHave mailed it in,I checked my records,It is not within.

My records stink,They always did,So here ' s your checkFor twenty five Quid.

Keep the good news coming.

The Sandhill Aviator

Thomas J. Ringlein

Dear Thomas,

There is good newsThat cheers us all-We got your duesYour on the ball!

Forget the letterTho' not in errorWe all feel betterWith "Pay to Bearer."

Dick sent your note,He did not lose it,Few others wrote,I had to use it!

Your records straightNo longer sick...But don't be lateIn ninety six!

Keep the annual dues coming,

The Grapevine Editor,

Hank Gastrich

STRETCH BOEING 767



"GOLDY" GOLDTHORPE Levittown, NY

Dear Hank,

Congratulations on your new "Grapevine." It contained interesting, informative and humorous

bits and pieces which I'm sure TARPA TOPICS' readers enjoyed. I know I did.

The "Grapevine" has always been the No. 1 department of the TOPICS. We are all eager to read

comments from old friends and fellow TARPA members some of whom we haven't heard of for years.

Thanks for accepting the job.

I particularly enjoyed your comments on Ed Betts' letter in the March TOPICS. Ed has just been

through an exceedingly hard time with all his eye problems and then being struck by an auto not long ago.

Like you said: "Let's all hope Ed recovers completely and quickly. Thanks again Ed. You were and are

No. 1 ..." Amen.But Ed hasn't lost his sense of humor in spite of all the bad luck. Like he told President Davies,

following the auto accident, that "he wishes he had paid more attention when he was in bull fighting

school."

Also I feel sure Ed got a kick out of your reference to his gourmet catering service on DC-4

cargo flights. When an F/O would rather enjoy his Captain's food service more than the left seat, well, the

grub just had to be great! Cargo crews in DC-3 days usually weren't so lucky. Like the time "Cy" Gates

and his F/O went from ready-to-dine to when-do-we-eat to finally becoming so ravishingly hungry that

they made an unauthorized (by TWA) landing at Harrisburg for an early morning snack.

Thumbs up,

"Income tax had made more liars out of Americans than golf." Will Rogers and W. S.

"The older I get, the better I used to be." Lee Trevino and W. S.

The trouble with the future is it keeps getting closer and closer. Anon and W. S.

PAUL E. McNEW

Hello Hank,

Mesa, AZ

Four of us started flying for United Blood Services Lab in Scottsdale. They now have about 24

pilots donating their time and aircraft for blood pickup from blood drives at outlying cities. They also

handle emergency flights. Four women are now on the team and about 80% of flights, including

emergency flights are at night. All flights are VFR.

I flew the first trip and went to INW. Very nostalgic as the original terminal building used by

TWA in DC-2 days is still there. I also flew the 1001 trip. Also carried blood for an emergency trip ... a

62-car pileup east of Flagstaff required seven boxes and the boxes were at the Flagstaff hospital ... two

hours away.

I was one of two pilots leaving Yuma about 2130 in a 172RG. About 35 west of Gila Bend, the

engine quit smoothly and came back on smoothly .,, repeatedly. Used carb heat - switched tanks - used



boost pump - and pumped throttle to no avail. By the time I decided to land at GBN, the engine was only

running about 20% of the time. Keyed the mike 5 times. saw the lights come on and landed. Even taxiing

in to park the engine was erratic. Later found the problem was dual mag trouble. Other failures, i.e.,

alternator at night, radios, lights and oil leaks like a Wright 3350 all added to the title of this.

Best to you and yours,

DON HALVERSON Santa Ana, CA

Same old car; same phone (714-541-9040); New wife (Donna M. 2 July 1994) Check list

complete.Capt. Don Halverson

CLAUDE GIRARD Paris, France

Dear Hank,It's about time I would tell you, your predecessors and TARPA in general how much I have

enjoyed all the articles which have appeared in TARPA. If I didn't do it earlier, it is simply that I have left

to purchase a PC ... and I hate to write as much as you probably hate to read hand writing! Anyway you

guys, all of you have and are doing an outstanding job ... my hat is off.

Going through old files I found a copy of an article which appeared in a 1987 magazine which I

thought might be of interest to TARPA as it covers a "one of it's kind" aircraft and another first for

TWA. This article is fairly factual. Larry Trimble, at the time, Director of Operations overseas did the

ferry from TLV (Tel Aviv) to Paris with Captain Gordie Granger.

True enough, it operated under an Ethiopian registration and for obvious reasons, it just didn't

meet FAA criteria. (Ed's note: Neither did the DC-3!) Following extensive upgrading I flew the FAA

certification test flights on May 3 and 4 1960 with Bob Meyerburg of the Branch FAA Aircraft

Certification group. Besides the station mentioned, in those days TWA was also flying to Basra, (Capt.

Neal Lytle will remember the closure of Basra), Dhahran (wonder who was waiting for us Oct. 17, 1959,

engine failure Plane 321), Bombay, Manila (105 hrs. hard hours in 12 days..!), Entebbe, Dar el Salaam,

Nairobi, etc.

I guess I could carry on but that would be boring. I'll just conclude by saying that indeed we had a

C47 ETT12 again inspired by Larry Trimble. Besides Trimble, I list the other Captains that I flew with:

Joe Carr, Neal Lytle, Gordie Granger, Swede Golien, after 1960 , Jack Robertson, John Nevins, Tom

Anderson who besides Larry provided some relief for me.

As we approach the 50th anniversary of TWA overseas operation I think we should ask Larry

Trimble to give TARPA an article on the International Operation which he actually pioneered, I can

assure you it would be a thriller...

Things have been rather quiet this side of the ocean ... should anyone come overseas please have

them call me ... either in Paris at the address in the TARPA directory or Tel (331) 42462881 or in FRA at

the Arabella Couglin Hotel, Tel 496966330. Thereafter at the Arabella Busing Calais Hotel which



Dorothea (my wife) will be running (opening August '95) and where we will have an apartment. I split my

time somewhat evenly between PAR and FRA.

Hope to see you soon,

All the Best

P.S. 1958 was the peak year with 103 unscheduled engine changes overseas!!! I can

assure you a couple of guys were mighty glad to see me successfully complete the TWA

student Captain course (Martin 404) Oct, 1957. Same class as Lou Thompson, Campbell,

etc.

"ONTOS" - TWA 5551

"ONTOS" translates from Greek to "The Thing." And what a "thing" it was! Built in 1945 by

Fairchild as the C82A Packet, it became known as the "Flying Boxcar." The facility with which "bulky"

items could be loaded into the almost-ground level cargo area made it a godsend to TWA as an engine

carrier. Paris-based, ONTOS served faithfully for almost sixteen years ferrying good engines to downed

aircraft from the Azores (where I was part of a crew to welcome her) to Iceland, and east as far as

Bombay.

Originally, it was registered in Ethiopia because it could not meet CAA T-category performance

requirements. Neither could the DC-3! However, in September, 1960 it was re-registered to TWA as

N9701F, and it was then ONTOS acquired a TWA logo, paint job and a more powerful J-34-WE-34

Westinghouse "JATO" engine to accompany the pair of P & W R-2800's. Sadly, all good things must end

and after almost sixteen years, ONTOS became "surplus" and was put up for sale. But I'm sure the spirit

of ONTOS will always be a part of those who flew her as well as those "waiting for her."



DICK CARTER Sulisun, CA

In the late 50's TWA commenced it's transition into the jet age. Training had started in Kansas

City for the senior people who would fly the airplane. The TWA MEC met regularly to discuss the

problems associated with this transition, not the least of which was the 3rd crew member situation,

On this particular occasion the MEC was meeting in the Phillips Hotel in Kansas City, and

coincidentally the council chairman from LAX, a very senior captain, was in jet school at the Training

Center. He, to his credit, arranged his training schedule so that he could be in attendance at the MEC

meetings.

This gentleman was known to pontificate and on this occasion chose to share his newly acquired

knowledge with the MEC. His principle point this day was that fuel management would be absolutely

critical to the operation, and there would be minimal fuel reserves at destination for holding. With great

emphasis he stated that every jet airport had to, without exception, have two hilly serviceable ILS

runways.The MEC members were commencing to tune out at this point, but one member immediately

recognized some parochial benefit. From the back of the room in a very low, plaintive voice, the question

was asked, "Would it be all right if the Martin pilots used the ILS? " The meeting went out of order with

laughter, and the copilot representative from Detroit was the hero of the day. A blow had been struck for

juniority.

ENRICO DOTTIER! Fountain Valley, CA

Richard,

As President of the Twin Beech Association and as editor of our own newsletter, The BEECH

EAGLE, I fully appreciate all of the effort put forth by the officers of TARPA. It was with deep regret

that I noted the passing of Captain Roy Van Etten. I well remember his efforts and the early work in

forming TARPA into a viable organization. Not many men get to see their vision put forth in such a

forceful manner. TARPA is the very essence of what men like Roy and Captain Harry Molder had in

mind. The early founders of TARPA were not out to receive recognition, but instead were looking into

the future, surely some of their goals were to enhance and enrichen the lives of all of us. Roy in his own

"wry" way certainly smiled when he thought of all the successes that TARPA came to represent.

I am enclosing a check ($30.00) for my dues.

Keep 'em flying,

714-964-4864P.O. Box 8186, Fountain Valley, CA 92728-8186

Twin Beech Association



NEUMAN RAMSEY Sun City West, AZ

Dear Hank,

I thought you might be able to use these in the Grapevine column. The article appeared on a

bulletin board of a training field outside London during WW II.

The thing to do when in bad flying conditions, it appears, is to put a cat in the cockpit. Cats

always remain upright, so the pilot merely has to see which way the cat leans to determine if the wings

are level. Prudent aviators select an elderly cat, one which has used up eight of the nine lives and so, with

only one to go, has as much to lose as the man at the controls. Young cats, with seven or eight lives in

hand, are not to be depended on.

A further word of warning. The chosen cat must be clean and well groomed, as your grubby cat

will want to spend all its time washing itself. Trying to follow a washing cat usually results in a tight snap

roll followed by an inverted spin and structural wing damage.

Sincerely,

Neuman Ramsey

FRED WERNER

Dick,

Had a couple of bad years. Radial prostatectomy in July '93, Orchiechtomy in October '93 and

diagnosed with multiple sclerosis in May '94. Still playing golf twice a week so things

are not that bad! Fred Werner

Ed' s. Note: Okay now Fred, lets stick with a cold, flu and gout! Those I can spell!

Malibu, CA

MICKEY WIND

Dear Dick,

Ormond Beach, FL

Since I was the baby of my class and have many years to go before I become an Eagle, I thought

I'd pay my dues two years at a time! Oh yes, my unit # is 302 (on mailing label).

Thanks

Mickey

GREAT Mickey! We'll be looking forward to two years dues payment ... next year!

Who said, "Millions of people aren't working, but thank God they have jobs?"

My grandmother is 80 and doesn't need glasses! Drinks right out of the bottle!

Happiness is having a large, loving, caring family ... in another city



BILL HALLIDAY

Dear Hank,

Here are a few cartoons for possible use in an upcoming Grapevine. We have enjoyed the ones

that have been used.We tried to get to Paris on May 1' or 2'. The loads were so heavy (even overbooked) that we

didn't try it. An opportunity had passed. Glad to hear good news regarding

the loads though!

Health problems have bugged

Hope to make it to Palo Alto in

HOPE TO SEE YOU IN SEPTEMBER!

JOHN A. SOULE Santa Rosa, CA

Dear Richard A. Davis

I'm sending you this check just so I can see "What in hell my old friend" Bill Dixon will think of

next about me. I'm pushing 86 and still going strong.

Sincerely,

Hypoluxo, FL

me four or five years but quite OK now.

September.

F/E John H. Soule

A few more of those Great Country and Western Songs Nick Nicholson will get to hear flying Reba

around: "I Bought The Shoes That Just Walked Out On Me", and, "If You're Going To Do Me Wrong,

Do It Right", and one more oldie but goodie, "Loving Here, Living There And Lying In Between"


GRAPEVINE (July - cont 'd)

BOB VAN AUSDELL Santa Paula, CA

Dear Hank,V.J.Pieroni, Perry Schreffler and Yours Truly got on the horn and randomly called people we

could think of who lived within an easy drive, or flight, from Santa Paula. Nothing fancy, no overnights,

no politics, just get together and have lunch at the Airport Restaurant and have a few laffs.

We decided to have Frank Busch as the centerfold. He's Senior to all of us and a true gentleman.

Frank had a stroke a few years ago and is unable to walk but it sure as hell didn't affect him upstairs. He's

plenty sharp and visits the Santa Paula Airport almost daily.Fifty bodies showed up, 41 of them pilots and/or flight engineers. Everyone signed the guest book

and entered their age and estimated total flying time. The oldest was 92 and the youngest was 62. The

flying time came to an astounding 1,054,500 hours! With 24 hours in a day that's 120.4 YEARS off this

here earth!All attendees were adamant about the affair being a roaring success and, since each individual is a

clown in his own right, there were more laughs since the last time I flew with Chuck Stubbs!

Upper: Bob Van Ausdell and his Staggerwing Beech

Lower: "Black Dog" Davis - Bob Duncan - Sport Horton - Bob Kropp -

Perry Schreffler - Bryce Hunt - Bob Oakley - Art Murphy - Ed Betts



SANTA CLARA MINI-REUNION = 120.4 FLYING YEARS!

Group Picture on Next Page

Front Row - Kneeling Left to Right: Dave McGauly-Carl Johnson-Chuck Poley-Unknown- Bob

Duncan--Gil Davis-Ted Price-Perry "Orville" Schreffler-- Standing - Left to Right: Ted

Hereford-Claire Hammitt-Art Murphy-Ben Young-DiDi Young-J.R. "Super Bob" Eads-Jane

Parent-Lum Edwards-Jack Wallace-Charlie "Black Dog" Davis-Al Lusk-Bob Kropp-Bob Mueller-Bill

Harrison-Bob Holman-Ron Trepas-Harry Meade-Idus Inglis-Jim Caba-Dick Ruble-Stu Nelson-Sport

Horton-Unknown-Cliff Waschle- Dick Cruickshank-Helen McGarry-Bryce Hunt-Chuck Stubbs-Clay

Top row - Stu Nelson - Harry Meade - Jasper Solomon--Center - Lum Edwards - Ted

Hereford - Bob Eads--Bottom - Ben Young - Didi Young - Dick Ruble



HARRY CLARK Santa Maria, CA

Dear Hank,Many of the TWA crews who flew to Madrid will remember the restaurant Villa De Gredos and

the jolly owner Jesus Burgos. It was about a block behind the hotel and a frequent gathering place for the

crews at dinner time. I have sent Jesus one of my TWA calendars each year and did not receive the usual

"thank you" and comments about his friends at TWA. A short time ago, I received a letter from his

daughter which contains the bad news of the death of Jesus. Jesus was the "Jacky" of Madrid and will be

missed by his many friends.

Best Regards,

Harty

DON EVANS Delray Beach, FL

Please note I retired 1 February 1995 after 36 years with TWA:

It is/was a "good time" to go!! Nothing is the same. The Golden Age of Aviation is about 15

years behind me.

JIM GILMORE Valley Spring, CA

Dick,Just a note to let you know I'm an Eagle now as I'm 76 years old. I really enjoy the TARPA

magazine and thought I'd still send in my dues. I hope everyone my age will feel as good as I do about

TARPA Sincerely,

BEN BOYD Shawnee Mission, KS

Dear Dick,Enclosed is my check for "95" and "96." I never want to miss receiving my TARPA TOPICS. I

am very honored, proud, and lucky to be a member of such a great group. Again, thank you very much.

Ben Boyd

RAY and LEE SCHRIBER Anaheim, CA

Ray had a massive stroke August 14, 1994 and is currently in a nursing home. I know Ray would

appreciate hearing from his TWA friends, and for those who wish to drop Ray a line or two, the address

is: Park Vista Skilled Nursing Center

2525 Brea Blvd.

Fullerton, CA 92635-2787.



Ray is not ready (April 26, 1995) to return home yet - but he is doing much better.

Lee Schriber

Ed's. Note: I spoke with Lee within the last week (May 25, 1995). Ray is improving, but will probably

remain in the Nursing Center for some time longer and Lee who (reads the mail to him) feels sure he

would enjoy hearing from all of us. So from all of us,

KEN WILLRICH Incline Village, NV

Dear Dick,

Since taking early retirement in '93, I've kept active by teaching safe boating class for the

U. S. Power Squadron as well as playing clarinet in a concert band in San Diego. Played

concerts in Balboa Park as well as at the "Cave" in La Jolla.

My best to all the TARPA workers.

NAVY PILOTS CAN RECEIVE FLIGHT TRAINING RECORDS!

Records Available


Anyone who was in

Coast Guard) flight

of their flight training

coupon or the same

mine received his"You'll be surprised at

washing out!" He of

own records. I sent

and only received a

receipt of my request,

will take several

"marched off' one

figured if I flew 250

See ya next month and

CALL! I'll interpret!

Flight Training Navy (or Marine and/or

training can receive all

records by sending in the

information. A friend of

some time ago and said,

how close you came to

course was talking of his

for mine on 6 February

blue card acknowledging

in May, so it appears it

months. I know I

helluva lot of demerits! I

hours, I marched 251!

WRITE! FAX!

A LITTLE STORY

This is a little story about four people

named Everybody, Somebody, Anybody and

Nobody.

There was an important job to be done

and Everybody was sure that Somebody

would do it.

Anybody could have done it but Nobody did.

Somebody got angry about that because

it was Everybody's job.

Everybody thought Anybody could do it

but Nobody realized that Everybody wouldn't

do it.

It ended up that Everybody blamed Somebody

when

Nobody did what Anybody could have done.


TOPICS MAILBOX

104 Brae CourtSuisun, CA 94585March 22, 1995

Capt. Charles MacNab, EditorTARPA TOPICS1865 Penny Royal LaneWentzville, MO 63385

Dear Chuck:

Here is a small item that you might be able to use for filler material. This was one ofthe lighter moments of the many MEC meetings that I attended over the years. If mymemory served me, you were on the MEC about this time and may well have been atthe meeting that I described.

Phares McFerren was the captain in this instance. Can't remember the copilot fromDetroit who struck the blow for juniority. I wanted to be sure that I did not embarrassanyone living, so I checked the TARPA Memorial list for the date of Phares death. Icould not find him in that list. His wife is listed in the addresses however. I am sendingEd Betts a copy of this, so perhaps he will check the Memorial List for a correction if

needed.

The quality of the new "Topics" is outstanding. My thanks to you and the others whomake this such a great organization and publication.

Best wishes,R.W. Carter

cc: Ed BettsHank Gastrich

(Ed note: The "small item" Dick refers to is included in this month's edition of Hank'sGRAPEVINE.)


TOPICS MAILBOX. cont'd.

Diane M. Millar

6101 Gardenridge Hollow, Austin, TX 78750, (512) 345-6467

February 23, 1995

Captain R. W. Widholm286 Bow Line DriveNaples, Florida 33940

Dear Captain Widholm:

June was kind enough to share your letter with me expressing TARPA ' scondolences on the recent loss of my father, Howard McClay.

As his eldest, I wanted to take a few moments to thank you for yourcorrespondence and kind words about my Dad. He was indeed a fine gentlemanand completely devoted to the well being of his fellow crew members, both in theservice and his long career with TWA as well as his family. I know that his love offlying gave him many happy years with TWA. His sudden death was a shock to allof us, but in time I hope we will celebrate his life more than mourn his passing.

I believe my Dad would be honored to have TARPA make a contribution to theTWA Pilots Retirement Foundation in his name. He was most sensitive to thoseless fortunate than himself. Thank you for remembering him.

Sincerely,

Diane McClay-Millar

TARPA TOPICS....JULY 1995 PAGE 90

TOPICS MAILBOX , cont'd,

22 May, 1995

Captain William ComptonTWA Board of Directors515 N. Sixth StreetSt. Louis, MO 63101

Dear Captain Compton,

My wife and I were at the TARPA Convention in STL last September and at-tended the banquet dinner. We listened to your speech and were impressed with youreloquent presentation.

In talking with active and retired employees and in reading Mr. Thibaudeau 'squestion and answer session in the Skyliner, December 1994, I have had time to rumi-nate on what exactly is the impact of the decision to give priority to 8 and 9 categorypassholders over 7R passholders.

I think the argument that the current employees have given, and are beingasked to give, so much is a rather specious argument. In the history of TWA, the em-ployees have historically rallied to give, of themselves, and to give concessions to keepTWA a viable airline.

I don't think the current employees are any more self-sacrificing than the earlyemployees were. In fact, I can remember stories, from senior employees when I wasfirst hired, that told of some very great sacrifices to keep TWA going. I was hired inApril, 1956, and retired in March, 1989.

I 'm enclosing two reports, one for 1992 and the other for 1993. It is the statusreport relative to my participation in the "Ichan era" ESOP. You will notice that theESOP I participated in (You and all the senior active Pilots were also in this plan) isnow declared worthless.

The pass program (and the ACM program on TWA and now with almost everyUS Carrier) was something all pilots and employees coveted. As seniority grew weknew our passes would multiply until eventually we would earn a term pass.

To unilaterally give 8 and 9 category passholders priority over 7R passholderswas shortsighted, in my view. Maybe it would be a good idea to include a short historyon how passes for employees evolved on TWA and other airlines. And how other air-lines treat their retirees.

I have never heard of another airline giving preference to employees of OAL'sover their own retirees! Maybe you can rationalize or justify that, but I doubt it.

How do the senior TWA employees, that are due to retire in a year or two, feelabout this policy change? Were they consulted?

I have heard that the current MEC is made up of primarily junior (8 & 9 cat-egory passholders) pilots. Is this true?

Finally, do you keep your Directors pass classification when you retire?

Sincerely,

K.W. Rood, TWA - Captain, Retired


TOPICS MAILBOX. cont'd.

WILLIAM A. DIXON8021 Pinot Noir CourtSan Jose, CA 95135

408-274-2798

April 3, 1995

Mr. Charles J. ThibaudeauSenior V.P., Employee RelationsTrans World AirlinesP.O. Box 20007Kansas City, MO 64195

Dear Chuck:

I know you are tired of the difficult and touchysubject of TWA passes, and so am I. But I can't ignore aletter brought to my attention, dated June, 1982, addressedto all TWA retirees by John Mock, manager-personnelbenefits. The information conveyed was based on a letterwritten by Vice President D. J. Ryan on May 10, 1982.

A copy of Mock's letter is enclosed and I havehighlighted a few portions. They are: (1) the enclosedp asswill become Your Permanent retiree boarding priority andwill not be subject to further adjustment at or after a g e65. and (2) "The Class 7R will board after active employeesholdinq Class 7 passes." At that time, only employees with1 5 years seniority were eligible for Class 7.

How do you reconcile the above promises, which I assumewere made in good faith by a corporate officer, D.J. Ryan,with the recent change in pass priorities which placesretirees behind all employees?

If the object of the new policy was to make travel onTWA easier for job commuters, and ease vacation travel, Isuggest Class 5 positive passes be authorized for employeecommuting associated with work (pilots also have jump seatauthority), and for employee and dependent travel associatedwith scheduled vacations. Other employee travel, andretiree travel, would revert to the situation existing priorto the recent downgrading of retiree passes.

An recent actual example of how unfair the presentsystem can be, is seeing parents of a one-year employeetaking the last two seats that would have otherwise beenavailable to a 37-year seniority retiree and his wife.

While on the subject, it would be great to see TWAspearhead an effort that would Increase the company'srevenue and benefit employees and retirees, by offering


TOPICS MAILBOX. contd.

Page 2, Thibaudeau from Dixon, 4/1/95

these two groups a positive coach, and premium class. 50percent discount ticket off published tares.

This would include all types of fares: Non-refundable;30-day advance purchase; etc. The retirees and employeeswould be bound by the same travel restrictions as regularpassengers, but would pay only half the published fare. Itwouldn't be used often, but on occasions when subject-to-space travel was risky, the 50 percent reduced fare would beappealing. There are IRS and other problems, but I havefaith that you and your knowledgeable staff in the CentralPass Bureau would stand a good chance of overcoming them.

The IRS accepts the free travel and upgrades accruingto "frequent flyers", without taxing them, so why shouldreasonable positive reduced rate travel by employees andretirees on their own airlines be taxable? Corporationsthroughout the U.S. give all kinds of discounts to theirpeople - on clothing and automobiles, for example.

Speaking as a person who spent 41 years with TWA, whichincluded weathering WW2 and the Howard Hughes years, I seekyour forbearance with my concerns and suggestions.

Sincerely,

William A. Dixon

cpy: David Davies, President TARPARobi Mueller, President, TWA Seniors


TOPICS MAILBOX. contd.

1646 Timberlake Manor ParkwayChesterfield, MO 63017April 26, 1995

Mr. Jeffrey H. EricksonPresident & CEOTrans World Airlines, Inc.One City Centre, 19th Floor515 North Sixth StreetSt. Louis, MO 63101

Dear Mr. Erickson:

Last year I was involved in the planning and organizing of the TWA Anniversary Gala in St.Louis as a representative of TARPA. With your help, we were able to pay the cost of all five ofthe antique aircraft which appeared.

In the course of my activities, I had conversations with Officers of the Save-a-Connie groupfrom Kansas City. They indicated a desire to return the paint scheme of the Lockheed SuperG to the TWA design of its time. Recently, I understand attempts have been made tocommunicate with and, reach an agreement with TWA allowing for this.

Their Super G appears at numerous airshows before thousands of people every ear. It seemsto me that it would be a great advertising vehicle for very little cost. However, the mainpurpose of this letter is to suggest that if TWA agrees to repainting the Super G Connie, itcould be used to even greater advantage by flying to Paris and Rome next February for thefiftieth anniversary of TWA's International service. I believe TWA needs a boost in Europe andI know that all of the European employees and retirees would support this. The cost of aEuropean showing would not be insignificant, but as with last year's Anniversary Gala, itshould be possible to raise sufficient funds through individual and corporate contributions.

I would be happy to work on this project if TWA can expeditiously agree on the repainting. It isnot too early to begin seeking financial support.

John P. GratzCaptain, Retired

cc: W. ComptonR. McClureD. Davies


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(R) LEIGHTON HOWARD J. FIE (SALLY)888 BELTED KINGFISHER DR.PALM HARBOR, FL 34683-6677813-784-3860

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(R) CARROLL JOSEPH W. FIE (SYLVIA)6909 WILSON LNBETHESDA MD 20817-4923

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(R) NUFFER WARREN O. CAPT. (VIRGINIA)6734 N 14TH STPHOENIX AZ 85014-1130602-955-2249

(R) PAXSON JOHN L. CAPT. (ELAINE)3211 ST. HELENA HWY NOST. HELENA CA 94574707-963-2980


CHANGE OF ADDRESS..... (Read across).................................................... ...

(S) PECK EDWARD MR.236 SPREADING OAK LNLOUISVILLE, KY 40245502-244-3389

(H) RAE FRANCES MRS (ROGER DON)138 IMPERIAL SOUTHGATE VLLAKELAND, FL 33803-4676813-688-2680

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(R) REIFERT WILLIAM P. CAPT. (JOSEPHINE)28406 N.E. 174th ST.LAWSON, MO 64062816-580-7654

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(R) ROACH PAUL E. CAPT. (MARY JANE)3958 WAAKULA STMAUI HI 96753-8466808-874-8879

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(R) SCHNEBELT EUGENE L. CAPT. (JANE)551 SEMINOLE DR.SUMMERLAND KEY FL 33042-4021305-745-8807

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1995.07.TARPA_TOPICS

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