2009.07.TARPA_TOPICS

JULY 2009 ISSUE 95

TARPA

TOPICS

JU

LY 2

009

FINAL TWA INTERNATIONAL FLIGHTLGW-sTL 12-1-01

TWA ACTIVE RETIRED PILOTs AssOCIATION

30 years1979—2009

Photo by John Power, Shanwick Radio

JULY 2009 ISSUE 95

TWA FLIGHT 721 LONDON—ST. LOUIS, 01 DEC. 2001 (L–R) F/A PAT COCHARD, F/O DAVE WINTEMUTE, FSM CAROL HAJICEK, CAPTAIN DICK BELL, F/A JERALYN NICKEL, F/A INGRID ROBBINS, F/O PETE BILLETER, F/A SANDY CLIFFORD, F/A MARY THEISEN, F/A MARTY FULTON

1979—2009303030years

FINAL FLIGHT 721

PAGE � ... TARPA TOPICS

TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION

CONTENTS

FEATURES

THE LAST INTERNATIONAL FLT…………17 Capt. Dick Bell

TRADING PLANES……………….……...…..19 Capt. Bud Kuball

CAT III LANDING………………………...….26 Capt. Barry Schiff

THE STAR OF CAIRO INTRODUCTION…..29

THE STAR OF CAIRO ACCIDENT………..…30 Michael O’Toole

TWA HOSTESS KAY FERGUSON…………37 Kay Ferguson-Heckman

JEAN-CLAUDE ZELAZNAGORA………….38 The Editor

GOING WITH THE FLOW……………………...39 Gene Zelazny

F/O CLIFFORD SPARROW………………….42 Capt. Cliff Sparrow

NURSE ALICE BREW–AND OTHERS……..43 John Power

Copyright © 2009 The TWA Active Retired Pilots Assn. Material contained in TARPA TOPICS may not be used ex-cept with written permission of the Editor. All inquiries con-cerning this publication should be addressed to: Jeff Hill, Sr., Editor 9610 Hidden Lane, Woodstock, IL 60098 [email protected]

DEPARTMENTS

PRESIDENT’S MESSAGE ………………… 3 Capt. Guy A. Fortier

SECRETARY/TREASURER REPORT …….. 4 Capt. Ed Madigan

EDITOR’S NOTE …………………………… 5 Capt. Jeff Hill, Sr.

FLOWN WEST…………………….……...… 49 Capt. John Gratz

GRAPEVINE………………………………… 61 Capt. Jeff Hill, Sr.

TARPA TOPICS is the official publication of TARPA, The TWA Active Retired Pilots Association, a not for profit corporation. The Editor bears no responsibility for accuracy or unauthorized use of contents.

COVER: Captain Richard Bell and crew fly the last TWA international flight, Flt. 721 of 01 Dec. 2001, LGW-STL. Although not the same airplane, it is the same type, a Boeing 767-300. Photo courtesy of TWA historian and photographer, Jon Proctor.

JULY 2009 ISSUE 95

FINAL TWA INTERNATIONAL FLIGHTLGW-STL 12-1-01

30 years1979—2009

PAGE � ... TARPA TOPICS PAGE � ... TARPA TOPICS

EDITORIAL STAFF

EDITORJeff Hill, Sr. 9610 Hidden Lane Woodstock, IL 60098 (815) 338-3551 <[email protected]>

EDITOR EMERITUS John P. Gratz 1646 Timberlake Manor Pkwy. Chesterfield, MO 63017-5500 (636) 532-8317 <[email protected]>

INTERNET WEBMASTER William A. Kirschner Box 3596 State Line, NV 89449-3596 (775) 721-4386

<[email protected]>

PRESIDENT Guy A. FortierBox 6065 Incline Village, NV 89450 (775) 831-3040<[email protected]>

FIRST VICE-PRESIDENT William A. KirschnerBox 3596 State Line, NV 89449-3596 (775) 721-4386 <[email protected]>

SECOND VICE PRESIDENT Dusty West4700 Pinnacle Drive Bradenton, FL 34208-8497 (941) 538-0729

<[email protected]>

SECRETARY/TREASURER Ed MadiganP.O. Box3565 Incline Village, NV 89450 (775) 831-1265<[email protected]>

SENIOR DIRECTOR Robert C. Sherman21145 Cardinal Pont Terrace MT-222 Ashburn, VA 20147 (571) 291-2760

<[email protected]>

PAST-PRESIDENT Charles L. Wilder 122 Wild Dunes Way Jackson, NJ 08527-4058 (732) 833-2205<[email protected]>

DIRECTOR OF HOSPITALITY Robert W. Dedman3728 Lynfield Drive Virginia Beach, VA 23452 (757) 463-2032 <[email protected]>

EDITOR Jeff Hill, Sr.

9610 Hidden Lane Woodstock, IL 60098 (815) 338-3551 <[email protected]>

EDITOR EMERITUS John P. Gratz 1646 Timberlake Manor Pky., Chesterfield, MO 63017-5500 (636) 532-8317

<[email protected]

OFFICERS/DIRECTORS

FLOWN WEST COORDINATOR John S. Bybee

2616 Saklan Indian Drive #1 Walnut Creek, CA 94595 (925) 938-3492 <[email protected]>


PRESIDENT'S MESSAGE

We traveled to Phoenix the last week of March to look over sites for our 2010 conven-tion. Vicki McGowen and I sprinted through ten hotels in three days, plus several venues for tours.

All were very interesting, and the marketing people at each hotel were very anxious to book our business.

The Board conducted a "SKYPE" computer/telephone meeting on April 27, and among other things discussed our trip findings. We boiled our selection down to three locations. We plan to give the membership a most memorable experience and at a very reasonable price; in today's economy, a very important factor. Details to follow soon.

The week of April 12th thru the 18th found Capt. Bill Kirschner, Capt. Charlie Wilder and Joann and I in San Diego for the TWA Seniors AGM. Capt. Carl Schmidt and his wife Joan, along with many locals gave us a great time, especially with the hospitality suite. The tours and final banquet were enjoyed by all, a total of 156 attendees.

We are still looking for a few good men and, of course, their wives, for our fall COLOR CRUISE to New England and the Canadian Maritimes, September 24 thru October 3. There is still a good selection of cabins available for this nine day cruise, and we should see some spec-tacular scenery and colors.

Details of the trip and enrollment forms are available on our web site, www.tarpa.com. Foryour convenience, we are also reprinting the pertinent pages in this issue following the re-ports. if you have any questions please call or e-mail our marketing gal, Vicki McGowen;775-849-1377, [email protected]. She can take care of your booking de-tails. She has also set up a hotel in Baltimore for pre-cruise stays near the Inner Harbor, which should provide a colorful experience.

I hope to see as many of you as possible on the cruise, and in Baltimore, where I'm sure we can find an "office" to congregate at. With that, I'd better sign off, before the editor raps my hands for running off the page.

Best Regards,


SECRETARY/TREASURER REPORT April 30, 2009

As of April 30, 2009 the membership is as follows:

(R) Retired: 498 Active: 23 (E) Eagle: 354

(H) Honorary: 169

TOTAL: 1,044

There are also 25 subscribers to Topics and 11 who receive complimentary cop-ies. We have added six new members since the last Topics. They are listed later in this issue.

Following is the financial report for the period from January 1, 2009 thru April 30, 2009:

1/1/2009:

Opening Balance $66,338.88 Income $13,886.41 Expenses $14,178.70 Cash Flow ($292.29)

Balance 4/30/2009: $66,046.59

As mentioned above we have six new members, but we would like more. Please contact your TWA pilot friends and ask that they join us in future events. They can contact me or go on the web site at www.tarpa.com to get an application.

Respectfully Submitted,

Ed Madigan


EDITOR’S NOTE

CORRECTION The caption under the photo from the Nashville convention at the top of Page 27 of the March, 2009 issue was incorrect. It should read: (L to R) Joe Hitzel, Ephe Olliver, Dick Fortin, Rufus Mosely, Wayland Johnson and Bob Hanlin. We regret the error.

Special thanks to all who contributed to this issue’s feature article(s) on the Star of Cairo trag-edy on the night of December 27-28, 1946 at Shannon, Ireland (EINN, SNN): Captain Lou Burns for sharing Cleared For Disaster with us; Mercier Press of Cork, Ireland for permission to reprint the pages from Cleared for Disaster; then TWA First Officer, later Captain, Cliff Sparrow; Hostess Kay Heckman (nee Vina Ferguson); and passenger Gene Zalazny, then a twelve year old French immigrant en route to New York, now an executive with a New York marketing firm. Special thanks are due to John Power, with Shanwick Radio, Ballygirreen, County Clare, Ireland who did all the leg work on the other side of the Atlantic. We join John in thanking and crediting: Michael Brew, who provided photos of Nurse Alice Brew and fam-ily; The Costello family, for permission to go on the island and take photographs; Ger Cronin, for providing access to the Island and pointing out the probable crash site; Frank Daly, who provided the old picture of NC86505 which began the whole story; Noel Deasy, TWA SNN, retired, in locating Alice Brew’s nephew, Michael; Fin Fielding, TWA SNN, retired, for his rec-ollections of the aftermath; Mary Gallagher, also helped in locating Alice Brew’s nephew; Pe-ter McGary, for details on contacting Kay Ferguson-Heckman; Sheila McGrath, who provided the photographed cutlery; John Joe McInerney, for recollections of the rescue operation and Cliff Sparrow on the boat, and confirming the probable crash site; Timmie O'Donoghue, who obtained permission from the Costello family to go onto the Island and facilitated contact with a number of the others. Thanks, also, to TWA historian Felix Usis for verifying and clarifying information on the early international operation and it’s aircraft.

Thank you Captain John Bybee for proofreading this issue and saving me from my embarrass-ing errors.

In an effort to get your TOPICS to you, at least in the cover date month, to allow for the three to six weeks ‘book rate’ mail has been taking, we have moved up the deadlines one month. Beginning with the November issue, the deadline will be August 15, the March issue, December 15 and the July issue, April 15.


TARPA’s 2009New England/Canada Cruise

Full details with stateroom dimensions and amenitiesare listed on the registration form.

The Grandeur of the Seas was completely renovated in 2007.This ship has a beautiful glass atrium, eight bars, 2 pools

(including the indoor/outdoor Solarium with sliding glass roof) 4 whirlpools, complete day spa, fitness center, Casino Royale

and the Great Gatsby Dining Room that embodies the elegance and carefree style of the 1920’s.

For further details on the ship, deck plans or optional shore excursions, you may visit the Royal Caribbean website at

www.rccl.com

There are a limited number of Suites available on this cruise. If you prefer a suite, be sure and register now to confirm the best

stateroom. Prices listed include all fees: nine nights cabinfare, port fees, tax, fuel surcharge, gratuity and four

private TARPA cocktail parties.


ReturnTARPA - 2009 Convention

Royal Caribbean – New England/Canada Fall Cruise September 24 – October 3, 2009

Cruise Registration Form

Last Name____________________________Passport First Name______________

Spouse/Other__________________________Passport First Name______________

Address______________________________________________________________

City________________________________State______ Zip Code ______________

Home Phone___________________________E-mail__________________________

Cell Phone____________________________

Please provide your complete name as it appears on your passport. You will be required to carry a valid passport for travel to and from Canada. If you would like a different name listed on your convention name badge please provide this name below.

First Name for badge_____________________________________

Spouses’ Name for badge __________________________________

Are you a US Citizen?**___________________________Age (on 09/24/09)___________ Spouse/Guest US Citizen?**________________________Age (on 09/24/09)___________

** If you are a non-US citizen please also provide passport numbers or alien registration number. __________________________________________________________________

Crown & Anchor Members

Are you a Royal Caribbean Crown & Anchor Member? Please list your numbers below:

Name and C & A Number ____________________________________ Name and C & A Number ____________________________________


Page –2 -All stateroom prices include cruise fare for the nine night cruise, all meals, four private hosted cocktail parties, port charges, taxes, and gratuities.

Price

Per Person Total Category L – Inside cabin, Deck 4, 146 sq. ft

_________ $1,205.01 $2,410.02

Category I – Outside cabin – Full window Deck 2, 154 sq. ft. _________ $1,345.01 $2,690.02

Category “H” - Outside cabin – Full Window forward and aft, deck 3, 154 sq. ft. _________ $1,365.01 $2,730.02

Category “F” - Outside cabin – Full Window “Main” deck 4, dining room level, 154 sq. ft.

_________ $1,495.01 $2,990.02

Category “D2” – Outside cabin with balcony, Superior view, sitting area with sofa bed, refrigerator forward and aft on Deck 7, 190 sq. ft., 36 sq. ft. balcony

_________ $ 2,045.01 $4,090.02

Category “D1” – Outside cabin with balcony, Superior view sitting area with sofa bed, refrigerator Centered on Deck 7 190 sq. ft., 36 sq. ft. balcony

_________ $ 2,095.01 $4,190.02

Category “JS” – Junior Suite with Balcony, Deluxe Suite accommodationsDeck 8, sitting area with sofa bed, refrig, bathtub, private balcony, superior view 245 sq. feet, 58 sq. ft. balcony _________ $2,545.01 $5,090.02

Category “GS” – Grand Suite with Balcony, Superior Suite accommodations Deck 8, sitting area with sofa bed, refrig, bathtub, private balcony, superior view 349 sq. feet, 107 sq. ft. balcony _________ $ 3,065.26 $6,130.52

Category “OS” – Owners Suite with Balcony, Ultimate Suite accommodations - Deck 8, superior view, separate living area with sofa bed and bar, refrig, deluxe bathtub, 511 sq. feet, 107 sq. ft. balcony _________ $ 3,765.26 $7,530.52

GRAND TOTAL $__________


Single occupancy will be approximately $435 less than the prices listed above.

Would you like the beds together as a queen bed or as twins? ______________________

DepositsAn initial deposit of $500.00 per stateroom is required to confirm all accommodations.

If you prefer to pay for the cruise by check, please make checks payable to McGowen Marketing and mail to the address listed below. You can make additional payments as often as you like, however the total balance due must be submitted no later than Friday, July 16, 2009.

If you prefer to pay for the cruise by credit card, please complete the information below.

Credit Card Payment

Type of credit card: (circle one) American Express Carte Blanche/Diners Club Discover MasterCard Visa

Card number ________________________________________Exp. date_______________

Name on Card_______________________________________________________________

Authorized Signature________________________________________________________

Mail all cruise registration forms and payments to:

Vicki McGowen McGowen Marketing

15600 Millie Lane, Reno, NV 89511 Phone and fax: 775-849-1377

Email: [email protected]

Comments/Special Request:

Please let us know if you are handicapped or have special requests. __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

PAGE �0 ... TARPA TOPICS PAGE �� ... TARPA TOPICS


Royal Caribbean – Grandeur of the SeasNew England – Canada Cruise

September 24 – October 3, 2009

Convention Registration Form

Last Name_____________________________________First*___________________________

Spouse/Other___________________________________First*___________________________

Address______________________________________________________________________

City, State, Zip Code____________________________________________________________

Phone___________________________E-mail_______________________________________* Please provide your name as you would like it to appear on your name tag.

Self Spouse/Other Total

All Attendees Must Register Registration fee per person $60.00 $________ $__________ $_________

The convention registration fee pays for hospitality aboard the ship, name badges, welcome gifts, postage, office supplies, general membership and board meeting expenses.

Sorry, we can only accept checks or money orders for Convention RegistrationPlease submit this form and payment to:

Vicki McGowen McGowen Marketing

15600 Millie Lane Reno, NV 89511

or

Captain Ed Madigan P.O. Box 3565

Incline Village, NV 89450

PAGE �� ... TARPA TOPICS PAGE �� ... TARPA TOPICS


TARPA BOARD OF DIRECTORS CONFERENCE CALL 1004 hrs. PDT - 27, APRIL 2009

CONFEREES:

CAPT. GUY FORTIER: PRESIDENTCAPT. BILL KIRSCHNER: FIRST VP CAPT. DUSTY WEST: SECOND VPCAPT. ED MADIGAN: SEC/TREASURERCAPT. JEFF HILL: TOPICS EDITORCAPT. BOB SHERMAN: SENIOR DIRECTOR CAPT. CHARLIE WILDER: PAST PRESIDENTCAPT. JOHN GRATZ: DIRECTOR EMERITUS CONVENTION PLANNER: VICKI Mc GOWEN

ABSENT: CAPT. BOB DEDMAN: HOSPITALITY DIRECTOR

At 1004 PDT, President Guy Fortier called the meeting to order via computer/telephone transmission on SKYPE. He established a roll call and all were present except Hospitality Director, Captain Bob Dedman. Captain Fortier had Captain Dedman’s proxy. A quorum was established.

At 1006, Presidents Report: President Fortier suggested the BOD voluntarily suspend an early mailing of TOPICS to the BOD, since it may be obtained via E-mail. TARPA would save approximately $150 per year. Passed unanimously.

President Fortier mentioned monitoring the number of the July TOPICS for print and not mailing any copies to delinquent members. Passed unanimously.

President Fortier then discussed the recent Email blast (costing $400.) and it’s good results with regard to the 2009 cruise.

President Fortier then suggested that the size of TOPICS presently at (56 sheets or 112 pages) stay at that level or below, to avoid overweight postage and delays, keeping the TOPICS’publish dates the same (March, July and November) but mail them a month earlier, so they arrive early or on time. This should remove concerns of late arrivals that are currently being experienced. Captain Madigan will discuss cash balances, cash flow needs and CD placements for the rest of the year.

Captain Fortier and Vicki Mc Gowen reviewed cruise data, attendance and the hotel in BAL, which we will recommend using prior to the cruise.

With regard to our 2010 convention in Scottsdale, Vicki also discussed the differences in the hotel cost, which were quoted on their survey trip. If we arrive on Labor Day: Monday, September 6, 2010, the hotel rate will be $94/per day vs $129/per day if arriving on the 24th, (the former resulting in an approximate 35% savings per couple). The membership will be polled by the next E blast to determine the acceptability of our convention beginning on Labor Day. Further note that President Fortier recommended the hotel, Chaparral Suite, for the best value, having the most amenities and is close to Old Town Scottsdale and Fashion Mall for the Ladies. After discussion, it was accepted by the BOD.


At 1022, First Vice President’s report: Captain Bill Kirschner: With regard to TARPA’S website: processing data has become increasingly difficult as a result of the obsolescence of The Web Publishing Program: FrontPage, which is no longer being supported by Microsoft. In the interest of more manageable and “user friendly” practices, I contacted Eric West, a web master for the city of Portland, Maine, and asked for his interim assistance with our website (at approximately $30/hr.). Please note that he is a friend of mine and his Grandfather was a TWA pilot way back when. There is a NEW state of the art Web Publishing Program: Dream Weaver, which may be purchase at approximately $1000. It requires 3 semesters of college to be proficient. Captain Kirschner reported that he had spent many hours along with the Gray Eagles web master trying to install FrontPage onto his new computer (to no avail), so Mr. West's expertise is appreciated and accepted.

Realizing the time involved and its complication, a Professional web master much better implements this new technology. In the meantime, though, we will look for a TWA pilot volunteer; familiar with these practices and can be equal to this new task as permanent Webmaster for TARPA. This consultation was supported by Captain Fortier and Captain Madigan and will hopefully prove beneficial to our organization. Captain Fortier has suggested creating a Memories button, where we can put TWA historical pictures and info on our website. Mr. West could do that as well.

Captain Fortier, Captain Wilder and I attended the TWA Seniors AGM in SAN on 15-17, April and had a great time, with 156 attendees. Fran Daino was elected as the new president in replacing Captain Bill Cottrell who served for five years. They, like us, are scratching for new members and asked us to contact anyone who has worked for TWA and who may be interested in joining TWA Seniors at only $10 a year. During the banquet, Dr. Johanna O’Flaherty spoke with regard to Flt. 800 providing a great presentation. She was the resident physiological traumatic medical professional on site during the entire time of the investigation and to this day stays in touch with family and friends of the victims. Interestingly, she had worked the accident scene with several attendees at the banquet.

The TWA Skyliner is being microfilmed and soon will be digitized and available on the TWASeniors Club website.

The next AGM will be a cruise in the western Caribbean April 10, 2010 and we would like as many people to attend as possible.

I would like to go on record and thank Captain Bob Dedman and Captain Ed Madigan for suggesting that we do the semi-annual BOD meeting via conference call. I think it is the innovative way to go and Captain Madigan can probably tell us just how much we will save during his report.

This is the end of my report and I thank you for listening.

At 1027, Second Vice President’s report: Captain Dusty West also commented on the need for new members and have our TWA pilots contact those who are not TARPA members and encourage them to join. He added that the conference call for the April BOD meeting was a brilliant idea.

At 1030, Secretary/Treasurer’s Report: Captain Ed Madigan reported that TARPA has $65,380 in the bank and is forecasting $35,000 in expenses, with a year-end balance of approximately


$30,500 ($6,500 in cash and $25,000 in CD’s). TARPA earned $3,525.88 interest on CD’s @ 4.1% on $25,000 from credit union CD’s this past year. Captain Madigan then gave a membership update, reporting that there are 1040 members (in addition there are 269 delinquent at this time). Fifty members have paid their dues after being advised by the latest E blast. Another E blast is planned soon, regarding the 2010 Scottsdale Convention. Due to the numbers of paid members and honorary members, 1100 copies of TOPICS will be recommended to Captain Hill for print yet will depend on the response from the upcoming E blast.

At 1037, Senior Director’s report: Captain Bob Sherman reported on the Flown West list in conjunction with American, ALPA and Captain John Bybee. This sad list is growing rapidly and so far this year there have been 29 of our pilot friends that have flown west. The list will be read on the cruise convention in September.

At 1039, Editor’s report: Captain Jeff Hill: He stated that due to slow mail delivery of the magazines which use the book rate postage, he will move the deadlines up by one month to assure that members get their copy on or before the cover month date. The new deadlines are: Dec. 15th for the March issue, Apr. 15th for the July issue and Aug 15th for the November issue.Captain Hill suggested that the membership directory be made available in Adobe PDF format, which could be emailed to members who request it so they may print a hard copy, at no cost to TARPA.

Captain Hill reiterated his desire to see the TOPICS archives be made available on our web site. Captain Kirschner agreed and will coordinate the effort.

At 1047, Editor Emeritus Report: Captain John Gratz suggested changing the accessibility of the Directory than it is presently viewed at tarpa.com. NOTE: It might be possible for the Secretary/Treasurer to send a PDF format of the database of the membership to those who request it. There are now about 54 members as well as the Board, who receive hard copies of the directory.

At 1050, Past President’s report: Captain Charlie Wilder is heavily involved with the TWA Flt. 800 Memorial. The head of fund raising, John Seamen, is always looking for more donations. Given that the TARPA BOD approved a $300 contribution to “The Friends of TWA Flight 800”, Captain Madigan will provide the funds through Captain Wilder.

At 1053, New Business: None. At 1054, Old Business: None.

The TARPA BOD would like to congratulate Captain Charlie Wilder on his recent election as President of the Garden State Chapter of TWA Seniors.

At 1055, Captain Wilder made a motion to adjourn that was seconded by Captain Madigan. The motion was passed unanimously.

Comment: After the BOD meeting was adjourned; Secretary/Treasurer Captain Madigan advised us that the total cost of the conference call was $7.13 as opposed to $6,000 - $7,000 for the previous April meetings! Go TARPA!

Minutes respectively submitted by First VP Captain Wm. Kirschner 05 May 2009


NEW MEMBERS

F/O Mark Cassen (Elizabeth) PO Box 1555 Wilson, WY 83014 [email protected]

Capt. James Iddell3737 Spy Glass Hill Rd. Sarasota, FL 34238 [email protected]

Capt. Ed Roeckel 761 Champion Ave. Collings Wood, NJ 08107 [email protected]

Mrs. Amy Hilton 21 Girard Road Winchester, MA 01891

Capt. Robert L. Millham (Anne) 84 Orchard Rd. Orinda, CA 94563 [email protected]

Capt. Frank J. Scahill, Sr. ( Bonnie) 18 Titicus Mountain Rd. New Fairfield, CT 06812-2556 [email protected]

“Welcome aboard!”


THE LAST INTERNATIONAL FLIGHT “February 6, 1946, TWA’s first international flight, a Lockheed 049 Constellation Star of Paris (NC86511) lands at Orly airport from LaGuardia, to complete the airline's first sched-uled international flight. TWA is able to introduce the service after challenging Pan American World Airways' legal designation as the United States' sole international carrier. The flight with 36 passengers and eight crew members on board had taken a total of 20 hours with stops at Gander and Shannon.” - IFALPA Daily News

20,387 days later (55 years, 9 months, 25 days)* Captain Richard A. Bell, with nine other crew members, flew Flight ‘TWA—721’ a Boeing 767 with over 200 souls on board from Lon-don’s Gatwick Airport to St. Louis. On that same day, Captain Bill Compton flew the last do-mestic flight, an MD-80 (N948TW) from Kansas City to St. Louis.

“The final flight before TWA officially became part of American Airlines was completed be-tween St. Louis and Las Vegas, Nevada, also on December 1, 2001. At 10:00 p.m. CST on that date, employees began removing all TWA signs and placards from airports around the coun-try, replacing them with American Airlines signs. At midnight, all TWA flights officially be-came listed as American Airlines flights. Some aircraft carried hybrid American/TWA livery during the transition, with American's tricolor stripe on the fuselage and TWA titles on the tail and forward fuselage.” - Wikipedia

Dick Bell started with Ozark Air Lines in April of 1965 and came to TWA with it’s acquisition of OZ in 1986. TWA—721/01DEC01 was also Dick’s retirement flight; he turned 60 just four days later. The following is Dick’s recollections of the flight:

As per TWA tradition, I was able to pick my retirement flights. They were 720 29NOV01, STL-LGW and 721 01DEC01 LGW-STL. This was the trip I usually flew. I then made some arrangements for that flight, which included having my best friend and fellow TWA Captain Harold Wieneke ride along. I also con-tacted a few long time retired Ozark captains who had influenced me greatly during my early years as a First Officer, to meet me upon arrival in St Louis. I was able to accomplish this as my daughter in law was then a TWA ground agent in St Louis. She made arrangements to get them through security. Anyway, a few days before my flight I noticed that I had been pay assigned for it. Now, normally I would have jumped at this, but really, not for my retirement flight. I found out that a couple of manage-ment/check pilots had removed me from the trip. That is when I found, to my complete sur-prise, that it was also TWA’s last international flight. I contacted the St Louis manager of fly-ing, and he quickly reinstated me on the flight.

The flight over was normal, and yes, I gave my First Officer the first leg. I had always split the flying 50 50, and I was not about to change it then.

The layover in Brighton England was great too. I had invited all of the cabin crew to dinner, on me, and of course they all showed up. I think that was the first time that had happened to me. Anyway, they were all great. Also in attendance were Harold and one of TWA’s former British mechanics, Rob & his wife Leslie. Harold and I had known them for quite some time.

The next day, in our hotel, while waiting for our ride to LGW, one of the concierges, Ken, wasnearly in tears. He had been there for the very first TWA crew layover many years earlier

* http://www.timeanddate.com/date/duration.html

By Captain Dick Bell


He told us that he had made many TWA crew friends, and had fond memories of them stay-ing there.

Before we were pushed back from the gate in LGW, I made a rather long PA which I had to write down. Among things, I thanked all of the passengers for their past support for TWA and informed them that this was the last international flight under the name of TWA. The flight attendants later told me that I got a round of applause.

Upon push back we noticed a couple of Gatwik Airport fire trucks coming our way on the taxi route. Well, when we taxied by them, we got a water cannon salute. That was my first time experiencing such a thing, and when the water hit the windshield, we were immediately blinded. My relief first officer was videoing it at the time, and you can see both mine and my first officer’s hands flying towards the windshield wiper control. I later thought that it would not have been good to have run off the taxiway on my retirement flight.

The scheduled flight time from LGW to STL, was 9:39, but that day we had terrific headwinds, and our flight planned time was 10:27. That was the longest flight from LGW that I had flown.

All along the way up through central Great Brittan, we received many thanks to TWA for the years that they had worked with us. During our release for oceanic, Shanwik radio passed on its thanks from many of the people who worked there. We even got a call on HF from Santa Maria. This continued all the way across the North Atlantic.

We happened to cross over the southern tip of Greenland, and the visibility was the best that I had seen in all my flights. It was absolutely clear from horizon to horizon. What a sight!

Well we finally made it to the St Louis area and were vectored to a final to 30L where I landed, (and yes, I lucked out, as it was a greaser).

When we reached the entrance to the ramp, we were again treated to a water cannon arch over our 767-300 by the St Louis Lambert International Airport fire department. I found out later that the TWA St Louis domicle flight manager had arranged it.

While standing at the cockpit door, saying thanks to the deplaning passengers, I was told by some of them that they were TWA employees who had flown over the night before, just so they could be on the last international TWA flight.

I got through customs and proceeded to the gate area where I was met by all but one of my former Ozark captains,(who was out of town), plus my family and several pilots, flight atten-dants and STL management. It was very special.

Later we went to a restaurant/lounge where Harold had arranged for many of my airline friends to meet me. That was great too.

All in all, my last flight, and TWA’s last international flight were both happy and sad, but one of the most memorable of my nearly 37 year airline career.

Aircraft-Boeing 767-300 TWA number 16103 Distance 4597 Nautical Miles Altitude 39,000 Feet

Time Enroute 10:27 Fuel at ramp 126,000 lbs Ramp weight 360,000 lbs


TRADING PLANES As World War II was coming to a close, I was a high school junior taking flying lessons at the local Jamestown, North Dakota airport. That fall (1945) my dad purchased a Piper Cub airplane for me. He gave my flight instructor a check for $1,150 hard-earned dollars and my instructor and I were off via Greyhound for St. Louis and then across the river to East St. Louis, Illinois, where the aircraft was hangared at Lakeside Airport. I found this aircraft in the Trade-A-Plane newsletter. It was a 1939 model J-3 with a 50 horsepower Continental motor, single ignition and no brakes. We flew it back to Jamestown doing about 70 MPH on 3.5 gph. (20 mpg-not bad. My motorhome only gets about 12 mpg). Next year, I flew it (Student Pilot License) to Hutchinson, Minnesota for a fly-in breakfast and won 50 pounds of Land-0-Lakes butter for being the youngest (16) pilot there.

In June, I flew the J-3 down to Alabama to visit my youngest sister who was married and liv-ing in Mobile. On the way back to North Dakota I ran into a line squall in southern Missouri and landed in a corn field to wait it out. After the storm passed (and the J-3 not having been damaged) I tried to take off but the corn stalks would wrap around the landing struts and I couldn’t get enough speed to get off the ground. After several attempts, I finally gave up.

Meanwhile, the owner of the farm was watching me destroy his corn crop. He took pity on me and offered to let me use his pas-ture. This involved cutting the fence (no gate) pushing the J-3 through, then reattach-ing the fence. Since it was now getting dark, the farmer asked me to stay the night; an of-fer that I eagerly accepted. His wife cooked up a storm for dinner, followed by an equally nutritious breakfast the next morning. We then went out to see if the J-3 had been dam-aged by the cattle. No damage (cattle like to

lick the dope off the fabric on aircraft). I then took off for Springfield, Mo., about 50 miles south, to get a new tail wheel since my old one had broken off on the corn field landing. The rest of the flight to North Dakota was routine. Now, here was a case where the pilot did nothave to “buy the farm”, a cliché from the old barnstorming days when a pilot would pay the farmer for the damage done to his crops….

That summer (1946), I saw an ad in Trade-A-Plane for a war surplus Fairchild PT-19. The owner flew it to James-town and with a little haggling, one J-3 Cub and $300 of my dad's hard-earned money, I was the proud new owner. The PT-19 had an inverted 175 H.P. Ranger engine, 6 cylin-ders, nice and smooth, cruised about 100 mph on 10 gph or about 10

By Bud Kuball

J-3 Cub NC23257—B.K.

Bud Kuball in front of his PT-19, NC51343 in 1947—B.K.


mpg. It liked oil though, and soon thereafter, I purchased a 55-gallon drum of 60-weight oil (Aircraft 120) and stored it in the hangar. The hangar had a dirt floor and for the tail to clear the roof I dug an incline in the back. I would tow it out behind my 1934 Chevy Coupe (with rumble seat) by placing a rope across the rear bumper and tie the ends to the struts on the PT-19.

Starting the airplane was easy. It had an impulse starter with a port on the left aft side where a crank was inserted. By chocking and tying the tail down, cracking the throttle (hoping it was-n't stuck at full throttle), I could start it all by myself. After starting, I would adjust the throttle to slow idle, remove chocks, untie the tail wheel and we were on our way. Never did fly this airplane in the winter as 60-weight oil was like lard at 30 degrees below zero. I had flown the J-3 Cub in the winter by installing a pair of Heath Tubular Skis which were great on hard-packed snow, but no good on the soft stuff as they would sink right down.

My dad and I had a lot of fun with the PT-19 by landing in the fields of Northeast North Da-kota and visiting his farming relatives. (I had obtained a private pilot's license by then). We also flew to the National Air Races at Cleveland, Ohio in 1947. The PT-19 had no radios and on the return flight at Toledo, Ohio, I misinterpreted the light signals from the tower, which caused an Airline DC-3 to go around. This required my presence in the Tower where every-thing was smoothed out. Since finishing high school and enrolled in the Naval Aviation Col-lege Program Fall (1947) Session at the University of Colorado, I had no more use for the PT-19 so I sold it to some kid (for $700) who promptly wiped it out by landing in a pasture too small to fly into or out of.

By the time I arrived in Colorado for college, I had acquired enough time for a Commercial Pilot's License, so I went to the Boulder Airport for further instruction and check ride. The only aircraft available was a 65 H.P. Cub. This check ride required spins and the spins re-quired parachutes, and with the Boulder Airport being over a mile high, the 65 H.P. Cub could not climb high enough with two adults wearing parachutes to do the spins and finish above the base level of 3,000 feet AGL. So the CAA check airman said, "We'll go without chutes," and we did. I am now a Commercial Pilot, with no job in sight!

After two years of college, I am now down in Pensacola, Florida and Corpus Christi, Texas, for Navy Flight Training. I went through advanced training in Old WW II Chance-Vought F4U-4 "Corsair" aircraft. My first landing with this aircraft on an aircraft carrier (USS Wright CVL-49) was so hard that it buckled the right wing upper area over the landing strut. Not to worry - the crew pushed it aside and gave me another Corsair. One down, eleven to go.

Receiving my golden Navy wings in Oc-tober 1950, I received orders to NAS Boca Chica, Key West, Florida for night fighter training in, again, old WW II F6F - Hellcat aircraft. This lasted until the following summer when I was or-dered to NAS Quonset Point, Rhode Island, where I checked out in the Squadron's Douglas AD Skyraider air-craft - finally, a post WW II aircraft. With a Wright R-3350 engine, the Skyraider was about 20 knots faster than a Corsair at the same power set-ting (30"MAP-2000 rpm).

Bud in Chance-Vought F4U-4 Corsair—B.K.


The Korean War was still on but I was on the East Coast attached to the Navy's 6th Fleet, so I was set up to go on a six month “Med” cruise aboard the USS Coral Sea CVA-43. The Coral Sea was one of three (the others were the USS Midway CVA-41 in San Diego and the USS FDR-CVA 42) "super" carriers-larger than the "Essex" Class of WW II, whose keels were laid at the beginning of WW II but were not completed in time for any action. The Coral Sea was commissioned on 1 October, 1947 and has since been scrapped.

We spent most of our time anchored off the French and Italian Rivieras. Some of the "senior" officers had their wives fly over and meet them while in port, while the "junior" officers had to settle for “pot luck” at the local beaches. Occasionally, we even flew our air-craft! Once, while cruising near Split, Yugo-slavia, Marshall Tito was our guest on board.

Back again at NAS Quonset Point, the latest issue of Trade-A-Plane showed a 1946 Temco "Swift" airplane for sale at Bedford, Massa-chusetts, just west of Boston. I drove over there and crossed the owner's palm with a check for $1,800 from the First National Bank of Scranton, Pennsylvania. This bank would loan money to military officers to purchase a

Doglas AD Skyraider, “Anti-Kamikaze” version with radar to detect aircraft 200 miles or more from the fleet. Squadron VC-12 with Midway class carrier in background, somewhere in the North Atlantic—B.K.

The Wright R-3350 Duplex-Cyclones also powered our Connies. They were rated from 2,200 to over 3,700 hp, depending on the model.—Wikipedia


car if you had a pay allotment made out to them. Since I had a car, I thought, why not buy an airplane instead. Anyway, I flew it back to Providence, R.I., and hangared it at Green Airport. The Swift was a nice little airplane, 2 place, side-by-side, low wing, all metal with retractable gear, 125 H.P. 6-cylinder Continen-tal engine, and a Koppers Plastic

Automatic Propeller. I also received a spare fixed pitch Sensenich prop in the deal. This plane would cruise at 120 MPH on about 7 gph.

As my Navy tour of duty was over, I was signed up for the 18May 1953 TWA Class. I flew the swift to MKC and kept it there while in training and made a couple of side trips to North Da-kota to visit my parents. Class was over in July and I was assigned to the Detroit (YIP) domi-cile. I flew the Swift to Ann Arbor and rented a hangar there. Also rented a furnished house on Whitmore Lake for only $100 a month-not a bad deal when you're only pulling down $350/month, plus I planned on getting married and needed some fancier digs.

Since I'm now living on a lake, I thought, wouldn't it be nice to have a plane that lands on wa-ter? So I checked the latest issue of Trade-A-Plane (my addiction) and lo and behold, a guy in Oconto, Wisconsin, wants to trade a 1947 Republic RC- 3"Seabee" Amphibian. So I gave him a call and asked if he would like a Temco Swift and he replied - why not? So, off I go to Oconto and after giving me a ride in the Seabee (to show me that the thing would actually fly) I gave him my Swift and he gave me his Seabee, an even trade. Firing up the 215 H.P. Franklin en-gine, I was off for Michigan. I didn't have the fortitude to take the short cut across Lake Michigan, as I didn't have a Mae West or a raft, so I followed the shoreline and had an RON at Niles, Michigan.

The Republic RC-3 “Seabee” was an interesting aircraft. It was a 4 place, all metal, high wing amphibian with the 215 H.P. Franklin en-gine mounted above and behind the cabin and reversed so it was pushing the air-plane along. Also, it had a reversible pro-peller, which was handy to back it off a beach (if you weren't stuck too badly). The plane was manufactured by the Republic Aircraft Corp. of Farmingdale, Long Island - makers of the mighty P-47 thunderbolt fighter of WW II fame. Nellis AFB in Las Vegas was named after Bill Nellis, a kid from Searchlight, Nevada, who was killed flying the "Jug” on a ground support mis-sion in Germany in WW II.

I kept the Seabee in the hangar all winter, but after the ice melted on the lake in the spring, I flew it out to the lake and tied it up to an old dock in front of the house. One night, the wind came up and in the morning the Seabee and the dock were floating together in the middle of the lake. Not to worry – I fired up my classic $25 Evinrude motor on my $75 boat and towed the menagerie back to shore. TWA Capt. Don Peters and I had fun playing around on the lake. The speedboats always wanted to race us and would win until I got the Seabee on the "step"

Temco GC-1B “Swift” N78134—B.K.

Republic RC-3 “Seabee” N6510K—B.K.


and then the race was over. Actually, the Seabee only cruised at about 105 mph and burned about 13gph. Once we flew it over to Belleville Lake where a lot of the TWA pilots lived and gave rides to some of the kids, including Capt. Buck and Katie Buchanan's son.

My lease was up in June 1954, but I lucked out and found a nice furnished house with a sandy beach on the north side of Whitmore Lake and again, only $100/month. I placed tie downs in the sand and parked the Seabee right in front of the house. Occasionally, I would attempt to fly the Seabee to work at Willow Run Airport. However, if the lake was absolutely calm, I couldn't get it off the water, not even if I made a tight circle-by the time I got around, the rip-ples would be gone and the fishermen would be shaking their fists at me for making all that noise. I ended up driving to work. It was rather embarrassing, I had to get up earlier to fly to work than if I had driven in the first place.

Most TWA flights returned after dark, so the times that I was able to get the Seabee off the lake and parked at Willow Run, I was faced with a night water landing. Making a water landing at night with no moon was akin to a night carrier landing (I had 41 of those) or a "Black Hole" ap-proach such as the one at Khartoum, Sudan, Africa, when flying for Saudia. I had a 150 watt plug-in landing light for the Seabee and would make an extremely flat power-on approach and fly it right on the water and then chop the power. Trying to flair could be extremely dangerous as depth perception, even with a landing light, usually is erroneous. When flying off the carriers at night, we night pilots would argue about what would be the best procedure if your engine quit - bail out or ride it down and hope for the best. No consensus. What would you do?

One morning, after having landed the Seabee on the lake the previous night, the police were at my door asking for me to show them my "night flying license". Seems as if I had almost hit a couple of guys doing some night fishing and it scared the be-jabbers out of them. After ex-plaining that there was no such thing as a "night flying license", I compromised by agreeing not to fly the Seabee on weekends, only during the week when the lake was not so crowded. That made everybody happy and they left.

With fall approaching, the lake about to freeze over, I was thinking-what am I going to do with the Seabee? Very simple I checked the latest issue of Trade-A-Plane and guess what-a guy in Akron, Ohio had a WW II surplus twin-engine Cessna T-50 he wanted to trade. So I called and asked if he would like a Seabee. He replied, why not? The next day I fired up the Seabee and was off for Akron, almost. The Seabee had a bad habit of throwing oil over the cowling area, so I landed at an airport near Akron, wiped the oil off and then took off for Ak-ron with a nice clean aircraft. (I used to be a used car salesman.)

The T-50 owner was a little hard-nosed and demanded "$500" in cold cash before he would let me have his little twin-engine beauty. I crossed his palm with my TWA paycheck (which was now $400/month) and another $100 from the wife's cookie jar and I was off in this twin-engine, gas-guzzling, oil-burning dog. Back in Ann Arbor, I had to tie it down outside, as the Swift-Seabee hangar was too small. The next morning, I found the battery dead. By the way, the day after I had traded the Swift for the Seabee, it also had a no good battery. (Did you ever buy a car with a new battery?)

The T-50 was a low wing, fabric covered aircraft with a wood main spar and a bicycle chain to retract the gear. The engines were Jacobs R-755, 225 HP (245 HP MAX TO) each with Hamil-ton Constant Speed Props. The civilian model was designated UC-78 or "Useless 78" because of its poor load carrying ability and single-engine performance. I never bothered with weight

Captain Bud Kuball ca . 1980


and balance, just piled in the wife, my German Shepherd, a 24-quart case of oil and we were off. I was flying along one day and a piece of fabric peeled right off a wing. That was easily re-paired (once we were on the ground!) Pricing on these airplanes was crazy. One could spend $3,000 to recover the whole airplane and then be lucky to sell it for $2,500.

TWA F/O and Marine Corps Pilot Bob Childress and I were going to fly the T-50 one weekend to NAS Grosse Isle, Michigan (south of Detroit) where we were in the reserves. I was again fly-ing FG (Goodyear built) Corsairs with VF732. However, the T-50's wings and tail surfaces were covered with ice and snow from a recent storm, so we ended up driving. Bob was later killed in the TWA Martin – Dodge (Chrysler built) DC-3 collision over Ohio. I attended his fu-neral in Evansville, Indiana. Starting the T-50 in the winter could be challenging. I used to borrow the FBO's portable battery cart to boost my battery, but it wasn't always available. At such times I would prop one engine. With the T-50 fully chocked and tied down, the ignition off and making sure you were standing on dry ground (no ice), I would pull the prop through a few times, move it to the proper angle and then run up and turn the Magneto ignition on. Back on the ground, I would pull it through and it would usually start the first time, but one time it didn't and the left blade (as I'm facing it) stopped just above the horizontal. I reached up to pull it through again and just as my hand touched the prop, it spun through and started.

This was an expensive airplane to fool around with and I didn't have much use for it. I flew it to the East Coast and gave all the relatives a ride-including my old Italian father-in-law who had never been in an airplane before.

The port engine on the T-50 had a nasty habit of shearing prop governor shafts which would result in the prop going into full high pitch. This was not particularly problematic when you were cruising along but could be a little challenging on take-off. Luckily, there were still some war surplus parts stores around, so I could pick up some spares.

By the summer of 1955, I was awarded a Relief Pilot bid at the New York International Domi-cile and planned to move to Long Island. This provided an opportune time to dispose of the T-

N54732, a Cessna T-50 (U-78) “Bamboo Bomber” - B.K.


Trade-A-Plane “Since 1937” alive and well 72 years later!

50. Again, I checked the Trade-A-Plane newsletter and lo and behold, a man in West Virginia was looking for one and offered me $1,200, sight unseen, which I readily accepted. We agreed to meet in Columbus, Ohio to seal the deal. On the way down, the port engine was up to its old tricks and I landed at Columbus with the prop in high pitch. Not being a blabbermouth, I sold the T-50 “as is”, and with a certified check for $1,200 in hand, hopped on a TWA flight back to Detroit. After all, what do you expect for $1,200, a three year written warranty?

Looking back 10 years when my dad bought me that J-3 Cub for "$1,150" I am now $50 ahead and had a lot of fun in between. Maybe I should have bought a P-51 (or Corsair), stashed it in a hanger for 60 years and then sold it for a million bucks - but that would have been too dull! Wheelin' and dealin' in the years after WWII was easy when the dollar was actually worth something. Today, when I make a trip to Oshkosh, I see 60 year old Piper Cubs selling for $30,000, unmodified Seabees for $60,000 and the “Big Iron” P-51's going for seven figures. Ah-for the good old days!


This article appeared in the May 2005 issue of AOPA PILOT and is reprinted here with permission. The terms above: MDA is Minimum Descent Altitude, must be able to continue visually (see “runway environment”) or go around. DH is Decision Height, decide if able to land visually or go around. AH is Alert Height, confirm all com-ponents of auto land system are normal and ‘flare’ is armed. MLG may touch pavement before runway lights are visible. RVR is Runway Visual Range, determined electronically and reported in either feet or meters.—Ed.

THE PROFICIENT PILOT

Approaching the west coast of Ireland, our flight engineer gives us the latest Paris weather: “Ceiling’s still zero, Skipper; visibility’s holding 300 feet.”

We learn about the need to shoot a Category III-B ILS approach at Paris after a night Atlantic crossing. The rising sun bursts into the cockpit, an intrusive wake up call, and we begin to prepare for the challenge. A Cat III-B approach in a Lockheed L-1011, however, is a no-brainer. I could teach any pilot to do it (as long as nothing goes wrong).

After descending into the Paris area and being vectored toward the localizer, we select the autoland mode and engage the second autopilot. If one of the two should fail, a missed ap-proach is mandatory even though the remaining autopilot could complete the approach and landing safely.

The first officer calls out, “Localizer alive,” and the big Lockheed rolls gently onto final. A min-ute later, he calls, “Glideslope alive.” We extend the flaps to 22 degrees and lower 10 wheels from their wells.

The glideslope needle centers, and we extend the flaps fully. The nose of the TriStar dips slightly, and the autopilots establish an initial sink rate of 680 fpm to approximately parallel the glideslope. Seconds later, they make the corrections needed to intercept and track the

CAT III-A MINIMUMS (This photo taken at RVR 200 M)

CAT I : MDA 200’, 1/2 MILE OR RVR 2400’ CAT II: DH 100’, RVR 1200’ RADIO ALT. OR 1600’ BARO ALT.


AH 50’, RVR 200 M (656’)

CAT III-B: AH 50’, RVR 100 M (328’) CAT III-C: AH 50’, NO VISIBILTY REQUIREMENTS!

glideslope. The wings slice into the undercast, and the autothrottles maintain 138 knots.

Signals from both ILS receivers are constantly fed into a vote and veto box. If a suspect signal is received, the computers reject it and allow the approach to con-tinue using the other, more reliable signals.

The outer marker flashes blue dashes, and I call, “Outer marker.” The flight en-gineer is monitoring instruments on both sides of the panel and calls, “Flags checked.”

The radio altimeters show us descending through 1,500 feet agl. This signals the autopilots to roll in some nose up trim to prepare for the possibility of a missed approach. The autopilots also take control of the rudder and now can automatically prevent yaw created by the failure of an underwing engine during the remainder of the approach (without pedal pushing help from a pilot, thank you).

The tower clears us to land and reports that the ceiling is still zero and the runway visual range is holding steady at 300 feet.

At 500 feet agl, the co-pilot calls out, “One hundred and thirty eight knots, sink seven hun-dred.”

My left hand holds the yoke loosely; my index finger rests lightly against the go around switch in case a problem develops.

My right hand is on the throttles, and I feel them making slight and occasional thrust

By Barry Schiff


changes. I also feel my pulse picking up a bit.

The autopilots have been crabbing the airplane to remain on the localizer, but at 150 feet they dip a wing to compensate for the crosswind and add top rudder to align the Lockheed with the runway. Although the autopilots can land with a 44 knot direct crosswind, CAT III-B landings are limited to a 10 knot (crosswind component).

The middle marker spews a short stream of dots and dashes, the radio altimeters say that we are descending through 100 feet, and the ILS needles remain centered, yet there is no sense of being so close to the ground, no approach lights reflecting through the dimensionless world of gray. I shift slightly in my seat trying not to let my crew notice. It’s crunch time.

For most airplanes on a CAT III-B approach, pilots use a 50 foot decision height (DH), and a missed approach is required if the touchdown-zone lights are not seen when the landing gear is 50 feet above the runway.

The L 1011 benefits from an exemption. We do not have to see anything outside the aircraft before touchdown. And we don’t. This eliminates needing a DH. We instead use an alert height of 50 feet, the height above which a missed approach must be made if a required ground or airborne component fails. The approach and landing may be continued if such a failure occurs below 50 feet.

Small amber lights on the radio altimeters signal that the main landing gear wheels are de-scending through 50 feet, and the autopilots shift to the flare mode. The throttles move aft, and the attitude indicator confirms that flaring has begun. At 10 feet, the autothrottle system retards the thrust levers fully and nonchalantly trips itself off. The computers program the flare for a 2 fps sink rate at touchdown. We still cannot see anything through the milky mist. The radio altimeter shows 10 feet, 5 feet. We can almost feel the main landing gear reaching, stretching for the ground.

The mains touch with a mild thump, the ground spoilers deploy, and still we see nothing. The autopilots lower the nose at a programmed rate, and then just as the nosewheel is about to touch, we make out a short stream of centerline lights disappearing beneath the nose. I pray that no vehicle has strayed onto the runway. We would have no warning of the impending col-lision.

The autopilots shift to the rollout mode and steer the nosewheel to track the localizer.

I engage the thrust reversers. They seem more effective at making noise than slowing us. At 80 knots I come out of reverse, apply normal braking, disconnect the autopilots, and steer to-ward the ghostly image of a high speed taxiway.

Now the tough part, trying to find the gate without bumping into something on the way.


NC86505, FLEET #550 THE STAR OF CAIRO

This is the photo that lay the seeds for the following articles. John Power, Shanwick Radio, explains: “Frank Daly works at Ballygirreen Radio Staion. One day nearly two years ago, he brought an old B&W picture of a TWA Constellation into work and asked us if we could give him any background. I said I would scan it and send a copy to Lou Burns and did. Lou sent it around to you guys, I guess. Lou sent me back a reply from Felix Usis a few days later. Felix, using the number under the wing, traced the sad end of this aircraft and sent on the CAB re-port. This started a series of contacts which resulted in the rediscovery and commemoration of this story.”

‘550’ was delivered to TWA in November of 1945. It was named Paris Sky Chief, later NavajoSky Chief, and finally, in February 1946, Star of Cairo.

[The following is quoted from the Irish Air Letter, 1985. This was a proving flight; scheduled service began in Feb. 1946—Ed.] “It was the first TWA Connie to land in SNN (26 November, 1945). It had flown from New York via Gander, breaking the west-east record for commercial aircraft with a 6 hour 55 minute run from Gander to Shannon. It was on a proving flight and left two hours later for Paris.”

“550 came back through Shannon from Paris on its return journey and set a new westbound record with a flight of 7 hours 46 minutes from Shannon to Gander.”

“Anyway, poor old ‘550’ was involved in record setting glory, and then, disaster.”


THE STAR OF CAIRO CRASH 27-28 DECEMBER 1946

From CLEARED FOR DISASTER by Michael O’Toole and reprinted here with permission. Book review follows this article.

The Star of Cairo was the first ‘overwater’ type Constellation delivered to TWA and had earlier carried the fleet names Paris Sky Chief and Navajo Sky Chief before being designated Star of Cairo in Febru-ary 1946. It was delivered to TWA on 21 November 1945, and registered N90773, fleet number 550. [NC86505, see the CAB accident report at: http://dotlibrary.specialcollection.net/-Ed.] It was powered by four Wright 745C18BA engines with Hamilton propellers.

After the July 1946 groundings [following the Reading, PA in flight fire and crash of a TWA training flight – Ed.] it was converted to an L-49-46-26 standard with an improved electrical system, new en-gine exhaust systems and additional fire extinguisher systems. It was the first Constellation, and the first TWA aircraft, to land at Shannon. On that occasion it established a new Atlantic speed record by crossing from Gander in six hours and fifty-five minutes. On 10 February, 1946 it made a transit stop at Shannon with two US cardinals traveling to Rome for the first post-war papal consistory. It was also used on 3 November, 1946 for TWA's special preview flight for invited guests from New York, La Guardia to Paris Orly.

TWA flight 6863 began boarding at Orly Airport Paris shortly before 11 p.m. on 27 December, 1946. For many of the fourteen passengers the prospect of the long Atlantic crossing to New York in a state-of-the-art Constellation must have been high adventure. It was, after all, a mere forty-seven years since the Wright brothers had made the celebrated first sustained and controlled flight at Kitty Hawk, North Carolina, in a frail timber and canvas biplane with a forty-foot wingspan and a 16hp engine.

For the twenty-five-year-old hostess who greeted them at the head of the boarding steps, this was to have been her eighth Atlantic crossing. Vena Ferguson was born in [Dell] Rapids, South Dakota, and had worked as a secretary in a New York bank before joining TWA in May 1944. She would soon be faced with the greatest test that can come the way of any aircrew member: the challenge of rescuing and caring for severely injured passengers in a major crash involving fire and explosion. Miss Fergu-son, though in deep shock and suffering minor physical injuries, would discharge these responsibilitieswith great courage and professionalism and thereby earn a special commendation from the civil aero-nautics bureau.

One passenger to whom the prospect of an ocean crossing would be more or less routine was fifty-four-year-old Captain Pierre Dreyfus. Dreyfus was the son of Colonel Alfred Dreyfus, whose rigged convic-tion-and subsequent vindication-for military treason based on the rampant anti-Semitism of the French army officer corps caused an international sensation in the 1890s and later led to a reorganization of the French army.

Pierre Dreyfus had followed his famous father into the military and served with great distinction, gain-ing the Croix de Guerre and the Legion d'honneur award. Having served with the Gaullist forces, he gained admission to the USA in 1942 where he flourished as an industrialist and was active in Jewish charities. He had an apartment in fashionable Fifth Avenue in New York's Manhattan. His brother-in-law told the New York Times that he was returning there after traveling to France to see his wife and attend the wedding of their daughter. Captain Dreyfus' nineteen-year-old college student son was wait-ing for him at La Guardia Airport, unaware that he was already dead in a boggy, uninhabited island in the Shannon estuary.


For another Jew, fifty-seven-year-old Polish-born Herman Koegal, the flight was to be the transition from an eight year long nightmare to a family reunion and a new beginning in the land of the free.

Mr Koegal had been a well to do clothing manufacturer in Berlin when, in 1938, the Nazis forced him to return to Poland. A year later the tide of persecution sent him to Russia. The Russians sent him to Siberia and, when the Germans invaded, he was sent to Turkestan in Soviet central Asia. After the war he made his way back to Poland and, through the efforts of his daughter, an American citizen, he got permission to enter the USA. When the airline representatives called to her Manhattan apartment at 260 West 72nd Street, they found it festooned with streamers and 'Welcome Home' signs. Mr. Koegal, too, was to perish on Inishmacnaughton.

One passenger for whom the flight must have been the adventure of a lifetime was Mrs. Edith Delaby-Waterbury, not yet twenty and the mother of a four-and-a-half-month-old baby, Charles Bruce [Waterbury]. She had married a twenty-eight-year-old US soldier, Charles [Waterbury], in France. Her husband had been [demobilized] before the baby was born and now she was bringing him to the home her husband had made for them in Newark, New Jersey.

She and the baby would suffer burns and fractures in the crash and for a critical twenty-four hours Mrs. Waterbury would hover between life and death in St John's Hospital, Limerick. But she and her baby were to be among the lucky ones. At home in Belmont Avenue, Newark, Charles Waterbury was told initially that his wife and child were safe. He rushed out to the nearest church to offer prayers in thanksgiving. Then in the confusion that frequently prevails in the early stages of air disasters, he was contacted again and told that both were dead.

The New York Times of 30 December reported that Mr. Waterbury, 'bleary eyed from lack of sleep', was more cheerful yesterday as he nervously fingered a cablegram from St John's Hospital Limerick, which read: 'Condition your wife slightly improved.'

Dr. Alexander Haim Pekelis, age forty-four, of Larchmount, New York, was returning from Basle where he had been a delegate of American Labour Zionists to the annual World Zionist Conference. A brilliant international lawyer, he had held university teaching posts in Florence, Leipzig, Vienna and Paris before entering the USA in 1940. He was editor-in-chief of the Columbia University Law Re-view-the first non-American to hold the post. He too was to die on the island of Inishmacnaughton that December night.

The Star of Cairo lifted off for the last time from the Orly runway at 11.16 p.m. and climbed on to a westerly course which would bring it, via Cherbourg and St. Mawgan, to Shannon. It was, hostess Vina Ferguson recalled, a particularly smooth flight. ‘Practically all the passengers went to sleep soon after the take- off,’ she told the CAB inquiry. During the 113-minute flight to Shannon, she and the twenty-one-year-old purser, John Logan, went through the cabin handing out blankets and pillows and serving coffee to the few passengers who remained awake.

At 1.35 a.m. the Star of Cairo reported that they were over the Waterford coast at 7,000 feet and de-scending. They were then cleared to cross the Limerick Junction fan marker at 5,000 feet and warned of other traffic on the west leg. At 1.53 a.m. the radio officer, Herbert Burmeister, reported that they were over the radio range station at 5,000 feet. Shannon ATC asked him to report when they had started their procedure turn. At precisely 2 a.m., Burmeister reported that it was on procedure turn. The controller then cleared it for final approach to runway 14 and read out the weather conditions: ‘Rain and drizzle; visibility two miles; cloud, ten-tenths at 900 feet; six-tenths at 400 feet; three-tenths broken at 300 feet; wind 120 degrees, 4 knots; altimeter setting 30-04.’

Burmeister acknowledged receipt of this message and at 2.05 a.m. reported at 1,200 feet. At this stage


he was given an amendment to landing conditions: ‘Cloud now ten-tenths at 400 feet; four-tenths at 250 feet; visibility one mile; wind 120 degrees, 5 knots; altimeter setting 30.04.’ The controller then asked that they give him a ceiling check. At approximately 2.08 a.m., the aircraft was seen in the neighbourhood of the airport, approaching from the east. A number of the observers-including crash crews and airline personnel thought it was unusually low while passing over the field. They saw it turn to the north through approximately forty degrees and then make a left turn to line up with runway 14 for landing.

When it was approximately halfway through this turn, disaster came. The port wing tip and outboard propeller struck the ground.

Patrick O'Sullivan, a crash crew driver, was one of those who observed the final moments of the flight. He told the investigators that he watched the aircraft come over the runway with its landing lights on and then pull up. He remarked to a colleague that the pilot must have been lower than he intended and was going round for another attempt.

He then lost track of the aircraft in the cloud. But, as he told the inquiry: ‘a few minutes later we saw a terrific red glow blazing up in the direction of Carrigarry. We also heard some loud explosions.’

During those final minutes of the flight, Vina Ferguson had observed the landing light coming on and had gone through the cabin to awake those passengers who were sleeping and to ensure that their seat belts were fastened. She then went to the rear of the aircraft and strapped herself into seat no. 38. John Logan, the purser, strapped himself into seat no. 39 beside her. Across the aisle sat passenger David Tannenbaum who, like Logan and Ferguson, would prove to be heroic in the face of the catastrophe that was about to happen.

There was no warning. Vina Ferguson told the inquiry that she remembered only feeling a bump and the strain of the seat belt. ‘After that I have no conception of how long we remained in the tail of the aircraft until we got out,’ she said.

The Star of Cairo hit the ground at a point about ninety feet beyond a six-foot high embankment. Its speed, the investigators reckoned, was 149mph. The port wing-tip and outboard propeller hit the soggy ground almost simultaneously and dug in. The aircraft swung to the left as the port wing started to break up. This caused the fuel tanks to rupture and there was an immediate explosion followed by a raging inferno. As the aircraft careered through the boggy terrain and started to break up, several mem-bers of the cockpit crew were thrown clear. Seconds before the explosion the entire rear section broke away and continued to slide rearwards in a relatively intact condition to a distance of 360 feet.

Having unfastened their seat belts, hostess Ferguson, purser Logan and passenger Tannenbaum found themselves standing at the edge of a gaping and jagged wound in the fuselage where the tail section had broken away. Instinctively, they jumped on to the marshy ground and immediately found themselves ankle deep in mud.

The pilot, thirty-three-year-old Captain Herbert Tansey, was knocked unconscious upon impact and thrown clear, still strapped to his seat. As he came to, he found his leg, which later had to be amputated, pinioned beneath a pile of debris. The sky was lit up by the flames, and the moans and screams of the injured and the dying were all around him.

Another TWA captain, who was one of the first to reach the crash site, gave a moving description of finding his stricken colleague still trapped in the wreckage. Captain Dean Miller told the inquiry: 'I said: "Hello Herb". He recognised me and said: "Where is this place?" I said it was an island northwest of the field. Tansey said: "I can't understand it. I am positive I was flying at 500 feet on the altimeter.


The altimeter was reading 500 feet . . ."'

They had come down on Inishmacnaughton, a 260 acre island situated on the eastern shore of the river Fergus, near its junction with the Shannon. Four miles west of Bunratty, the island is so low-lying that much of it is subjected to seasonal flooding.

The rescue operation, considering the difficulties of the terrain and the limited resources of the time, was swift and efficient. No word of criticism in regard to it was contained in the reports of either the Irish or the US investigations. On the contrary, there was acknowledgement and appreciation of the risks many of the rescue workers took in wading through the mudflats while carrying stretchers and blankets for the victims. Estimates of the time it took to reach the crash site vary. The hostess, Vina Ferguson, reckoned that it took almost two hours, while the garda sergeant based at Shannon, Mr J. J. Hickey, told the inquest on the victims that he and other rescue workers had reached the scene at 2.45 a.m.

When the first rescuers arrived, knee deep in mud having waded through the mudflats, a dismal and terrifying scene awaited them. What was left of the Star of Cairo was spread over a distance of some 300 yards, most of it still burning. In the light of the flames they saw several bodies on the marshy ground and heard the moans and cries of those still alive.

The rescue equipment available in Shannon in 1946 was primitive. There were no helicopters in Ireland at that time, nor were there any amphibian crafts capable of transporting rescue workers and casualties over the treacherous mudflats for which the Shannon estuary is notorious. The torturous business of dragging stretchers across the mud and then repeating the journey with the wounded and dead contin-ued for several hours. At a point where the stretchers could be transferred to rowing boats, the airport medical officer, Dr. James O'Boyle, and Red Cross workers from Limerick, had set up a medical centre where the injured were given pain-killing injections and basic first aid.

G. P. Gallivan, then a TWA flight dispatcher and later to make his name as a playwright, recalls the night of the crash: ‘I was on late duty and was boarding the bus for Limerick as the Star of Cairo came in,’ he recalls. ‘By the time the bus had made its first stop on the Ennis Road, the TWA station wagon was there to take us back to the airport. There was a great deal of confusion. Three or four of us were taken in a small boat to the island to see what we could do. There were fires, mud and pieces of wreck-age scattered all over the place. We started to pull some people free but in our enthusiasm to help-to be set against ignorance-we might well have done more harm than good.’ Gallivan was one of those who donated blood to help save Captain Tansey's life.

Gerry Gallivan has another memory of the crash that still haunts him: ‘TWA flew the relatives of the dead to Shannon and I remember meeting the father of one dead crew member. The poor man-I have long forgotten his name-was completely broken. The victim had been the last of his five sons. The four others had been killed in the war.’

Charles Hennigan, one of the first crash crew workers to arrive, said in a statement to the inquiry: ‘I heard the screams of a baby in the rushes. As I reached it someone else picked it up. He gave the baby to the hostess. The baby was drenched wet so the hostess asked for a fire to be lit. We built the fire with wood and bits of the wreckage that would burn. Soon we had six or seven of the casualties grouped around it. One of them died. A case of liquor was found and some was given to those casualties who were able for it.’

The baby was Charles Bruce Waterbury, the four-and-a-half-month-old son of French G1 bride, Edith Augustine Waterbury. He had suffered slight burns in the crash and a fractured thigh in the fall from the wreck.


'The young mother was far more seriously injured and for the next couple of days hovered between life and death in St John's Hospital, Limerick. The New York Times of 30 December reported: ‘Mrs Edith Delaby Waterbury, French war bride who was flying to join her American husband in Newark, N.J., rallied further during the day when she came out of delirium and found her son, Charles Bruce, four-and-a-half-months-old, in a crib beside her bed. Earlier she was quoted in the same paper as saying she didn't expect to see her husband again but that she hoped her son would.’

In another room at St John's, the thirty-four-year-old second radio officer, Dudley Hill of Alexandria, Virginia, who had suffered massive chest injuries, was also fighting for his life. He was not to be as lucky. He died the following day.

Thirty miles away in the County Hospital, Ennis, the commander of the Star of Cairo, Captain Herbert Tansey, was also fighting for his life. At thirty-three, he was one of TWA's most senior pilots. Now his career as a professional pilot was at an end as surgeons decided that to save his life they must amputate the leg that had been crushed beneath the debris. Even before Tansey had been taken to hospital, Cap-tain Larry Trimble, chief flight supervisor of TWA's international division, who was in Carmody's Ho-tel, Ennis, on the night of the crash and immediately went to the crash site, interviewed him on his stretcher at 3.30 a.m.

‘Are you strong enough to talk, Herb?’ Trimble asked. Tansey repeated what he had told his other col-league earlier on: ‘I was at 500 feet, coming in on the approach, and then I went on instruments and we hit. I can't understand it - the altimeter was showing 500 feet.’ From his hospital bed, Tansey told the Irish chief inspector of accidents, Mr R. W. O'Sullivan, that as he went into the final turn he was faced with total darkness and thought that all the airport lights had gone out. This, Mr O'Sullivan reasoned, was because the aircraft, on a steep approach path, had passed behind a low hill on the island outside the airport and on this very dark night had passed out of sight of the airport lights just before hitting the ground.

Both inquiries exonerated Captain Tansey and the co-pilot, Clifford Sparrow. The cause of the crash lay in the wreckage and was soon established. Detailed examination of the wreckage by a high-powered team from Lockheed established that a mechanic had wrongly assembled the pipe lines from the static pressure heads to the altimeter. One of these pressure heads was located outside the fuselage [normal source – Ed.] while the second, designed for use in icing conditions at altitude was located in the nose wheel well. [Pressure lower than ambient in flight with LG extended-Ed.] This last one, the alternate static source, had never been intended for use while near the ground but, because of the error, it was the one which Captain Tansey had been depending on and which led him to believe he was at a much higher altitude than he actually was. Lockheed immediately specified different screw threads for the couplings so that it would be impossible for them to be wrongly connected ever again.

The official CAB inquiry opened before Colonel Robert Crisp and a team of assessors in the East Room of the Hotel New Yorker on 30 January 1947. The colonel opened the proceedings by explaining the ground rules. This, he said, was purely ‘an administrative inquiry of a fact-finding nature, in which there were no adverse parties and no adverse interests. No one has been made a defendant or a respon-dent,’ he said, ‘and no legal liability attaches to anyone.’

One of the early witnesses was Vina Ferguson, whose behaviour on the night of the disaster earned her the commendation from the CAB. Crisp's first question to her was a leading one: ‘Miss Ferguson, you are a TWA stewardess?’ To which she replied ‘I am a TWA air hostess.’ [TWA never used the titles “stewardess”, nor “flight attendant” until some time in the late ‘60s or early ‘70s – Ed.]

The CAB report was adopted on 27 February and released the following month.


For Lockheed, still staggering from the effects of the earlier debacle, the result was a huge relief. The L-49, already highly suspect, had been vindicated. Although the Irish report contained no words of cen-sure against TWA, the CAB report was damning. As with the Irish report, it found the primary reason for the crash was ‘the reversal of primary and alternate static source lines which led the pilot to conduct his approach to the airport at a dangerously low altitude.’

But the CAB went further. It said: ‘A contributing factor was the negligence of maintenance personnel in certifying to the satisfactory functioning of the static system although the test required to determine such a condition was not accomplished. A further contributory factor was the restriction of vision from the cockpit resulting from fogging of the unheated windshield.’ [Remember the “bread pan heaters” on the 749s? – Ed.]

The CAB report also contained some mild criticisms of the Shannon meteorological services and the airport's telecommunications system which caused consternation in the department of industry and commerce at their Kildare Street headquarters. ‘It is obvious that neither the company nor the Shannon Meteorological service accurately anticipated the extent to which the ceilings and visibility in the Shan-non area would lower during the period of the flight,’ the report stated.

A formal letter of complaint was issued and R. W. O’Sullivan was dispatched to the USA to negotiate 'agreed reports' with the CAB. There was a tussle between the civil aviation division and the establish-ment branch in regard to the payment of his expenses. Papers released under the thirty-year rule reveal that some civil servants believed the US government should pay for his trip. After it was pointed out that the Americans could then insist on recouping the cost of sending their inspectors to Shannon, it was agreed to bear the cost of his air travel to New York with a subsistence allowance of $15 dollars a day for a maximum of six days and a single sum of 15 sterling to cover entertainment. A minute of the establishment branch dated 13 April 1947 states that Mr. O'Sullivan 'was instructed to proceed to Washington and to arrange with the US authorities for the deletion of the undesirable references.' In the event, his mission was largely successful. He was in New York when it became obvious that he would have to travel to Washington and, after cabling for permission, he was cabled back: 'Visit Washington approved. Advise urgently duration. No sanction entertainment.'

The L-49 Constellation became a safer aeroplane as a consequence of the TWA crash. In its many variations, it continued to serve TWA until, more than a decade later, the first generation jets rendered the magnificent final version, the 1649 Starliner, of which forty-four were built, obsolete. For TWA, desperately trying to stave off bankruptcy, floundering in the deep economic depression, and still re-covering from the joint traumas of the earlier L-49 crash and a bitter strike by its 800 pilots which had shut down the airline between 21 October and 15 November, 1946, it was truly the winter of discon-tent. By early 1947, TWA stock had plummeted from $71 to $9, and saving the airline would tax the talents of Howard Hughes, the enigmatic and already deeply eccentric genius.

Juan Trippe, Hughes' great rival, was involved in an effort to get the Equitable Life Insurance - one of TWA's major creditors - to force the airline into bankruptcy. He was rebuffed. Soon it would be Trippe's turn to face an even worse L-49 disaster at the same remote outpost of the North Atlantic. [Pan Am’s Empress of the Skies Crash at SNN, 15 April 1948, the subject of the book’s next chapter – Ed.] Before his career ended he would be facing far worse economic problems than Hughes', which in the end would destroy the most powerful and the most glamorous airline the free world had ever known.[Emphasis ours-Ed.]

Captain Tansey's career as an airline pilot ended on Inishmacnaughton. He had to suffer a further am-putation after returning to the USA and he later received substantial damages when he sued TWA for negligence, causing the loss of his leg. But an even greater tragedy awaited him. While working as a


flying instructor in California, he suffered a heart attack when instructing a novice student pilot. The student was unable to control the aircraft and he and his student were killed.

The Star of Cairo's co-pilot, Clifford Sparrow, who suffered a serious fracture of the femur and bad facial wounds, was again hospitalised after his return to the USA. For him there was a happy ending. He married his physiotherapist and, after a brief period as an office worker, successfully resumed his flying career. 'On my first trip back to Shannon, he recalls, 'I looked out of the window and saw the wreckage of the Star of Cairo still there on the island.'

He made many friendships in Ireland as a result of the crash, especially with the doctors and nurses who treated him. He went on to become a senior Boeing 747 captain with TWA, retiring as a pilot on 18 March, 1980, two days before his sixtieth birthday - the mandatory retirement date for airline cap-tains. He then trained as a flight engineer and continued flying with TWA until December 1985 - forty-nine years, almost to the day, after the Shannon crash. At the time of writing, he and his wife were liv-ing in retirement in Monument, Colorado.

Vina Ferguson left TWA soon after the crash and never flew as a hostess again. [sic-see following arti-cle-Ed.] She became Mrs. Vina [Ron] Heckrnan, and went to live in Rolling Hills, California - a long, long way from Inishmacnaughton.

This chapter is concluded with an equally gripping account of the Pan Am L-49 Empress of the Skies crash on approach to SNN on April 15, 1948. Of 31 souls on board, there was a single survivor:

“At the airport Mrs. Worst had heard the crash siren go off and knew that the plane carrying her husband was on fire. Courageously, she volun-teered her services as a nurse and set off for the crash site with a Pan American official, missing her husband who had raced across the field to the airport to reassure her of his safety. On arrival she was told that there were no survivors. ‘You cannot know how I felt, but I decided to go on,’ she told The New York Times. ‘Then they came and told me that Marc was the sole survivor and again, you cannot believe how I felt.’”

This book is a real page turner, thanks to Captain Lou Burns for bringing it to our attention. There are several accounts of rescues on the high seas, one a Flying Tiger L-1049H Connie, “Although all five life rafts…were later recovered, only one was found by the evacuating passengers.” Some how, 76 of them were able to cling to the 25 man raft (which was upside down) until they were rescued hours later!”

And, the tale of a Trans Ocean DC-4 that ditched about ten miles off the Irish Coast; this is the August 15, 1949 accident that TWA Captain Arby Arbuthnot told of in his article in the June 1984 Tarpa Top-ics, “We reached the scene just as the flight went down and I was sure I had seen either landing lights or flares. I asked the navigator to get a good fix and since it was not light enough to see anything at water level, I decided to proceed to Shannon, discharge our passen-gers, refuel and return to the scene.” (This is when Captains were Captains!) They dropped a life raft and circled until boats arrived. Only one passenger was lost. O’Toole recounts this accident and rescue from a very different perspective than that of Captain Arbuthnot and it is really quite interesting.

The book is 250 pages long with half a dozen B&W photos, two are of the Star of Cairo wreckage. You can order directly from the publisher, Mercier Press of Cork, Ireland through their web site, for full information, go to: www.mercierpress.ie Michael O’Toole


TWA FLIGHT HOSTESS (VINA) KAY FERGUSON

“Ron and me in 1989 at Dana Point, California. The photographer was TWA Capt. Jim Brogdon.” [Ron Heckman hired by TWA Jan. 5, 1942, retired Jan. 6, 1980—Ed.]

TWA Hostess (Vina) Kay Ferguson in 1946, taken just a few months before the accident. “Her behaviour on the night of the disaster earned her a commendation from the Civil Aeronautics Board.” - O'Toole

After more than sixty-two years, I still have a vivid memory of that December night in Ireland that touched and changed many lives. I remem-ber...with much sadness and emotion. I prefer, however, to dwell on the miracles that occurred and the strength of the relationships that contin-ued through the years: Capt. Tansey with whom I remained in touch until his untimely death; Capt. Cliff Sparrow who, several years later, was the captain of a flight on which I was a passen-ger – I knew I was in good hands!; Joe Logan who remained a friend. Most importantly, I am comforted by the memory of the two youngest passengers who made it through that night the baby’s mother, and all the passengers who sur-vived.

Shortly after the accident, I accepted a job with Venezuela Airline (LAV) as Chief Hostess. It

turned out to be perfect for me, as I spent most of the time in the office. Gradually, I began to feel more and more comfortable flying.

So, in 1948, I started flying again for TWA In-ternational. On a flight to Paris, I met Capt. Ronald Heckman. We were married in 1949,had two great children, a girl and a boy, and three terrific grandsons. Ron passed away in 2001.

We lived in California for many years and I re-cently moved to Providence, Rhode Island to be near the family.

To everyone who was touched and re-members the Star of Cairo’s fate, I send best wishes and love.

(Vina) Kay Ferguson Heckman


Gene Zelazny

JEAN-CLAUDE ZELAZNAGORA, 12 ‘JEANNOT’ STAR OF CAIRO SURVIVOR

Check out Gene’s interesting web site at: www.zelazny.com. In The Moment, is available on Amazon.com or you can order directly from Gene. He says, “I have copies I can mail to you. Feel free to call me at 212-446-8531 or email me: [email protected] to order your copy. I hope you enjoy reading the Moments of Now, Moments of Tao and Moments of Then as much as I did writing them.”

The following essay, “Going With The Flow”, from In The Moment, is reprinted here with per-mission:

Jeannot and his ‘Maman’ were on their way to New York on the night of Decem-ber 27-28, 1946. They were going to join his father, who preceded them there and begin a new life in the U.S.A. Marie Zelaznagora would never see America and Jeannot would be delayed a month while he recovered from the injuries and severe burns that he suffered in the crash. In America, Jeannot became Gene Zelazny. Gene went to college and became a cartographer. He served a hitch making maps for the U. S. Air Force, after which he joined the marketing firm of McKinsey & Company (www.mckinsey.com) where he is still active.

Gene has published a book of essays, In the Moment, which contains one that is his own ac-count of his unplanned stay in Ireland.


Moments of Then

Going With The Flow Jeannot [age 12]

Oops, I need to ask you to pause for a while. I notice in my essays about Jeannot and Zelazny, [his names as a child and as an adult, respectively] that I’ve been skipping the transition between France and the U.S. a bit too fast. It wasn't that quick, it wasn't that easy, it wasn't that pretty.

Hold my hand.

Maman and I were scheduled to leave December 26, 1946. Dad had left for the U.S. six months earlier to be reunited with his side of the family and to create a home for Mom and me once we arrived.

The flight was postponed to very late on the 27th because of bad weather. The evening before, Uncle Léon took us, including Mémé and Pépé, to see Bourvil, the French comedian whom I loved. His trade-mark was to close his stories with the words, ‘Cést bête, hein?’ - a kind of, ‘It's silly, isn't it?’ Hold on to that comment.

We left late at night. Once Maman Buckled me in the seat, it didn't take long for me to fall into a deep, deep sleep. That's the nice part about being twelve years old: when you sleep, you sleep. It was the last I would see of her. The plane crashed in Ireland.

I woke up in a state of total confusion and blindness. My face was crunched in a pile of debris, and my back was squashed under the weight of whatever was there. I don't know how long I was unconscious in that state before I woke up. I managed to struggle and to undo the seat belt, to clear the crap, and to stumble to I don't know where or why, until this pile of what was in front of me blocked my movement.

Blind, stunned, confused… what to do? I don't know what told me there was no way of getting around the obstruction. My hands reached for the top of the mound and lifted my body, only to be assaulted by burning flames across my face. Quickly, I squatted back down. Moments later, I tried a second time, and once more, the flames scorched my face, and once more I drew back. There was no squatting a third time: I mounted the pile, and found my way into the lonely, cold, dark, night air.

In the darkness, I began to walk to where I don't know, until in the distance, I saw the light of a bonfire. Someone saw me and rushed to bring me to the camp of survivors that had been organized. It strikes me that I must have been unconscious in the plane for quite a while, given how settled they appeared.

I lay down, burning from the heat of the bonfire and of the blanket they put on top of me and without knowing it, from the burns on my legs, my hands, and my face. Speaking no English, I said the one English word I could think of to express my discomfort. I said ‘cold’, thinking I meant ‘hot’. I quit talking after they placed a third blanket on me. (Subsequently I was interviewed and found out that I was the only survivor to walk out of the plane; all the others were thrown out.)

It was dawn when the ambulance drove me to the hospital in (Ennis), into the bed that was to become my home for the next month.

I wasn't a happy camper as they injected this newly discovered drug called ‘Penicillin’ into my a— every four hours, every four hours, every four hours. I was bandaged; hands, legs, and face, totally out of sight of any mirror. Actually, I fooled them, I saw myself reflected in the thin copper band at the top of the night table next to my bed.


I spoke no English, they spoke no French. Thank goodness we spoke the universal language that understands Pipi, and caca.

Oncle Léon came to see me a few days later. The first words out of my mouth when I saw him were……You got it: ‘Cést bête, hein?’ It was great seeing him. He brought me an English book that showed how to draw cartoons. I took the time to teach myself to draw Mathurin - Popeye to you. I still have the book, and in it, the signature of the nurse who took care of me: Alice Brew. Thank you Alice.

Léon also taught me to play gin rummy, and once I was able to walk, I played with the co-pilot, Cliff Sparrow. I remember enjoying looking at the pictures from the American magazines that he had in his room.

Then Uncle Abe from the U.S. came to see me. I had never met him. All I remember is the look of pity on his shocked face when he saw me bandaged. Thinking he was doing me a favor, he asked the staff to put curtains around my bed. Unfortunately, that left me isolated and lonely.

At last, they took off the bandages. No, that's not quite the way it was; they tore the bandages off: It wasn't fun. At last, they got me on my feet to walk. It wasn't fun.

Finally I was well enough to continue the journey to the U.S. Another plane? By myself? I was okay; I don't recall being scared. Now that I think of it, I can understand how scared I could have been. Think about it: I was about to go on another plane; I was about to go to a 1and where I didn't speak the language; I was about to go to a country where I knew no one except for Dad; and I didn't know him that well either. Remember, I had not seen him since I was five years old; he had been a POW for the past six years. But, as I said, I don't remember being scared.

Anyway, Dad was waiting for me to land in NY, but as it turned out, the weather was so bad that we were forced to land in Washington DC. I was sent to a hotel where I fell asleep on what I recall to be the most delicious pillow I had ever rested my head on.

Dad was there when I woke up the next morning. We took the train back to NY. On the ride, he introduced me to a ‘ham’ sandwich, and I was in heaven.

We arrived at the small apartment on 14th Street and 2nd Avenue he had set up for us to live. It didn't take long before Aunt Ray, Uncle Jack, cousins Bernie and Eleanor opened up their hearts and their home in ‘Da Bronx’ for me to become a normal teenager as we adjusted to our new life together. I realize this was quite an adjustment for them as well, but I am and will re-main eternally grateful to each of them for accepting me and making me feel loved.

Through it all, I don't recall thinking or talking, or asking about Maman; it's simply that she wasn’t around. [My wife] Judy points out that most children would have been hysterical from the shock, from the pain, from the loss. Not me. Remember my initial reaction when I saw Léon was ‘Cést bête, hein? Some would call it 'repression.' I call it 'going with the flow'.

The story doesn't end here. Are you ready for this? Are you? Okay fasten your seat belt. You're not going to believe this.

Yesterday, last night, I spoke to the co-pilot of the plane. Yes, you read right; I spoke to the co-pilot of the plane [Cliff Sparrow], the C-123 [sic] the Connie Bird, the Star of David [sic], the


plane I was on that crashed on the early Morning of December 28, 1946. Here's what happened.

As I finished writing the essay, I decided to take a look at the scrapbook where I kept the telegrams, the correspondence and the newspaper articles that followed the accident. There, buried all the way at the bottom of the article was his name. I don't know how I managed to not notice it before, but yesterday I did. So, I got on ‘switchhoard.com’ and his name showed up. Do I call? Don't I Call? Do I call? Don't I call? Do I call? Don't I call?

I call. A young woman's voice answers. I tell her what the call is all about. She turns her head away from the phone, but I can hear her speaking to ‘Dad’. He gets on the phone, et voil`a, it's him! He is full of energy and enthusiasm as we share our experience and what's happened since. He doesn't remember me, but we both really click when we bring up the name of Alice Brew. Remember Alice? She was the nurse who took care of the two of us.

I just mailed him a copy of this essay along with the telegrams, the correspondence, and the newspaper article, with the closing thought that, maybe, one of these days, we'll meet long enough, once more… to play a game of rummy.

Since then, I've been walking around with a tear in my eyes and a smile on my lips.

A few weeks later, he sent me these pictures. Holy s---! It was a lot worse than anything I've grown to believe over the years. Take a look:


STAR OF CAIRO F/O CLIFFORD SPARROW

Regarding the accident, it was an interesting twist of fate. I was in the hotel... and got a call to take a flight out. I was not scheduled on this flight, as I was to leave on a later rotation. When I got to the lobby, I discovered it was not my crew. They could not find the scheduled F/O, and said, "Cliff, you are it."

...believe it or not, I got a call from a survivor of the flight. He was only 12 years old at the time and found me through TWA and has been in touch with me over the years. The survivors name is Gene Zelazny. He reminds me that we played cards in the hospital and of Alice Brew, the nurse who took such good care of us. Gene has always been interesting.

I remember Herbs range approach well, a very good one. Over the range a second time, then a descent, there was the runway for us, bright lights, so we proceeded down it and then started our procedure turn to the right; complete dark-ness, no city lights or farm lights, complete in-struments. Down a ways, and turn back com-pletely on instruments. Still on instruments, I felt a slight dip of the nose. I unfastened my seat belt; who knows why? Then I remember laying out on the dirt and someone was about to step on me and I yelled, “Don’t step on me!” Then I am out again until I am on the stretcher and good old Archie Naletko* put his overcoat on me. Out again until in the ambulance. Herb and I both sent a telegram. Mine to my folks said, “Only a broken leg and a few cuts.”

* Archie was a senior pilot on a thru flight and I remember him putting his coat on me. A couple of years later I asked him if he ever got his coat back and he said, “No.”

By Capt. Cliff Sparrow From an undated photo in The Making of an Airline

“...a photo of my final left-seat westbound flight CDG-JFK 18 March 1980. My 60th birthday was 20 March 1980.” Can anyone identify the F/O?


NURSE ALICE BREW—AND OTHERS We owe a great deal of gratitude to John Power, a supervisor at Shanwick Radio. John contacted many people in County Clare who were involved with the rescue and gath-ered much information, photos, documentation and news accounts. The following is quoted from email corre-spondence with John.—Ed.

I had quite a chat with Michael Brew, nephew of Alice this evening and pho-tographed some photos from his album in relation to Alice Brew.

A relative of hers was quite an impor-tant person being Solicitor General of the Australian state of Victoria. [James Joseph Casey, 1837-1913—Ed.] There were five sisters and money from Aus-tralia helped to educate the five to be-come nurses.

It was getting dark but Michael took me down the road to see the house

where Alice grew up (in west Clare) and where she went to school. She married a gentleman farmer named John Joe Lynch and lived in Latoon House, close to Ballygirreen Radio Station (Shanwick Radio).

Timmie O'Donoghue now about eighty is retired from Ballygirreen. He has helped me with meeting the person with knife/fork from the Star of Cairo, (Sheila McGrath) getting permission to go on to the island and now has enabled me to meet with John Joe McInerney. John Joe was a loader with Aer Lin-gus at Shannon in December 1946. He was on duty the night of the crash. He was on the ramp getting the steps ready for the Star of Cairo andsaw the blinking lights of the aircraft through fog/cloud as it came in from the east. At that time Aer Lingus handled all companies at Shannon.

Jack Shea, a Pan Am engineer [A&P] came to Aer Lingus and asked to take five people with him to assist in the rescue. (By now various people had established that the plane had not come down on the far side of the Fergus Estuary as was initially thought in view of the time it passed over the airport). The five were John Joe McInerney, Paddy Casey, Jerry Donlon, Billy Earls and Peter Doyle . Before setting off for the island, Jack went to a store and filled some bags with oily rags used when changing engine cylinders. He also took a number of brush han-

Commentary and photos byJohn Power

Nurse Alice Brew, a favorite of both Cliff and Gene, as they would remember her. Alice passed away ‘ten or twelve years ago’ which would have been in the late 1990s.


dles to stuff the oily rags into holes in the marshy land using the brush handles. He then poured in petrol and so a series of flares were set up on the mainland and the island to guide the rescue workers to the boat crossing points. The island shepherd/boatman was John or Michael (?) Cleary. The boat crossing seems to have been not very far south of the present causeway to the island. As far as John Joe remembers, the crash site was several hundred yards into the island to the south or southwest of the boat crossing. This would place the crash site as being roughly to the north of the middle of the island. The fog was denser on the island than at the airport.

John Joe remembers at one stage, the boatman crossing the channel with two stretchers athwart the boat. One of the persons on the stretcher had 4 (?) stripes and was drifting in and out of consciousness. He asked, "is Tan-sey ok?" Paddy Casey, trying to comfort him and not knowing that Tansey was the Captain said "she is Sir". The injured man began to say "no no..." but lost consciousness again. John Joe later learned that this man was the co-pilot, Cliff Sparrow.

John Joe recalls that the aircraft hostess had placed a baby in two or three rolled blankets and tossed it from the rear of the aircraft after impact. By day break they were hungry and covered in mud - their Aer Lingus uni-forms now unrecognizable. John Joe had torn one of his

[continued on p. 47]

HOW DO YOU SPELL “INISHMACNAUGHTON”?

Clare Champion 4/1/48 Inishmacnaghten Michael O'Toole Inishmacnaughton Map Inishmacnaghtan Irish Press 30/12/48 Inishmacnaghtan Irish Press 30/12/48 2 Inish Macnaughtan

Yes, I was aware of the different spell-ings. Whatever modicum of the Irish lan-guage I have, probably caused me to go with Inishmacnaughton as per Michael O'Toole's book. All of them translate as MacNaughton's Island or I suppose McNaughton's Island or.. or.. or.. The Irish Press of that time, contradicts itself on opposing pages.—J. P.


The approach path and approximate crash site is illustrated on a current 1:50000 map of the area (top photo). The Star of Cairo flew from the Radio Range at Bunratty, passed over or near the airport intending to line up for Runway 14 with a final approach from the NW over Inishmacnaughton Island. I have a better idea of the crash site following conversations with John Joe McInerney, as per previous email, and with Ger Cronin, current herdsman on the island.

(Above) The Fergus Estuary can be inferred to the left and the Shannon Estuary below the picture. (L-R) Most of the island, the approximate crash site, the present causeway, the boat crossing (then and now probably), the Shannon Aerospace Building (said to distort normal wind direction near RWY 06/24), RWY 06/24, the Control Tower and Shannon Town on the top right. The airport was known as Rineanna in 1946. [The seaplane base was Foynes—see: http://www.flyingboatmuseum.com/ - Ed.]


This is a panoramic view over nearly 180 degrees. (L-R) The boat crossing, the present roadway, the ap-proximate crash site.

(L-R) Noel Deasy, John Joe McInerney and Fin Fielding on the causeway (built since the accident) where the trio re-member what they could of the rescue operations across the channel. John Joe points out the probable channel crossing point.

The Clare Champion describes the difficulties crossing a number of water filled dykes on the island before getting to the actual crossing.

The first of the most seriously injured survivors were car-ried across the channel in deep mud. When the tide rose during the night the rescuers had to switch to boats.

The channel from the same perspective at low tide (Right).


(L-R) Fin Fielding, first Irish national to be hired by TWA in early 1946. Fin was on the Island with the rescue party on the night of December 27-28 of that year. His main duty was to sort through the belongings recovered from the wreckage. John Power, Shanwick Radio, still active there. Noel Deasy, hired by TWA in 1950, was with Shannon Dispatch until it closed in 1979 at which time he relocated to Paris Dispatch. Fin and Noel are now re-tired and living in County Clare. Photo, taken at Ballygirreen in early 2009, courtesy of John Power.

wellingtons on a piece of the aircraft wreckage and water was sloshing about his foot all through the night.

John Joe is now approaching his 87th birthday. He showed me a lovely picture of himself and Pope John Paul II taken on board the Aer Lingus 747 that flew the pontiff from Shannon to America at the end of the papal visit to Ireland in 1979. [TWA flew Pope John Paul II on sev-eral legs on his various trips to the U.S.-Ed]

When I met John Joe again (along with Fin and Noel) going by the conversation of the trio, SNN must have been a closely knit community in 1946 and the different companies were help-ing each other in the exciting new world of aviation.

I am honoured to have met Fin Fielding, Noel Deasy and John Joe McInerney as a result of this story. I have tremendous admiration for Cliff Sparrow and Kay Ferguson-Heckman and am a little saddened by the likelihood that I will never get to shake their hands. I am a tiny cog in the aviation world and I salute these great players on the world aviation stage. A trag-edy happened on that Island. I believe that a merciful creator (whatever you make of him/her) has taken care of the fallen. Some of the survivors are still with us and simply inspire from the written word. I hope this article will commemorate the disaster in a wholesome way and I believe that in reading it, people on both sides of the Atlantic will be united.


AIR SAFETY IN THE ‘40s AND ‘50s Actually, 1946 was a fairly typical year for that era. U.S. operators had 29 hull losses. World wide, there were 157 hull losses resulting in 640 fatalities. The last week of December was particularly bad. The Time Magazine of Jan. 7, 1947 began their coverage of those crashes with the headline, “Death at Christmastide”. It must be remembered that DC-3s and –4s were pretty cheap after the war and undoubtedly, some write-offs may have been repairable, but not economically so.

DATE COMPANY TYPE CAUSE LOCATION FATL SURV 1946

1/6 PA CENTRAL DC-3 overshot landing Birmingham AL 2 17 1/18 EAL DC-3 fire in flight Cheshire CT 17 0 1/31 UAL DC-3 crashed ? Mt. Elk WY 20 0 3/3 AAL DC-3 crashed into mtn San Diego CA 25 0 3/29 TWA L-49 crashed Washington DC 0 5/29 UAL C-54 crashed training Chicago IL 0 4 7/2 TWA DC-3 crashed ? Chicago IL 0 21 7/11 TWA L-49 fire in flight Reading PA 5 1 8/9 ATLANTIC CENTRAL L-18 landing Lakehurst NJ 3 3 8/21 TRANS LUXURY DC-3 eng failure Moline IL 2 24 8/25 AAL DC-3 crashed ? Holly Springs MI 0 9/5 TRANS LUXURY DC-3 crashed ? near Elko NV 21 1 9/12 PA CENTRAL C-54 eng fire Washington DC 0 4 9/24 PAA L-49 lnd gear collapse on landing Limerick Eire 0 10/3 AMER O'SEAS AIR C-54 crashed into hill Stephanville NL 39 0 10/8 UAL DC-4 crashed on approach Cheyenne, WY 2 44 10/11 EAL C-54 hit obstruct in fog Alexandria VA 0 27 10/12 TWA L-49 overshot landing in storm Newcastle PA 0 7 10/17 NAT'L. AIR TRANSP. DC-3 crashed in snow storm Laramie, WY 13 0 11/10 DAL DC-3 destroyed ? Meridian MS 0 11/11 UAL DC-3 hit trees on approach Cleveland OH 0 11/13 WAL DC-3 crashed on mountain White Mt. CA 11 0 12/11 PA CENTRAL DC-3 destroyed ? location unknown 0 12/24 UAL DC-4 overshot landing Los Angeles CA 0 12/24 WAL DC-3 crashed on mountain Mt. Cuyapaipe CA 12 0 12/27 TWA L-49 crashed on approach Shannon Eire 13 10 12/28 AAL DC-3 engine failure Mich. City, IN 0 12/28 K.C.SOUTHERN DC-3 crashed ? Walshville IL 0 12/31 INTERCON AIR TNP. DC-3 crashed on approach Charleston SC 5 0

Data from “World Directory of Airliner Crashes” by Terry Denham

...and an up-date: “Airlines go two years with no fatalities”

USA TODAY January 12, 2009

For the first time since the dawn of the jet age, two consecutive years have passed without a single airline pas-senger death in a U.S. carrier crash. No passengers died in accidents in 2007 and 2008, a period in which commercial airliners carried 1.5 billion pas-sengers on scheduled airline flights, according to a USA TODAY analysis of federal and industry data. One major accident occurred during that time, last month's crash of a Continental Airlines jet in Denver. Going without a crash fatality for a full year has been rare. Only four years since 1958 have passed without a passenger fatality, the analysis found. That makes the two-year string even more impressive….


IN MEMORY OF CAPTAIN RICHARD E. MURRAY

JANUARY 25, 1929—JANUARY 9, 2009

Richard E. Murray was born in Philadelphia, Pa on January 25, 1929 and passed away in Jackson-ville, FL on January 9, 2009

He graduated from the University of Delaware and then joined the U.S. Navy as a Naval Aviation Cadet in Pensacola, Florida. He flew Corsairs and ADs out of Oceana, Va., with a tour on the U.S.S. Midway in the Mediterranean. Dick joined TWA in 1955 with a seniority number of 1378 and became a copilot on the Martin aircraft. He checked out as Captain on the Constellation air-craft and later flew Boeing 727s and 707s as well as 747s for the last five years. He enjoyed being an 890 check pilot for many years on Boeing 727s. Dick retired after 34 years of service with TWA.

When Dick wasn't flying, he was active with various volunteer activities. He enjoyed visiting nurs-ing homes and doing magic shows as well as Pet Therapy for the residents. Meals on Wheels and a Friendly Visitors Program were also activities done with the Council on Aging. He later became a mentor in the Big Brothers Big Sisters program . He believed very strongly in the motto, '' Love All Serve All".

Dick and his wife Gretchen moved to Amelia Island, Florida and along with continuing service ac-tivities found time every morning to walk the beach and found a beautiful collection of fossilized sharks teeth and other fossils.

Dick is survived by his wife, Gretchen, daughter Jennifer, son Jeffrey and five grandchildren .

Flown WestFlown West


IN MEMORY OF CAPTAIN ROBERT L. COCKS

FEBRUARY 11, 1931—JULY 30, 2008

Robert L. Cocks, who “flew west” July 30, 2008 was quiet, but had many hidden talents. He was raised by his widowed mother in Port Washington, New York. Bob was so bright that he was selected as a “Quiz Kid” on a New York City radio show for his knowledge of American History. He became an Eagle Scout and earned a scholarship to Washington and Lee Univer-sity. Bob joined the military and became a US Naval aviator flying in the Marine Corps. He was stationed on the East Coast and in Korea in 1955 to 1956 where he flew the Douglas Sky Raider dive bomber. On his release from active duty, he joined TWA and was assigned to Bos-ton in 1957. He continued to fly in the military reserves in F-9, F-6 and FJ aircraft. Later, due to a furlough, Bob transferred to the USAF Reserve and flew C-119s full time with paratroop-ers until recalled by TWA.

Bob enjoyed his Boston flights in Martin 202s and 049 Connies. World War II Captains taught newcomers to handle the hill stations in the winter with skill and humor. The routes usually stopped in Albany, Binghamton, Wilkes-Barre, Williamsport and Pittsburgh.

Bob met, wooed and wed Janice Rogers, who was a TWA Flight Hostess, in 1959.They lived in Peabody Massachusetts where their two sons, Geoffrey and Paul were born. In 1966, they moved to Ridgefield, Connecticut. Their son Paul was killed in 1985 while flying a military mission in Honduras.

Because of furloughs and transfers, Bob moved into various TWA aircraft. He qualified in al-most all TWA aircraft. He flew a lot of “reserve,” but with time Bob moved up the seniority ladder. His final years were on international routes on the B-747. he ran a tight ship and was a check pilot on a number of occasions until he retired in 1991.

Bob was an excellent cook, a tinkerer, a fixer upper and a mechanic. He helped friends and community with problem projects throughout his life. Bob’s finest traits were his sympathy and generosity friends and his love and devotion to his wife and family. Through good times and bad, his stoicism and strength were marvelous to see as he cared for his wife 24/7 in her long battle with cancer. Jan died in 2002. Grief stricken, but with courage and determination, he continued to care for his handicapped son Geoffrey until he himself lost his battle with can-cer in July 2008. Bob will not be forgotten by his friends. By R.S. Stone


IN MEMORY OF CAPTAIN CLIFFORD A. BJORK

MARCH 17, 1927—FEBRUARY 28, 2009

Clifford Andrew Bjork, a Seattle native and resident of Fox Island, passed away quietly sur-rounded by his family. Cliff was a devoted family man, retired TWA pilot, avid sportsman, expert gardener and all-around handyman. He is survived by his wife Juanita, sons Daniel Andrew, Tho-mas Paul and Clifford Edward, nine grandchildren and six great-granddaughters.

Born and raised in Ballard, Cliff graduated early from Ballard High school so he could join the war effort. After finishing U.S. Navy boot camp in San Diego, he was on his way to the South Pa-cific, but arrived in Pearl Harbor just in time for VJ day. He spent the rest of his time in the Navy on the USS Kwajalein. After leaving the Navy, Cliff married another Seattle native, Phyllis Ann Duggan. They started a home and family while Cliff worked as a mechanic at Boeing.

1n 1954, Cliff joined TWA as a Flight Engineer, eventually upgrading to Captain Boeing 707s and Convair 880s. During his career, Cliff amassed over 25,000 hours of accident-free hours flying literally around the world. He retired from TWA in 1984.

In addition to his career as a pilot, Cliff was a journeyman finish carpenter, working for his brother-in-law, the late Jack Colby during the late 1950s and early 1960s between his flights for TWA. His skill as a carpenter was useful throughout his life as he constructed and modified many household and garden projects and maintain rental property during his “retirement years.”

During his “retirement” years, Cliff took on several community-service positions. He had always been active in his churches, but with time on his hands, he took on more responsibility at the Fox Island United Church of Christ. His efforts and support were instrumental in the moving of the Chapel on Echo Bay to the present location.

In 1973, Cliff married the late Lorraine (Chris) Bastianelli. Chris and Cliff enjoyed over twenty years of traveling the world, apparently searching for the perfect fishing spot. Cliff will be interred next to Chris and their beloved dog, Klondike. Chris’s children, John, Linda, and Janet loved Cliff along with their mother, and join us in mourning Cliff’s passing.

In 1997, Cliff married Juanita Fowler, and they moved into a new home on Fox Island. Together they enjoyed growing an ever increasing variety of fruits, vegetables and flowers, playing poker, pinochle and dominos with friends and family. They frequently spent the winter months soaking in the sun and enjoying the company of life long friends in Palm Springs.

Cliff was never happier than when he was with friends and family, pursuing one of his many sporting activities. He was an “Ace” golfer, “black-diamond” skier, 185 average bowler, “never been skunked” fisherman, and family champion croquet player. His skills at card games were truly amazing. It was rumored that he had never lost a cribbage game until he married his third wife, Juanita. By Thomas P. Bjork


IN MEMORY OF F. EARL JINNETTE

DECEMBER 15, 1916 – OCTOBER 25, 2008

Even though he only lived in the Sierra Valley of northern California for 32 of his almost 92 years, Earl practically became a legend there. It seemed to the many people who loved and ad-mired him like he had always been a part of this place he loved. One of his greatest desires was to cross over out of this life in his own home at Totem Pole Ranch – “to be carried out of my house in a pine box”-- and God granted that desire early Saturday morning, October 25. His son Mike and Mike’s wife Nancy were with Earl to pray him through the “valley of the shadow of death” before the sun rose that day.

Our prayers and his that he would not have to spend any time disabled in any significant way were also answered. On his 90th birthday, the plan was for Mike to video Earl merely taxiing down the runway, but no one was surprised when the plane lifted off, flew around the pattern, and landed with Earl grinning at the controls (see the picture above). Less than a month be-fore he passed away (even though a doctor had already ordered Hospice care for Earl due to congestive heart failure), he was tested for renewal of his driver’s license and “wowed” the DMV officials into letting him continue to drive. (Earl neglected to mention the Hospice des-ignation). During his final week, he wasn’t supposed to get out of bed by himself, but the night he passed away, he sneaked past the person who was available to help him, took himself to the bathroom, and got back in bed. So he never gave up his independence, his spunk, or his dignity.

[Picture at top of page is Earl in his ATC uniform, 1945. (Above left) at the F/E’s station in a Lockheed Constellation, LIFE Magazine, 1955. (Above right) Earl’s 90th birthday flight.—Ed.]


IN MEMORY OF CLIFTON A. ZERBONE

JANUARY 26, 1913—JANUARY 16, 2009

IN MEMORY OF WERNER K. PUDDICK

AUGUST 13, 1931 – JANUARY 6, 2009

IN MEMORY OF CAPTAIN RAYMOND S. COLE

SEPTEMBER 20, 1938 – MARCH 13, 2009

IN MEMORY OF RALPH W. WEAVER

APRIL 14, 1925 – FEBRUARY 6, 2009

IN MEMORY OF CAPTAIN THOMAS S. KROSCHEL

FEBRUARY 2, 1925 – MARCH 24, 2009

IN MEMORY OF CAPTAIN DAVID F. WADSWORTH

DECEMBER 11, 1915 – FEBRUARY 22, 2009


IN MEMORY OF CAPTAIN HENRY T. STURTEVANT

APRIL 5, 1922 – APRIL 1, 2009

Hank was born in Zanesville, OH, home of the famous Y-Bridge. He was hired by TWA May 5, 1951 and retired April 1, 1982.

In all those years of flying, he said, “I never worked a day in my life.” That is how much he loved his flying career with TWA.

Hank is survived by his wife of 35 years, Adrienne, daughter Sandy, son Mike and two step-sons Andrew and Robert.

He will be sorely missed. By Adrienne Sturtevant

IN MEMORY OFCAPTAIN JOHN D. BURGESS

JUNE 1, 1930 – MARCH 29, 2009

IN MEMORY OF CAPTAIN DALE E. SIMMONS

OCTOBER 5, 1921 – MARCH 28, 2009

IN MEMORY OFANTHONY V. GATTY

MAY 4, 1920 - JANUARY 29, 2009


IN MEMORY OF CAPTAIN JOHN A. GOODELL

MARCH 2, 1917 – APRIL 9, 2009

John A. Goodell was born in Mound Valley, Kansas and grew up in Independence, Kansas and Picher, Oklahoma, graduating from Picher High School in 1935. He was trained in accoun-tancy and worked for Stanolind Oil in Tulsa, Oklahoma, where he met his wife to be, Esther Lynn Stanley.

In 1940, he enlisted in the U.S. Army for what he thought would be one year. But the year came and went and the Army didn't release him. After Pearl Harbor, he signed up to become a cadet in the U.S. Army Air Corps. Thus began his flying days. After being trained to fly C-46s and C-47s, he was sent to India by way of Africa in 1943 for eighteen months. While stationed in India, he flew supplies and troops wherever needed, flying “the Hump” as part of his duty.

He returned to the States in December 1944 and flew Ferry Command for the U.S. Army Air Corps. After his discharge, he joined TWA July 12, 1945 and moved to Los Angeles. In 1953 he began flying out of New York City and lived in Hicksville, New York. In 1960, he returned to Los Angeles, settling in the Rancho Palos Verdes area and flying for TWA until his retirement in 1977. He flew for TWA almost 32 years.

He was predeceased in 1984 by his first wife, Esther Lynn Stanley, while living in Miraleste, California and in 2008 by his second wife, Ruby Alberta Parton, while living in Nokomis, Florida. Capt. Goodell passed away at his home in Nokomis, Florida on April 9, 2009 after a relatively brief illness.

Survivors include son John R. and wife Ginger, Stepson Douglas Edlund, Grandson Jon A. Goodell and wife Robin, granddaughter Jennifer Lynn Goodell and great grandchildren Henry and Sophia Goodell. by Ginger Goodell

IN MEMORY OFCAPTAIN DONALD O. LUNDBERG

FEBRUARY 8, 1919 - JANUARY 4, 2009


IN MEMORY OF CAPTAIN RUSSELL A. BOWEN

AUGUST 9, 1912 – APRIL 14, 2009

On April 14, 2009, Russell Allan Bowen reached the end of a long, richly fulfilling life. Born in New Britain, Connecticut on August 9, 1912, Russ grew up in Minneapolis and came of age during uncertain times. He stated, “We are often inclined, in error, to be considered masters of our own destiny, but I am a product of the Great Depression.”

Russ put himself through the University of Minnesota selling textbooks and encyclopedias in Alaska and Hawaii, graduating in 1935 with a degree in petroleum engineering. One of the very few selected for the Navy’s first cadet flight program, he earned his coveted Naval Aviator Wings as Aviation Cadet Number One in 1935 and accepted a Commission as a 2ndLt in the United States Marine Corps Reserve. He was assigned to aviation duty at the Naval Air Station in San Diego. As the commanding officer of the Marine Bombing Squadron III, he flew the im-pressive BG-2, a dive-bomber that could dive up to terminal velocity with a 1000-pound bomb. His four years of active duty also included tours on the USS Lexington and the USS Saratoga where he logged numerous day and night carrier landings.

In 1939, he left active duty in the Marine Corps as a First Lieutenant, and was hired as a co-pilot for the young airline, Trans World Airlines (TWA). While stationed in Burbank, CA Russ began a successful aerial photography business, which he relinquished when he was sent to Kansas City to complete his Airline Captain’s training in 1940. The commercial aviation boom was beginning, and Russell said of those times, “I was a happy rider on the bow-wave of an unprecedented expansion.”

He met Vivien Gay Smith, Miss TWA 1941, also a registered nurse and flight hostess on a trip from Albuquerque to Los Angeles. It was love at first sight. The two were married shortly be-fore Russell was recalled to active duty after the 1941 bombing of Pearl Harbor.

Russ saw combat duty overseas as the commanding officer of Marine Corps Squadron 252, stationed in Kwajalein and Guam. His squadron transported vital supplies and combat per-sonnel throughout the Pacific theater. He left active duty in the regular Marine Corps at the end of the war with the rank of Lieutenant Colonel, but remained in the Active Reserve, achieving the rank of Brigadier General in 1967. He served as president of the Marine Corps Reserve Officers Association and continued to fly current USMC aircraft, the last being the F-4 Phantom.

After the war, Russ returned to TWA and moved with Gay to the San Francisco Bay Area with their first child Linda, and had three more children, Merideth, Deborah and Richard. In 1959,


he became one of the first TWA Captains to fly the company’s new Boeing 707’s—literally ush-ering in commercial aviation’s “jet age”. Throughout the next two decades, he flew commer-cially all over the world, also working as a check pilot certifying other pilots and as supervisor of flight operations at SFO.

When TWA received a Military Airlift Command contract during the Vietnam War, Russ flew troops to Saigon and Danang. When serving on active duty, Russ was the director of the USMCR Civic Action Program, visiting Vietnam on multiple occasions. During the last years of his flying career, he captained TWA jets from San Francisco to Honolulu, Guam, Okinawa, Taipei, Hong Kong and Bangkok. Russ retired from TWA in 1972 with over 24,000 mishap-free flight hours, or as he put it “2.7 years in the air.”

Russ had a creative and entrepreneurial spirit that kept him busy in between flights. His Oak-haven Chinchilla Ranch, located on an historic estate in the midst of one of the last apricot or-chards in Los Altos, California became the second largest producer of the fine fur in Califor-nia. He became a successful real estate broker and land developer in Santa Cruz County. He loved gardening, golfing, nature, fishing and the outdoors, and taught his children the impor-tance of environmental stewardship. He was a staunch member of the Presbyterian faith and supported the church in a variety of roles, including as a deacon.

A devoted husband and father, Russ’ surviving family includes Vivien Gay Bowen of Fairfield, California, his wife of 67 years, their daughters Linda, Merideth and Deborah, their son Rich-ard, nine grandchildren and four great-grandchildren, his brother Frank Bowen, and sister Barbara Thompson. His loved ones and many friends will greatly miss his leadership, wit, courage, and his deep commitment to family, community and country.

by Merideth Shamszad

IN MEMORY OFFRANCIS S. MECKUS

JANUARY 29, 1919 - FEBRUARY 20, 2009

IN MEMORY OFJOHN R. PAKULSKI

APRIL 28, 1927 - FEBRUARY 3, 2009

IN MEMORY OFDONALD W. SYPKENS

AUGUST 27, 1923 - FEBRUARY 9, 2009

IN MEMORY OF CAPTAIN CURTIS E. ROGERS

DECEMBER 28, 1928 – MAY 5, 2009


IN MEMORY OF CAPTAIN DALE MILBURN

February 21, 1923—December 21, 2008

Dale Milburn was born February 21, 1923 in Fort Scott Kansas and grew up on his father's dairy farm. The second oldest child of five, three brothers and two sisters, Dale and his sib-lings remained close all their lives. Working on the depression era farm gave Dale a lifelong interest in mechanics and engines. Since they were unable to afford new farm equipment, they had to make due with worn and used machinery and even had to make their own equipment out of junk cars.

Dale graduated from Fort Scott High School in 1940. Shortly thereafter, he traveled west to join his older brother Don in Southern California and to work as an assembly mechanic and electrician in the aircraft industry that was gearing up for WWII. With the war in full swing, Dale entered the U.S. Navy after Pearl Harbor with the ambition of learning to swim and be-come an aviator. Dale learned to fly and graduated naval cadets as an ensign in 1943 and served for two years as a transport pilot in the South Pacific.

Honorably discharged in 1946 with the rank of 1st Lieutenant, Dale continued his flying as a member of the Naval Reserves. Dale studied engineering and business on the GI bill and joined TWA in 1947. He later described this as "the luckiest of all things, not like a real job at all." Dale flew as first officer and captain on domestic flights on a variety of both prop and jet-liners and served a while as check pilot on 707s. He finished his term with TWA in 1983 flying captain on 747 routes to London and Paris.

Retirement saw him spending time with his family, taking an occasional trip, keeping up rental properties and following hobbies of trap shooting and poker playing. A confirmed "old pilot" Dale died peacefully at home December 21, 2008, following a long illness. He left be-hind his beloved wife Dala, and two sons Patrick and Stephen. The following week he was cre-mated on a day that was unseasonably warm and clear, with just the sort of unlimited sky in which he loved to fly. By Dala Milburn

IN MEMORY OF CAPTAIN ROBERT J. LOVETT

SEPTEMBER 9, 1922 – DECEMBER 23, 2008


Correction

In the March 2009 issue, Captain Francis J. Doherty’s date of death was incorrectly stated as December 28, 2009, it should have read December 28, 2008. We regret the error.

IMPORTANT FLOWN WEST NOTICE

American Airlines has changed the procedure for reporting the deaths of our Members. They have outsourced the collection and recording of that information to a company called Mercer. The primary purpose of that notification is to determine eligibility for receiving insurance benefits. Also, American Airlines and TARPA maintain these re-cords for future reference. TARPA uses the information for the Flown West section of TOPICS and for the In Memoriam section in our Directory. All TARPA Members should save this notice and provide it to their family members.

The person at Mercer responsible for collecting the information is Vickie Reynolds:[email protected] 1-972-720-3900 ext. 3736; fax 1-972-720-2213

For back-up, you should copy in: Diana Aguillar, 1-972-720-3900 Ext 3602, [email protected] Jamie Arvie, 1-972-720-3900 Ext 3660, [email protected]

Family members and friends should send Memorials for TARPA members who have Flown West to John Gratz, TOPICS Editor Emeritus. They can be sent online or by mail to:

John P. Gratz 1646 Timberlake Manor Parkway

Chesterfield, MO 63017 636-532-8317

[email protected]

IN MEMORY OF RALPH M. SEIDENSPINNER

AUGUST 30, 1926 – JANUARY 24, 2009


The Fellowship

The engines have been shut down; the checklist has been read,

The final flight is over, nothing more need be said.

The Pilot has gone home, just there be-yond that cloud,

Where await his airborne comrades, their heads in welcome bowed.

© Barry Craig – 2002


THE

FROM CLIFF SPARROW

[Radar, developed through the 1920s and 1930s, led to the introduction of the first early warning radar networks just before the beginning of World War II. During the war, further development was rapid. With the ability to detect aircraft at a distance, the first question asked would naturally be, “Who is that?” Hence, the transponder. In the 1940s and 1950s they were installed mostly in military aircraft and the ‘box’ was called “IFF” (Identification, Friend or Foe). The following, something Cliff Sparrow found, “...going through some of my old things….” was written by Captain Thomas Cockcroft, 1907-1972 (TWA, 1936-1950) probably during the war on the Air Transport Command operation.-Ed.]

Ode to the IFF

It isn't the terrors of flight thru the night, Nor flying a landplane with no land in sight, We find no alarm in the weather en route, But we’re scared of our allies - those bastards will shoot!

Our stomachs will stand all the slop that we eat, And we manage to fly when asleep on our feet, And as for the Germans, we don't give a hoot, But we’re scared of our allies - those bastards will shoot!

Now convoys are vital and easy to scare, And coast defense units keep eyes in the air, And if somebody fires, they all follow suit, We’re scared of our allies - those bastards will shoot!

So think, little man, as you blast her along, That roar of your engines can be your swan song, Keep your IFF working, the warning is moot, Beware of our allies - those bastards will shoot!

T. R. Cockcroft

FROM JIM MAJER

Enclosed is my check for full dues even though I became an Eagle last year. I was a “Life Scout” in 1947 and have been waiting all these years to become a real “Eagle”.

Warmest regards to all who make the convention-cruise.

Keep up the good work.


CALENDARS

THE LAST TWA CALENDAR, 2002 STILL AVAILABLE, 2009

Remember the TWA calendars? Back when times were good, the marketing department would mail them to the list of friends and relatives we supplied them with at Christmas time. When the Company stopped that program, many of us continued to buy our own from the printer in MN and send them out with our Christmas cards. We still can….

FROM JOE HUTCHISON

“...We order them each year and give them out during the Christmas season. We normally get a catalogue from AmeriMark in the spring. We order them pretty early because if you get your order in before their deadline they have been giving us an additional 10 to 20 free calendars per 100 ordered. Really lowers the cost a bit. You can order envelopes from them as well. We try to deliver as many as we can since it now costs $1.34 per calendar to mail them. The folks we have been giving them to over the years really look forward to receiving theirs, and use them all year long. Sure beats a Christmas card that is thrown away as soon as the season is over. ...and all the best, Hutch”

The calendars have no TWA theme but are a collection of lovely ‘destination dreams’ and are, of course, done beautifully in color. You can order from AmeriMark Direct, 1502 E 122nd St., Burnsville, MN 55337. 800-228-0525 Email: [email protected] (interesting web site at www.amerimarkdirect.com/).

FROM BOB DEDMAN

I don't remember the date; mid ‘70s. Flying the 727, landing ORD, 9R, Co-pilot flying. Just as we were about 150 ft from touch-down, I saw a flock of Canada geese on the right, in a pond, getting ready to fly off. Just as the co-pilot started to flare, 7 geese hit us. or we hit them, no matter. One went through #3 engine, one or more damaged the right leading edge flap, dents in the wing, one encrusted in the nose gear (mechanics did not like that much), and damage to co-pilots window. As we taxied into our ramp, tower informed us that we held a new record of 7 kills. The aircraft was down for two days for repairs but what I want to state is; had we been on take-off, it would have been a very serious problem. The aircraft shuddered, as it was, on landing. Sometimes the good Lord is on our side and he was with us that day.


FROM LUM EDWARDS

“It always gives me great pleasure to send my annual dues check, knowing that I am still part of a great group of pilots that are continually keeping our organization in-formed and educated with TARPA TOPICS.

Thanks to all of you that keep it going.

I am enclosing my check as a regular member.”

Thanks, Lum, great having you aboard! Lum joined TWA in 1945 and retired in 1980. This undated photo is from “The Making Of An Airline”.

FROM JON PROCTOR, FREQUENT CONTRIBUTOR. JON PROVIDED THE PHOTO ON THE FRONT COVER OF THIS ISSUE.

The bi-annual TWA DCS Alumni Association reunion will take place in Chicago, September 18–20 at the Embassy Suites–Schaumburg/Woodfield, adjacent to Woodfield Mall.

The group would like to invite all TWAers to its Saturday night banquet on September 19, from 5 to 9 p.m. at the Meridian Banquet Center in Roselle. Tickets are $59, which includes hors d’oeurves, a four-course dinner with wine and an open bar. In addition to door prizes, the evening will be topped off with a special video presentation. It is hoped that crew mem-bers, ATO, Air Freight, Reservations and Maintenance and Sales people will join us for an eve-ning of food, drink and fellowship.

For more information, including the dinner menu, go to: www.twdcs.org and click on the Chicago Reunion page. Just above the picture of Wrigley Field is a link for non-DCS, TWA friends. Click on it to download a reservation form that can be printed out for completion and mailing with payment. Deadline for reservations is September 1.

For questions or further information, contact Jon Proctor at: [email protected]

FROM LEE WILDMAN

Thanks for the reminder to pay ‘09 dues noted in the last issue of TARPA TOPICS . I thought I had already paid, but old age memory not too good.

The wife is not doing well and is confined to a wheel chair, so our travel is limited. Unable to attend the conventions anymore.

Thank you guys for keeping TARPA alive and well….


On 7 August 1939 The Caribou, a giant flying-boat owned by British Imperial Airways, inaugu-rated the first official transatlantic airmail service from Britain to America.

The flight of The Caribou, piloted by Capt. J.C. Kelly-Rogers was also a historic occasion. It marked the second stage of experiments being conducted to decide the best type of aircraft for future transatlantic flying-boat flights. The experiment was to see whether it was possible to refuel a flying-boat in mid-air. The experiment provided an amazing spectacle, which was wit-nessed by the Taoiseach, Éamon de Valera, as well as the people of Foynes and the surround-ing areas. A special train brought hundreds of spectators from Limerick.

The Caribou, took off from Foynes at 7 p.m. en route to America, with a comparatively light load of fuel . At the same time, a converted Handley-Page Harrow bomber took off from the newly completed grass runway at Rineanna [Later, Shannon]. While both machines were in flight over the River Shannon, the spectators watched with bated breath and pounding hearts as the tanker shot a grappling line across The Caribou, and a hose-pipe was quickly lowered to the flying-boat. 800 gallons of fuel was then passed through the hosepipe, which was flushed with nitrogen, to avoid the danger of a possible electrical discharge while the refuelling took place. An electrical discharge would have resulted in an immediate explosion with disastrous consequences.

The fuel flowed from one machine to the other at a rate of 80 gallons a minute. According to those people lucky enough to be present, the spectacle was amazing.

"It was a wonderful sight which I'll never forget," said John Finucane. "The spectacle of those

THREE GREAT ‘FLYING BOATS’


two aircraft refuelling just above our heads, with the sun going down in the background, was an awesome sight that I and everyone else present will remember until the day we die."

As soon as the mid-air refuelling was completed The Caribou set off for America. It was carry-ing 1,000lbs. of mail from Britain. Capt. Kelly-Rogers later told how the flying-boat battled with severe head-winds on the way, reducing its average ground-speed to a mere 89 knots. It arrived in Botwood 19 hours and 25 minutes after departure from Foynes. Such a novel refuel-ling system meant that an aircraft could fly with a far greater load of fuel than it could carry at lift off, making it possible to stay in the air for a much longer period. Several more flights were refuelled by this method over the next few years at Foynes.

NO, NOT A PHOTOSHOP TRICK

See more on the big flying boats at: http://www.flyingboatmuseum.com/

FROM BUD KUBALL

... just read a book on the Battle of Midway written by a Japanese Naval Aviator who was in command of the Air Group on flagship carrier AKAGI during the Battle of Midway. It was in-teresting to study the mindset of those who were the recipient of our bombs - especially after our dive bombers destroyed three of their fleet carriers in "five fateful minutes". This 300 page paperback is about $20 plus S&H and is available at www.amazon.com.. The title is -MIDWAY, THE BATTLE THAT DOOMED JAPAN, THE JAPANESE NAVY'S STORY by Mitsuo Fuchida and Masatake Okumiya.


FROM TOM VOGEL

When asked if it were him or his son in the picture, Tom replied, “You sure made my day on your first question. That old Geezer (TWA class of 1956) standing in front of the Stearman is yours truly, taken on our grass strip in Viroqua, WI (Y51).”

“After taking delivery of it in Benton Harbor, MI, my son, Mark, and I flew it to Viroqua, about 40 miles SE of La Crosse where it is hangared. I visit him several times a year to fly the Stearman, about 50 hours/yr and have a few ‘happy hours’ with him. We will fly it to Lander WY where Mark will move to when he completes training with World Airways.”


FROM CARL BARLEY, EDITOR, TWA SENIORS SKYLINER REGARDING LARRY EARHART

[This followed correspondence with Carl with regard to the use of his computer generated im-ages of TWA aircraft—Ed.]

... knew Larry Earhart well. My what great memories that name brings back. See a scanned copy of a couple of articles that I did about Larry for an employee newsletter at CMH.

The four page monthly newsletter was called Columbus Monthly Happenings, (long for CMH). I published that newsletter monthly for seven years. That was how I got started doing newsletters and eventually the TWA Seniors Skyliner.

The first article about Larry was in our August 1997 issue celebrating Larry's 60th Birthday. We had Larry give us this short biography & photo of himself at the time. Sorry for the poor resolution but I was using cave man technol-ogy in 1997 and do not have the origi-nal photos or com-puter files.

The next article was from our October 1997 issue celebrat-ing Larry's last flight & mandatory retirement from fly-ing for TWA. I was privileged to be on hand for the arrival.

Guys like Larry are what I miss most about the demise of TWA. He used to non-rev frequently out of CMH but af-ter TWA was gone, I never saw him again. Just a great, great guy.... Sure would be great to hear what he has been up to for the last 10 years….


FROM NOEL DEASY, TWA SNN, RETIRED: LAST TWA FLIGHT OUT OF SNN

CAN ANYONE IDENTIFY ANY OF THE FLIGHT CREW MEMBERS?


Parking brake--on Beacon light--off Checklist’s put away

Chocks are set, Jetway’s in place,The end of a perfect day

The wind was stiff but the sky was smooth The sun warm on my skin. I can even smile about the landing As we slowly taxi in

Speed’s at your discretion Cracked the controller’s crispy voice, Let me know when you have the field in sight-- The runway is your choice

That’s when the wind subsided The glare of the sun went away, There could be no further doubt This was a perfect day

The line-up couldn’t be better The VASI was red over white The visibility was just perfect It was almost a heavenly sight

Easily gliding above the runwayJust inches now to go, I’ll spare you the telling if you like 'Cause I think you already know

Are you wondering when I figured it out? When I knew that I was done,

FROM A VERY GOOD FRIEND OF STEVE PARRELLA

[Steve Parrella, 1960—2008 (TWA/AAL 1988—2008) was severely injured in a sky diving air-plane accident in 2006. Steve’s farewell was posted on the Smilin’ Jack web site last year and it is reproduced here following correspondence from a close friend who asked that his name be withheld.—Ed.]

...Hired 1988. JFK 727 F/E, JFK 727 F/O, JFK 767 F/O, STL MD80 CA, STL 767 F/O. Steve lost his Captain bid in the seniority integration with AA, and re-awarded it back in early 2007, but could not take it because of his injuries. The skydiving accident was in July 2006.

Steve served in a variety of jobs for ALPA, from committee work to being the F/O rep from JFK for a number of years. He later served as the Vice Chairman from STL in APA, a position he held until his accident. I believe his most satisfying work was with the Critical Incidence Response Team (CIRP), dealing with the survivors’ psychological trauma associated with air-craft accidents. He often said he thought the most meaningful experience of his life was work-ing TWA 800. He was a lifesaver for many surviving families dealing with the aftermath of that tragedy.

Steve was a compassionate, caring guy, way beyond what we think of with most people, and certainly we pilots. Perhaps his deep empathy and connection to the human ethos was both his strength and his weakness. Steve felt stuff, deeply, that most others brushed past without much thought. He cared about, not just what people did, but why they did it. He was always a contributor, a man who wanted to help, and make it better. In his skydiving he made over 1000 jumps in 4 years, and had just about all the certifications one can get.

... – this has taken a while for me to put on paper because his death still hurts a lot, and I miss him. I thought I had this more “packed away” in my head, but I came to realize that every time I thought about writing back to you, I found an excuse to avoid it. Survivor guilt proba-bly best describes it, along with a lot of second-guessing about if I had been a better friend, would this have happened. (The answer is a definite, “Yes”, I’ve long since decided, but it is tough to live with anyway.) ….


They say you should be able to tell From the setting of the sun

But it wasn’t that way, as it so often is, Or as they'd have you to believe, I didn’t find out till I got up to go-- and gave my flight case a final heave

It was empty you see--and so was the plane I didn’t even have a crew, Though I had my doubts all through that day I think that’s when I knew

The terminal was empty as well Misty, damp, and gray, Maybe that’s when I really knew That this was the end of the day

The concourse seems much longer too Lonely, dark, and cold, And I can’t help hearing the old refrain-- Son-- never,ever,grow old

So I start to walk the final walk, This time my pace is slow, There is no crew van waiting for me Now--I finally know

And I wonder if I’ll be remembered When pilots speak in a hall, Perhaps it is best, like most of the rest, If I’m not remembered at all

But one question remains as I walk away And steal my last glance at the sky, Could my time here have been better spent If I'd been able not to fly?

The answer is beyond me The question comes too late, Would I have done things differently If I knew this to be my fate?

My years were filled with silver-jets And sunsets at the end of the day, Bad coffee, good pilots, and lonely nights, Spent very far away

Over white-capped seas and snow-capped peaks My jet and I did roam, Splendid days of thunder and light But years away from home

Moonlit clouds and distant stars Became so familiar to me, The people I met--the people I missed, And the world that I did see

Now here I stand looking for truth In a life framed by wonder and grace, And I know in my heart, how many there are Who wanted to take my place

So finally the answer comes It will be easier now to go, I’ll spare you the telling if you like 'Cause I think you already know

Look quickly now--if you care to doAnd maybe you will see, The fading of my shadow as I walk-- to eternity.

Steve Parrella


FROM ONA GIESCHEN TWA HISTORIAN AND FREQUENT CONTRIBUTOR

The Western Historical Manuscripts Collection at the University of Missouri-Kansas City has-been collecting TWA Historical material for some time and now has a sizable collection. Re-cently, they agreed to accept “The Ed Betts Collection” from the American Airlines C.R. Smith museum at DFW.

They are in the process of microfilming all TWA Skyliners and have completed all the issues from 1960 to 2002. They will soon begin to copy those from 1929 to 1959. They eventually hope to digitize them. All of this work is costly and must be financed by individual contribu-tions. The TWA Seniors Club Historian, Ona Gieschen states that over $3,000 has been raised. That may cover the cost of microfilming, but much more is needed to do the digitizing. Some contributions have come in the form of Memorials to TWA Pilots who have Flown West. That is a fitting Remembrance and a nice gesture, but any support that one can offer would be greatly appreciated.

Checks should be made out to: WHMC-KC. Note in the memo line that it is for TWA Skyliner project. Mail the to: Ona Gieschen TWA Seniors Club Historian, P.O. Box 901439, Kansas City, MO 64190

SEE NEXT PAGE FOR A FURTHER UPDATE
















Steve Parrella


FROM CARL BARLEY, TWA SENIORS SKYLINER EDITOR

UPDATE: THE TWA SKYLINER PROJECTFrom: Carl Barley, V.P Public Relations, TWA Seniors Club, Editor, TWA Seniors Skyliner newsletter, the official publication of the TWA Seniors Club. And, most of all, thanks to the efforts of Ona Gieschen, TWA Seniors Club Historian, for helping this project to transition from a dream to a reality.

Please pass this information along to all your TWA friends.

A historical moment we have all been waiting for has arrived. Who could have ever dreamed that we would someday be able to read any TWA Skyliner on our very own home computer. From the very first to the very last issues and all others in between. It is really happening now! Thanks to the efforts of Ona Gieschen and others who have contributed unselfishly of their time, money, and Skyliner’s needed to complete this awesome task, the construction of the TWA Skyliner website has begun. It’s up and running!

The Western Historical Manuscript Collection-UMKC has sorted through a large collection of the TWA SKY-LINERS and their forerunners, have processed them for microfilming and have now started digitizing them for access on the World Wide Web. We have located and have microfilmed every volume and issue from 1940 through 2002 with one exception, that being February 1940 volume #4 issue #5. As soon as time permits Ona will get back to the 1929-1939 years. Again she will be depending on your help.

We need to preserve these records in a timely manner so that we may complete this aviation history of our airline, of our way of life.... And we do truly believe that the history of aviation is written in the pages of the TWA SKYLINER. While microfilm has been used, our preference for preservation and accessibility, is digitization, as it has the potential of making the material widely available to all inter-ested parties world wide. We expect the total volume to be somewhere around 15,000 pages. It will be a very expensive project. We welcome all contributions and financial support of the digitizing project. Please consider sponsoring the digitization of an issue, month, or year of the TWA SKY-LINER. Production costs are $2.00 per page.

Construction continues with the digitization process as funds become available and you are now able to begin searching the TWA SKYLINER files. To date, we have all of 1990, 1991. 1992, 1995, 1996, 1997, 1998, 1999, 2000, 2001 and 2002 digitized and available online. Help get all the rest online.

YES, WE ARE ONLINE. TRY IT, YOU’LL LIKE IT!

Our website is : http://www.umkc.edu/whmckc/TWA/TWASkyliner.htm

Donations to this project: Your checks should be made to WHMC-KC with Skyliners Fund in the memo line, and mailed to Ona Gieschen, TWA Seniors Club Historian, PO Box 901439 , Kansas City , MO 64190 . All do-nations are tax deductible. Please consider being a part of this historical project.

Thank you:

Carl (Barley, Apr. 8, 2009)
















Steve Parrella


THE BOEING 747, “THE WHALE”

This is the last in the series of the panel drawings we were issued by TWA in our initial qualifi-cation ground schools. The others, and the issues they appeared in, are:

B-707 MAR. 2008 CV-880 MAR. 2007

B-727 JUL. 2007 DC-9 NOV. 2007

B-747 JUL. 2009 L-1011 JUL. 2008

B-75/67 NOV. 2008 MD-80 MAR. 2009

If you would like us to email you any of the above in an Adobe PDF file, send a short note to: [email protected]


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GLARESHIELD PANEL

CENTER INSTRUMENT PANEL


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PIL

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THROTTLE QUADRANT & CENTER PEDESTAL


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ITEMS FOR THE EDITOR

FFA IMPROVED FEB 3 1964

NORMAL TOPICS CHECK LIST ______________ AFTER READING _________________

1. RESUME NORMAL BREATHING 2. SEND ONE OR MORE OF THE FOLLOWING TO THE GRAPEVINE ED.:

ANY AVIATION RELATED ITEMS YOU COME ACROSS (ESP. AIRLINE, ESP. TWA) – INCLUDING PHOTOS & GRAPHICS!

ANY INTERESTING WEB SITES YOU COME ACROSS A PARAGRAPH OR TWO ON YOUR BEST TRIP, YOUR WORST TRIP,

YOUR FIRST TRIP, YOUR LAST TRIP, YOUR MOST MEMORABLE TRIP, JUST LOOK AT YOUR OLD LOG BOOKS, THEY’LL GIVE YOU IDEAS!

ANY NEWS ABOUT OUR OLD BUDDIES. WHAT YOU’RE DOING – HOBBIES, ORGANIZATIONS, ANY THING… RECOLLECTIONS OF UNUSUAL AND INTERESTING CREWMEMBERS. ANYTHING THAT YOU THINK WOULD FIT WELL INTO THE GRAPEVINE.

INCLUDE YOUR WHOLE NAME, NICK NAME, YEARS AT TWA AND WHERE YOU’RE LOCATED – AND IF YOU HAVE AN INTERESTING IDEA FOR AN ARTICLE, BY ALL MEANS, WRITE ONE, OR AT LEAST PASS ON YOUR IDEA._______________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________add as many pp as you like

[email protected] – or : Jeff Hill 9610 Hidden Ln

Woodstock, IL 60098



MEMBERSHIP APPLICATION

All former TWA cockpit crewmembers are eligible for membership in TARPA. Annual dues are $50.00.

If you wish to have two addresses listed for Directory or Topics mailing, please provide months of the year at each location along with the appropriate phone number.

Name ___________________________________ Spouse ______________________

Address 1 (From _________ to _________ )

Street _______________________________________________________________

City ____________________________ State ___________ Zip __________________

Telephone ( ___ ) ____ ______ E-Mail ______________________________________

Address 2 (From _________ to _________ )

Street _______________________________________________________________

City ____________________________ State ___________ Zip __________________

Telephone ( ___ ) ____ ______ E-Mail ______________________________________

Capt. F/O F/E Other _______________ Retirement mo/yr ___________________

Signature ____________________________________ Date ____________________

TARPA TOPICS SUBSCRIPTION

For our friends who do not meet our membership requirements, TARPA offers regular subscriptions to our magazine, TARPA TOPICS. Simply fill out the application above, indicate “subscriber”, and make your check out for $40.00.

Make checks payable to TARPA

Return form to: Ed Madigan Tarpa Secretary/Treasurer P. O. Box 3565 Incline Village, NV 89450

[email protected]

PAGE �� ... TARPA TOPICS

JULY 2009 ISSUE 95

TWA FLIGHT 721 LONDON—ST. LOUIS, 01 DEC. 2001 (L–R) F/A PAT COCHARD, F/O DAVE WINTEMUTE, FSM CAROL HAJICEK, CAPTAIN DICK BELL, F/A JERALYN NICKEL, F/A INGRID ROBBINS, F/O PETE BILLETER, F/A SANDY CLIFFORD, F/A MARY THEISEN, F/A MARTY FULTON

1979—2009303030years

FINAL FLIGHT 721

JULY 2009 ISSUE 95

TARPA

TOPICS

JU

LY 2

009

FINAL TWA INTERNATIONAL FLIGHTLGW-sTL 12-1-01

TWA ACTIVE RETIRED PILOTs AssOCIATION

30 years1979—2009

Photo by John Power, Shanwick Radio

2009.07.TARPA_TOPICS

Documents

twa flight

tarpa topics page

tarpa topicstarpa topics

editor jeff hill

editor emeritus john

official publication

fa sandy clifford

john gratz grapevine