1962 & 25 YEARS LATER BY ED BETTSGOLF ADVICE BY DAVE KUHN

1988 REUNION INFO

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

NOVEMBER 1987

COVER PICTURE

Left to right: Sam Dietrich, TWA-FEIA Chapter President; David S. Spain andDavid J. Crombie, TWA; Barney Rawlings, ALPA; Dr. Nathan P. Feinsinger; GordonClare, FEIA; President John F. Kennedy; Secretary Wirtz; Asher Schwartz, FEIAAttorney; Francis A. O'Neil, National Medication Board; and Russell G. Derickson,TWA-ALPA Master Chairman.

TARPA TOPICS

PUBLISHED QUARTERLY BY THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

EDITORA. T . HUMBLESRt. 2 Box 152Belhaven, NC 27810

GRAPEVINE EDITORRICHARD M. GUILLAN1852 Barnstable RoadClemmons, NC 27012

HISTORIAN & CONTRIBUTING EDITOREDWARD G. BETTS960 Las Lomas

Pacific Palisades, CA 90272

OFFICERS AND DIRECTORS OF TARPA

R. G . DERICKSON, PRESIDENT A. T . HUMBLES, SENIOR DIRECTORE. A . HALL, FIRST VICE PRESIDENT L.A. SPENCER, DIRECTORP. S . HOLLAR, SECOND VICE PRESIDENT W. H . PROCTOR, DIRECTORJ. S . McCOMBS, SECRETARY / TRESURER H. N . MILLER, DIRECTOR

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA is incorporated as a non-profitcorporation under the non-profit corporation law of the State of Nevada. Asstated in Article II of the By-Laws, its purpose is social, recreational andnon-profit with a primary goal of helping its members to maintain the friendshipsand associations formed before retirement, to make retirement more productiveand rewarding and to assist those active pilots approaching retirement withthe problems that are inherent in the transition from active to retired status.

* * * * * * * *

1

PRESIDENT'S MESSAGEThe Tarpa Board of Directors held a short business meeting in St. Louis at theStouffer Concourse Hotel on October 9-10, 1987.

Larry Brase, the newly elected President of the Silver Swallows (OZARK) and PatSweeney their past President were our guests at this meeting. Since TWA andOzark have merged the two airlines and the two flight crew seniority lists havealso been merged we decided that TARPA and the SILVER SWALLOWS would enter intoa spirit of cooperation on all matters of mutual interest. However, eachorganization will maintain their own identity.

As stated in the May 1987 issue of TARPA Topics, the following resolutionoriginated from the convention floor and was passed unanimously during thebusiness meeting at the Grand Hotel in Anaheim, CA on March 26, 1987.

Motion by Schemel / Hanson

"Be it resolved, that the TARPA Board of Directors be authorized to conducta poll as to whether or not the entire Membership is interested in securingan option to take bulk withdrawal of the "B" plan."

Such an opinion poll was circulated in the May 87 Topics. A total of 199ballots were returned which is approximately 15% of the total number of retiredpilots who are presently collecting benefits from the "B" plan.

161 Voted YES to have the option37 Voted NO

1 Ballot was not marked1 99

There were a number of comments, both pro and con. Dean L. Ph i l l i ps was theChief Tally Clerk.

The Board of Directors, with six members in session passed the following reso-lution unanimously. (The Vote 6-0)

"Whereas interest level of the members polled on the question of furtherpursuit of the lump sum option for TARPA members does not justify contin-uation of such efforts.

Therefore be it resolved that TARPA shall expend no more time or effort inthe pursuit of the lump sum option for TARPA retirees."

Additional action at the Oct. 9-10 BOD Meeting.

The BOD voted to confirm the mail ballot which was passed (7-0) to raise thedues for 1988 to $25.

Mr. Tim Crowley, President Berkely Association Services, Ltd. who handles ourTARPA insurance plans also attended our BOD meeting in St. Louis. Furtherinformation on Tim and Ed Hall's activities are included in this issue.

To again review convention dates, the Tenth Annual Convention will be held inTucson, at the Tucson El Conquistador on May 24-27, 1988. The Eleventh AnnualConvention will be in New Orleans at the Clarion Hotel on April 10-15, 1989.Joe Brown, our Site Chairman is presently working on a date and site for 1990.

See you in Tucson next May 88. Here's wishing you all a Happy Holiday Season.

Russ

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It's that time of the year when we must begin to look forward to 1988.

TARPA will end the year with a surplus due to the excellent response(76%) for the additional $5.00 for 1987, the generous contributionsover and above the $25.00 suggested as well as checks from the EAGLESand HONORARY Members (according to their ability to pay) and, ofcourse, the Convention excess generated by Phil Hollar and associates.In addition, the treasury has been "bumped " by the addition of 78 newmembers since July as a result of the recruiting effort directed to thethose still working the line (check the new member section of thisissue). Total membership, including Eagles & Honorary now at 1528.

Realizing that most of the excess income mentioned cannot be consideredfor budgeting puposes and that 24 Members will join the non-payingranks as EAGLES as of January 1st and that publications continue to bemailed to the widows of 14 additional deceased Members without benefitof dues income, the Board of Directors, in accordance with Article III,Sec. 4 . of the By-Laws has set the dues structure at $25.00 for Regularand Associate Members for 1988. Accordingly, a dues return envelopeincluding the '88 membership card has been enclosed. DO NOT RETURN THECARD. You know your name and your check is your receipt. To returnthe card to you places an additional burden upon the S/T and runs upthe postage costs.

One new item has been requested on the envelope flap, payroll number .TWA Employee Benefits has been quite cooperative when requestinginformation but, in all instances, have asked if a payroll number wasavailable to aid in their computer search. Your cooperation will beappreciated. Fill in all the blanks even if submitted previously.

WHY NOT MAIL YOUR CHECK TODAY SO IT IS NOT FORGOTTEN. Reminders lateron become costly and lickin' stamps depletes a lot of the S/T'sdwindling energy.

( MORE)

"Through the miracle of martinis, I bring yougood cheer and wisdom once again."

3

A reminder that the new and larger TARPA lapel pin is now available.This one is " purty" and quite visible to the naked eye beyond thedistance of your nose. Send your $2.00 check payable to TARPA to theS/T at 6977 S. Everest, Evergreen, CO 80439 or include a separate checkwith your dues check.

Were you aware that TWA flew the Pope on his recent Papal tour of theU.S. and Canada and then his return to Rome? Captain Bob Beaulieu,Director of Flying, commanded the Papal 727 on the 10 day domestic tourfrom Miami to the West Coast ending up in Edmonton, Canada; RandyRichardson a veteran of 21 years and son of retired Capt. DelRichardson acted as copilot and Scott Davis, son of that formermechanical wizard of Midway and O'Hare fame, Roy Davis, flew the thirdseat. Margaret Bybee, daughter of recently retired Capt. John Bybeeworked as a cabin attendant on " Shepherd III" one of the the two 1011'scarrying the Papal staff and press corps that accompanied the tour. AnInternational crew then continued the .journey back to Rome.

I understand the call sign " Shepherd One " received immediate attentionfrom the people in the dark rooms of Air Traffic Control. Triviaquestion....... what would have happened if " Shepherd One" and "AirForce One" had been listed on a controller's board at the same time?

At the time of writing, the Board of Directors plans to convene it'ssemi-annual meeting in St. Louis the evening of October 9th & themorning of October 10th. This new arrangement should reduce expensesand cut down time away from home for the Board Members. I understandthat our illustrious President, lacking other subjects, will review themeeting in his message.

Have a Merry Christmas and a Healthy, Happy New Year.

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The Active Retired Pilots Association of TWA

C O N G R A T U L A T I O N S

The following members join the ranks of EAGLE effective January 1sthaving reached the magic age of 75 years during 1987.

Ainsworth, W. L . (Arky) Capt.Bowen, Russell A. Capt.Brister, Roy L. Capt.Davenport, Chauncey C. Capt.Dio Guardi, Orestes J. Capt.Falkin, Louis R. F/EGoetz, Joseph U. Capt.Hanson, Osborne H. F/EJenkins, Francis E. (Fritz) Capt.Jones, Sr., Frank L. Capt.Kirkpatrick, Melvin E. F/ELeypoldt, Miles K. Capt.Miller, Adair Capt.Painter, M. Rex Capt.Philpott, James A. Capt.Quinlivan, Don J. Capt.Raub, Clifford G. Capt.Saylor, Frank C. Capt.Schildberg, Cecil W. Capt.Selby, David C. Capt.Thomas, David W. F/EThomson, John E. Capt.Vaughan, Everette H. F/OWeaver, Ross C. Capt.

11/18/1208/09/1211/08/1209/27/1210/25/1207/17/1202/23/1206/05/1204/28/1202/25/1204/03/1207/12/1210/12/1210/06/1209/24/1204/13/1209/28/1210/02/1210/21/1210/28/1208/28/1212/01/1206/23/1207/11/12

The growing list of TARPA's distinguished EAGLES will total 118 goinginto 1988.

FANTASTIC! Good Health and Best Wishes to all.

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In Memoriam

JEAN GRAYBILL

Died March 1987

KLAYTON H. KIDD

Died 27 September 1987

JOHN B. HULBURD

Died 19 July 1987

KEN W. MIELKE

Died 11 July 1987

Excerpts from a letter from Gene Gifford to Joe McCombs:

The Aviation Hall of Fame located at Teterboro Airport in New Jersey is inthe process of restoring a Martin 202 that used to belong to TWA.

Possibly in your next issue of TARPA TOPICS you could put out a feeler askingif anyone has any manuals, pictures or, for that matter, any aviation memorabiliathey would like to donate to the museum.

It would be donated in their name and could be tax deductible.

I hope this letter finds you in good health and enjoying the summer.

Gene Gifford13 Rolling Ridge RoadUpper Sadde River, NJ 07458

6

TARPA INSURANCE PLANSINSURANCE CHAIRMAN'S REPORT

There are many items which I would like to report on regarding TARPA InsurancePrograms, all of which I am pleased to say are very positive.

The number of insured members continues to grow each month. The enrollmentof our members, both as new insured and transfers from the RAPA Program, hasbeen strong. We anticipate that by the end of the first policy year, over300 TARPA members will be insured by our program. Of the 37 TARPA memberswho have not yet transferred their coverage from RAPA, a majority haveindicated by writing or calling that they will transfer on their nextpremium due date.

A reminder to those members who are approaching age 65 and would like tosatisfy their six month pre-existing condition period for the MedicareSupplement program. By enrolling in the Hospital Indemnity Plan, you auto-matically transfer to the Medicare Supplement plan on the premium due datefollowing your 65th birthday. You will be credited for the months that youwere covered under Hospital Indemnity and, therefore, your full Medicarecoverage will be effective.

Retired Eastern Pilots Association (REPA) Endorses Similar ProgramAfter recognizing the success of our program and the level of service TARPAmembers are provided, the Board of Directors of REPA and their membershipoverwhelmingly approved the adoption of their own insurance program. Al-though both the REPA Plan and the TARPA Plan are independent of one another,the addition of the REPA organization and its insured members will be ofgreat benefit to the insurance carrier and, therefore, our program.

Possible Changes In The Government's Medicare ProgramThere has been much talk and considerable misunderstanding about the proposedMedicare catastrophic insurance coverage.

Several bills have been introduced and are currently being reviewed byCongress. While they differ in approach and specifics, they all agree onintent; to extend medicare benefits. You should all be advised that none ofthe programs will offer complete medical care coverage. All will still havegaps or limits, deductible and co-insurance expenses.

Our current Medicare Supplement insurance provides economical coverage formany Medicare approved expenses not paid in full by Medicare. We will makesure that this is still the case if and when catastrophic insurance regulationis enacted. TARPA Insurance programs and North American Life & Casualty willtell each insured about the expanded benefits under Medicare once the law hasbeen passed. They will also inform you on the impact the changes will haveon your Medicare Supplement insurance.

All TARPA members are encouraged to contact our insurance administrator1-800-545-2424 if they have questions regarding enrollment or benefits. Theywill be pleased to assist you.

Sincerely,

EdHall,

P.O. Box 310120 Mineola Boulevard 800-645-2424 Toll FreeMineola, New York 11501 (516) 294-0220 N.Y. Call Collect

7

TARPA INSURANCE PLANSTo: TARPA Board of Directors

From: TARPA Insurance Plans

As we complete the third full quarter of TARPA Insurance Programs,I am pleased to report that the number of insureds continues togrow. This growth has been realized by both transfer of RAPAinsureds and new enrollees. In a recent conversation with theinsurance carrier (NALAC), they expressed their satisfactionwith the program and anticipate that our rating structure isadequate for the 1988 policy year.

Administrative Changes----------------------Recently, two administrative changes were made to help facilitatebetter claims service for insured members. The Third Party claimsadjuster for NALAC will now receive claims directly from TARPAmembers. In order to allow the service to verify that an indivi-dual is covered and that premium is paid-to-date, a bank lock boxhas been opened for premium payment. When a member pays his/herpremium, both the claims adjuster and our office are notified andclaims can be paid upon receipt of the claim form.

All members were notified of this change by individual letter.Initially, we may experience a slight delay in claims paymentresponse. However, we are confident that these changes will beof benefit to the member.

New Group

At this time the REPA organization has made a similar programavailable to its membership through our firm and NALAC. A fullcolor brochure has been mailed to all members and we are antici-pating a strong response. The addition of new groups like REPAare extremely helpful to the success of a Medicare Supplementprogram. New insureds increase the spread of risk assumed by theinsurance company, and this alone helps maintain a premium whichis affordable by the member.

It is our hope that additional groups will see the value of thisplan and the level of service provided.

Possible Changes in Medicare----------------------------In addition to providing service, TARPA Insurance Plans is alsokeeping current with the proposed changes that are likely to takeplace in the Medicare System.

As you know, these changes could have a major affect on the type ofcoverage individuals are required to purchase as supplements.

We anticipate that by November 1, 1987, any changes which will takeplace for 1988 will be announced. TARPA Insurance Plans will make acomplete report to the Insurance Chairman and the TARPA Board at thattime.

P.O. Box 310120 Mineola BoulevardMineola, New York 11501

800-645-2424 Toll Free(516) 294-0220 N.Y. Call Collect

8

THE TWA PILOTS TRUST ANNUITY PLAN

(Excerpted from a report to TARPA B.O.D. byR. C. Sherman, Investment Committee Observer)

Table I lists the pertinent year-to-date data as of June 30, 1987. The Planhad an investment gain of 14.7%. The Index of Change (slightly differentcomputation) was 1.14444; equivalent to a Unit Value of 45.01 Thirdquarter checks should be 1.697% greater than present. B Plan performancewas in the 35th percentile among 700 balanced retirement plans. Notesfollow the table with additional comments on the subjects.

ManagerNet

Assets% ofPlan

% GainYear-to-Date

Fidelity Con $ 93.4 M 9.1 % 16.7%Mellon Ix/B 82.4 8.0 7.8Morgan C/A 170.9 16.6 21.4Putnam C/A/T 185.1 18.0 24.7S.S.R. & M. C/A 236.6 23.0 27.9

Mer-Meid GIC 178.1 17.3 5.5

Morgan R.E. 17.5 1.7 6.5N.C.N.B. R.E. 16.4 1.6 3.6S.S.B.T. R.E. 15.6 1.5 3.9T.C.W. R.E. 15.5 1.5 1.4

L.O.R. P.P. 12.3 na naB.S.D. T/P 5.9 na na

TOTAL PLAN 1029.8 100 14.7

Ten managers now run 14 portfolios. Fidelity is a Contrarian. Melon movesassets between an Index Fund, Bonds and Cash; about 70% Bonds and 30% Ix atmid year. Morgan, Putnam and State Street run both core and aggressiveEquities. Putnam also runs an International Fund. Beginning October 1,there will be two new International Managers; B.A. Investment ManagementInternational, Limited, London and Swiss Bank Corporation, Zurich.Mercer - Meidinger has been replaced by Pfimco The new company is run byseveral of the principals who managed our G.I.C. portfolio at M-M. Thefour Real Estate Managers are now fully funded. L.O.R.'s PortfolioProtection was revised again to be more cost effective, and to raise thefloor to $724 M.

9

A sentence in Al Mundo's letter, outlining Plan investment philosophy to BobMitchell, TWA's Treasurer (in my March 24, 1987 report to you at Anaheim)said in effect, "Of the Investment Committee's two primary goals, maximumgain and preservation of assets, the latter is of greater importance". OnlyTARPA's Eagles - and eaglets - can fully appreciate the hazard of being 100%invested in equities. They saw their monthly income (per 100 units) go from$112.82 in 1st quarter 1971 to $207.16 in 2nd quarter 1973; an 84% increasein just over 2 years. Less than 2 years later, 1st quarter 1975, monthlyincome was $90.38, a 56% loss. Those 74 and older will remember that ittook 33 quarters - over 8 years - to once again reach the $207 high watermark (3rd quarter 1981), then it receded for 6 more quarters. Ten and one-half years of retirement payments below those of mid 1973 while the C.P.I.advanced 128%! With that background in mind, one can appreciate the reasonsfor diversification.

The last step in the modernization of the Plan, which began in earnest atthe end of 1983, should be completed by the end of this year. The Invest-ment Committee "Fund Office" opened in September on the 5th floor of 1625Massachusetts Avenue NW, Washington, D. C. 20036, telephone (202) 332-7300(ALPA Building). Give them a couple weeks to consistently find the washroomand Coke machine without getting lost (as Charlie Ruby once said), then dropin and look it over when in DCA. The purpose of the Fund Office is to moreclosely monitor performance and all other aspects of the Plan, and to attendto much of the administrative details more promptly. Restated in threewords, More Pilot Control.

Names of the three "Outside Members" for the Investment Committee will beannounced soon. Their experience and expertise will provide a criticalreview of current policies, objectives, and procedures and be an ongoingsource of professional financial advice. Arthur Andersen Company hascompleted a specialized audit related to the transfer of certain administra-tion functions to the Fund Office, and related procedures. A TWA orderedcomprehensive audit of the Plan is in the final stages.

UPDATE: Assets at August 31 were $1,086.3 M. Preliminary September 30 datamay allow an approximately 3% increase for 1st quarter checks. The sugges-tion of several pilots that the B-Plan be used to buy TWA was dismissed bythe MEC and ALPA attorney as undesirable, unworkable, and illegal.(Probably immoral and fattening too.)

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EDITOR'S DESK

It seems I hardly have one TARPA TOPICS in the mail before it is time to starton the next one.

I hope you all noticed that the pictures in the last issue were quite an improvementover the previous one. I took it up with the printer and he had his equipmentchecked and even added more. I was shown through the photography room and didn'trealize what a science it has become what with computers etc.

We are always open to suggestions from you as to how we can improve on yournewsletter that has grown into a magazine. Let us know what interests you.I had one suggestion about the last issue that the "First Flights" sectionran the various letters together too much so will correct that this time soyou can tell when you run from one fellow's article to the next one.

And, we welcome any news about yourselves you care to send in. Others areinterested in what goes on with you; your travels, your family, experiences,health, thoughts.

Our mail bag contains some noteworthy letters from several which I will sharewith you.

FROM THE JUDGE AT PINE KNOT POVERTY POCKETDOOLEY FERRY ROAD AT McKENNEY BAYOURt. 12 Box 398 Texarkana, AR 75502

Dear A. T.,

I noticed in the last issue of TARPA TOPICS you wondered who wrote about theBurbank belly landing.

My log book reveals: Flite 9, KC-BU on 7-29-46, plane # 404. The First Officerwas O. Tronowsky, Flight Engineer George Hibbler and two hostesses, DoloresJackson and Jean Lot--(last letters not clear). One of these gals later marriedJoe Mount (TWA pilot).

The flight consumed nine hours and thirty minutes flying time. There was quitea bit of circling and dumping of fuel on the San Fernando Valley folks.

We landed at 8:50 AM. I was hero for a day.

You are doing a great job as editor on TARPA TOPICS. We hope to make the Tucsonbash.

Sincerely,Dave Kuhn

Note from editor: The above letter appeared very authentic in that it was embossedwith the great seal of Justice of the Peace David B. Kuhn of Miller County,State of Arkansas.

From what we little fellows way back on the other side of the continent heard,Dave displayed his usual skill at steering airplanes and dispensing humor. Itseems somebody from every department in TWA roared out to Burbank and got onthe radio to Dave with their advice.

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EDITOR'S DESK

After a lot of this indispensable help from the tense audience on the groundDave got on the phone and said that if no one else had any help to offer hewould see if he could get the airplane on the ground. Some of you will rememberback then on scheduled flights after you landed and taxied in to the gate thecaptain would slide his window back and yell the time on to the agent. Theysay on this belly landing as they screeched to a halt with sparks flying, stuffsmoking, lights flashing on all the emergency equipment Dave slid the windowback and yelled, "On at forty five".

* * * * * * * *

This from Don Quinlivan: Hi, I would like to correct any impressions that mighthave arisen on my write up on my trip to London. On this trip I was on my finalline check and Capt. Roscoe Donahue informed me that I would be the Captainand he would be the co-pilot with veto privileges. That is the way it was flown.

Also, I am enclosing my check for $25.00 as a contribution as I have reachedthat Eagle age of 75 as of last April. As ever, Don J. Quinlivan.

[And from your editor. I endorsed the check to TARPA and sent it on to Joe McCombs.]

* * * * * * * *

And, from Hank Gastrich dated 10 August 1987: I just received (Saturday) the AugustTARPA TOPICS and want to let you know that I feel each one exceeds the last one inquality. Each one leaves me with the feeling I have passed through a time warpand am in one of the pilot lounges we used to live in in such romantic placesas Dayton, Midway, Amarillo, etal.

And, after reading each issue at least twice, I find I succumb to a feelingof disappointment. Disappointment in the knowledge that it will be some fourmonths or so before I visit with the whole gang again.I want to especially thank you for including the kind words regarding me inin the August issue. I know I am in great and talented company when somethingI've written appears along with the fine stories by Ed Betts, Dave Kuhn, Parkyand all the others.

To that end, I've re-written the first TWA story I ever sold or saw in printabout a flight with Ida. At the time, back in 1977 or so, I spoke with Ida andsent her a copy, in fact, and she had no objections. Frankly, I can't todayrecall the magazine. I do remember the check was for $25.00. If you considerit in good taste or usable at all be my guest.

Thanks again, Sincerely, Hank Gastrich.

Editor: Hank's article about Ida Staggers appears elsewhere in this issue. Irecall flying with Ida when I first came to TWA in 1945 and she was senior tothe captain.

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EDITOR'S DESK

I want to encourage all of you to send me stuff you think might be interestingreading. Use the tear off sheet in the back of this issue if you wish or justwrite me about happenings, first flights, most exciting flights etc.

I wonder who is fortunate enough to share a birthday of 14 September with me,Gene Exum and Vera Sample who worked at the TWA Credit Union? The followingfrom Captain Exum:

Dear A. T., I didn't send a card but rest assured that I thought of not onlyyou but also Vera Sample. So, belated Happy Birthday.

Yes, you are right about remembering all that ice. Would sure hate to have todo that today.

I definitely intend to make Tucson and look forward to seeing you and Betty.I have to laugh about your building a guest house. I have maintained a threebedroom house for years both in Portugal and here and very seldom have company.They always check into the hotel. Why don't you and Betty come use one of theextras anytime you can make it?

As for writing something for the TOPICS if I can get off my fat ---one of thesedays I'll write about the 1944 trip with the five sons of Ibn Saud with JohnCollings as captain and Jimmy Combs as flight engineer.

Sue and I grow happier as time goes by. She keeps busy in real estate here inLitchfield Park. I am busy representing two small companies P.R. wise throughTexas and here. Don't make much money but keeps me thinking I'm not over thehill. Also play a lot of golf.

Really enjoyed your experience with the mules. We used the same type in Tennessee.

* * * * * * * *

Willis (Pat) Patterson: Both my wife and I hope to get to the next reunion.I have kept in touch with and consider several of the TWA people as best friends.They include John Lattimore, Dub Youngblood, John Beede, Frank Petee, GeorgeDurvall and retired Director of Planning, Don Hawley.

My wife and I drove to Pittsburgh earlier this month (September) which is just2½ hours from Wooster and had lunch with Frank Petee. Frank was an ocean Captainwhen he was 23 and had always had the very best reports.

But he ran into a personality situation on a final check out on the domesticsystem and was washed out. Since then he has done very well, first with IcelandicAirways and then with Allegheny, now U.S. Air.

Back in 1942 a friend of mine called me from Washington, DC, when the TWA ICDivision was put in place and said they were hiring anyone with "buckle overshoes and dark glasses". I hot footed down to Washington, took the physicaland was hired on condition of my release from Goodyear Aircraft. I was employedas a flight instructor at Goodyear.

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EDITOR'S DESK

When I got back to Akron I saw Frank Petee and told him about the TWA-ICD opportunity.It took me a month to get my release from Goodyear, so when I finally got backto National Airport I went into the terminal restaurant and found Petee havingcoffee. I asked, "What are you doing here?". He said, "I'm an employee of TWAand I am going to ground school". And in that month he jumped me 50 senioritynumbers! Not long after I was best man at his wedding.

* * * * * * * *

Jim Schmitt of Cream Ridge, NJ, writes; Went to the Confederate Air Show inHarlingen, TX. Saw some very good performances but airplanes still do basicallywhat they always did. I joined the Confederate Air Force several years ago.

I'm still your basic workaholic. Ran 14 students through a very successful "FearfulFlyers" class several weeks ago. Fourteen got on the plane for the graduationflight but one got off just before the door was closed and we haven't seen himsince. Got mentioned in the New York Times and it's lots of fun.

I'm glad I retired on my fifty fifth. I don't miss it a bit and would only bedeeply chagrined by the way the industry has gone. Did you know that 100 airlineshave gone bankrupt since deregulation? Actually we are lucky there is stilla TWA.

* * * * * * * *

Ran across this letter to Al Clay:

I maintain a very large collection of commercial airline memorabilia. The largestsection of the collection is the flight crew uniform insignia; there are nowover 3,000 pilot and hostess wings and hat badges dated from the 1920's tothe present thus making it one of the largest such displays in the world.

I am seeking some early Transcontinental and Western Air and Trans World Airlineitems to complete the TWA displays. I would be happy to accept contributionsor pay a fair price for the items I need. My entire collection eventually willgo to the Ohio History of Flight Museum at Port Columbus ( I hope that willbe several years, though, as I am 36 now!). In the meantime, I also would liketo prepare a mounted display of TWA flight crew insignia for the Museum sincePort Columbus was an important early TAT/TWA station.

Dr. Charles C. Quarles, 204 Reservation Drive, Spindale, NC 28160. 704 286 2962Home telephone 704 245 7803.

* * * * * * * *

A Sunday School teacher wrote a letter to the parents of one of her boys who wasacting up in church and needed discipline. The doting mother wrote back thissuggestion: "Dear Teacher, Please don't slap my boy Irving, he is very sensitive.Slap the boy next to him. That will scare Irving!"

14

EDITOR'S DESK

A little note from our esteemed Grapevine Editor:

Things are looking beautiful up here in the mountains. Been getting down closeto freezing at night. Leaves are looking good.

Starting early November will be really busy. have to cut, bale and load 1250trees for pick up November 25. Then will be doing a "choose and cut" up untilChristmas. Will be going to a hardware show in Anaheim the first week in January.Will really be putting the squeeze on for the February Grapevine.

Dick Guillan

On the sixteenth of October Ray and Ruth Schmidt and Pete Sidway stopped overnightin Belhaven on their way south by boat on the Inland Coastal Waterway andhad dinner with the Humbles. We certainly enjoyed the visit. Impresses ourneighbors when our wealthy pilot friends stop by on their yachts. Puts a strainon our food stamps though.

PRE-FLIGHT BRIEFINGAT ANAHEIM

Left to right:

Dean Phillips

Dick Long

Ford Blaney

If you learn of the serious illness or death of one of our TARPA members pleaselet your editor, A. T . Humbles, and/or Joe McCombs know. Also, please be sureto keep us aware of your current address as it is expensive to accept returnof copies of the TARPA TOPICS.

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EDITOR'S DESK

Dear Jones:Just to tell you that I enjoyed your perceptive article about the third seat

hassle.Even more so, about your close relationship with mules! So did I. The

old family doctor, who served that whole county, told me once that I shouldhave been a natural as a pilot since I had always used a mule's rear for acompass and most of the time I had a dual set of instruments.

I grew up in an Indian village in the Chickasaw Nation part of southernOklahoma. About 65 years ago, a rural electrification project came. The manwho installed it ran an extension to the outhouse. Perhaps he was the firstto wire ahead for a reservation?

Fraternally, Neuman RamseyEditor: Maybe some of you will wonder why Neuman addresses me as Jones. Yearsago I flew as co-pilot for Neuman on a DC-3 flight with a layover at Midway.We slept in the peak of the roof of the hangar accessible by many stairs andcatwalks and a pretty scary ascent to me who has always been afraid of heightsunless I had an airplane strapped to me. It was no place for sleep walkers.Anyway, in the wee hours of the morning the schedule clerk climbed up to wherewe were and first waked Captain Ramsey and asked if he was Jones, then he shookme and asked the same thing, was I Jones, to which I answered no. He left butwas back in a few minutes to say to me, "You're Jones and you are to deadheadimmediately to Fort Wayne to fly on the Strato-Liner from Fort Wayne to Chicago".I did so, naturally, and it was with that screw ball captain from Chicago whowas always shooting guns around the system. Maybe some of you remember hisname? Ever since Neuman has called me Jones.

* * * * * * * *

Inasmuch as we will not be corresponding with you until after the holiday seasonmay I take this opportunity to wish you all a happy, healthy and safe holidayseason. May the good Lord bless you.

1 6

The 1987 SENIORS CLUB TOUR of SCANDINAVIA

No, the above snapshot is not " two bulls in a China Shop" or two tourists haggling prices, itis Seniors Art Janssen and Bill Townsend touring a Swedish glass factory. This was just one of manyinteresting or scenic stops made during a two-week tour of Scandinavia by 73 members of the TWASeniors Club. The tour was arranged by George Friedrich and he was assisted by Art Janssen. Themajority of the group had arrived in Copenhagen several days early and were well adapted to the" time zone" when the tour officially began on the evening of September 7th, when they boarded ahuge and modern ferry for an overnight trip to Oslo. It was a perfect night, the North Sea wascalm, there was a clear sky and a full moon. Everybody aboard ship was up and had an earlybreakfast in order to watch the scenic splendor as the approach was made to the Oslo area andharbor. Upon debarking the group was divided between two comfortable motor coaches for the re-mainder of the tour; sometimes meeting again at the same tourist or lunch stop and several timesovernighting at the same hotel. We had been forewarned to expect any kind of weather as theentire Scandinavia area had just experienced their worst summer season in 200 years with overcastskies, lots of rain and wind. The weather during our stay was fair to perfect, with an occasionalsprinkle, but never enough to dampen the group's activities for any lengthy period of time.

After two days of tour and other activities in the Osloarea, the group began a 1,500 mile trip by busback to Copenhagen via Stockholm which includedovernight stops at Lofthus, Bergen and other hotelslocated along the scenic fjords or the higher ski re-sorts. There was something for everbody's interest:the scenery was magnificent with tours (by bus orferry) around the perimeters of numerous fjords andtheir quaint fishing villages, the drive through therock mountains of Norway (through a lot of tunnels)with the narrow highway and often steep cliffs thatdropped sharply below, the new snow near thecrest of the mountain passes, waterfalls by thethousands, beautiful forests and hundreds of lakes.There were local tours of museums, castles, hist-oric buildings and cathedrals. For the gourmetthere was local specialties and often a smorgasbordfeast. We had been warned by the locals not tomake a pyramid the first time to the table, but thisadvice was hard to obey, it was too good a table.

an embracing couple in the famed Frogner Park.OSLO: Warren Traudt admiring a statue of

1 7

The 1987 SENIORS CLUB TOUR of SCANDINAVIA

Breakfast was always a full buffet style and the variouspastries were a constant temptation. You were on yourown so far as lunch which could be another adventure ineating local specialties or finding a "MacDonalds " for agood old American hamburger. A word of warning forthose who like a cocktail, wine or beer...they are ex-pensive ! Sin products such as booze and cigarettes areheavily taxed in Scandinavia (their way to combat al-coholism) so that a one ounce drink at a bar will run from$7to$8, a glass of house wine or beer about $6 and a packof cigarettes $4...prices subject to change depending onthe current value of the American dollar. If you don'timbibe, bring along a bottle or two of 'duty free' anywayand sell or trade it to a thirsty friend; a fifth of a namebrand Scotch will run about $45 in a local supermarketand a local brand about $30. The hotels have an amplesupply of ice cubes.It was like a "mini-convention " of TARPA as the groupincluded: Ed & Donna Betts, Ed &Celeste Breen, AlJeanette Grandsaert, Verl & Teddy Holden, Howard &Lorraine Jesperson, Bob &Dorothy Kane, Dick & PearlLudwig, Neal &Monique Lytle, Wally &Martha Mazer,Don & Barbara McKenzie, Matt & Rose Mary Reardon,Bob & Doris Stuffings, Bill &Alva Townsend, Warren &Florence Traudt, Al & Mary Vande Velde, Les & RuthWagaman and Walt & Ellie Waldo. From our honorarymembers there were: Von Durham, Ruby Lynch, PerrySigman, Margaret Thrush and Sally Vance.Others from flight operations were dispatchers Dick Gray& wife Ann, George Nicholson & Ruth, from JFK sched-ule was Jack Hughes and Mary Ann plus recently re-tired f/e John Anunson and wife Novell.It would appear that this many non-revs leaving Copen-hagen about the same time might create a problem so faras space on the one daily flight to JFK. There was plentyof seats available, the problem was weight...but onceagain, Mother Nature cooperated with a forecast of anice tailwind most of the way over the NoAtlantic: lessfuel than normal was required and everybody who hadlisted got aboard. We arrived at JFK early and my wifeand I set an al 'time (for ourselves) record when we madea 32 minute connection (through customs, then throughlocal security to the Domestic Terminal and gate) witha flight on to LAX. It was a great trip I

Bill Townsend must have taken about 12 hours of videomovies during the tour and intends to bring an editedversion to the 1988 TARPA convention. If you attend,and have the time, you should see this on the "telly " asit will do a lot more justice to describing the trip thanI have tried to outline.

(debriefing submitted by Ed Betts)PHOTO TO LEFT: Images of Trolls, a friendly but verymischievous dwarf in Scandinavian folklore are plentiful.This one reminded me of good friend C. M. "Black Dog"Davis...it is the silly grin I

COPENHAGEN: AI Grandsaert and DickLudwig after devouring a Danish dinner.

1 8

THE POPE FLEW TWA

SHEPHERD I - PAPAL CREWLeft to right: Capt. Bob Beaulieu, First Officer Randy Richardson, Flight EngineerScott Davis, CA Jane Gallagher, FSM Irene Juchniewicz, CA Esmeralda Romano,CA Merven Conover, CA Patricia LeBlanc and FSM Terry Anderson.

Cabin Attendant Margaret Bybee, TWA Head of Security, John Finning and TWADirector of Flying Bob Beaulieu. Margaret [daughter of recently retired CaptainJohn Bybee] tosses one to Bob as John watches. This was on the ramp at Montereywhile waiting for hotel van. Margaret worked on board Shephard III.

1 9

Left: Papal seal displayedon exterior of ShepherdI, a 727, on which thePope flew.

Lower picture: The twoL1011's, called ShepherdsII & III, accompanyingthe entourage to haulthe press corps.

20

FIRST FLIGHTSMOST EXCITINGMOST MEMORABLE

From Bill Flanagan: First, let me say that you and your crew put out a fantasticpublication in TARPA TOPICS. I wish to repeat that I think that you and all the"guys and gals" of T.A.R.P.A. are doing one helluva job for me and a great manyof us who contribute very little time and effort to the retirees in generaland TARPA in particular.

You might think that my wife and I would at least attend some of the SENIORSget togethers. We did that once and enjoyed it very much but since then weseem to have been too busy going to doctors or hospitals or funeral parlors,etc. However that ' s another story and I ' ll not go into that now.

This letter is to furnish you with some space fillers in case you should needany for TARPA TOPICS.

I joined TWA on February 22, 1940, hired by Otis Bryan, then chief pilot. OnMarch 19th, I had my check-out landings in the DC-2 and DC-3. I don ' t rememberthe names of the crew on my familiarization flight, but I do remember that itwas at night from KC to CG and it appeared to me that the pilot just pickedout a wide space between rows of street lights and landed. I thought that Iwould never be able to do anything like that!

My first flight as co-pilot was with Capt. "DESPERATE" Ambrose from LG to COin a DC-3, April 2, 1940. From that time until I checked out to Captain statusI flew co-pilot for some very interesting captains. Some of the names that Ican recall without referring to my logs are: Marv Horstman, Debs Heath, DickHanson, Bill Piper, Jack Zimmerman, Red Miller, Larry Welch, L. J. Smith, DonTerry, Tommy Crockroft, Walt Smiley...........

And these are some of the things I remember about flying with some of thesecaptains:

On one of my first flights as co-pilot, I was assigned to Captain Marv Horstman.When I reported for the flight at LG, I asked someone to point out CaptainHorstman to me and you can imagine my surprise when my attention was directedto a guy in a pilot ' s uniform who looked like a 16 year old kid. Well, this"kid" really showed me how to fly a DC-3. On one of our approaches into CG dur-ing a heavy snowstorm, Mary opened the sliding window in order to see well enoughto make the landing. That made quite an impression on me and I used that tricka few times myself later on.

In flying with Debs Heath, I remember we had a DC-2 from LG to PT and a DC-3back to LG. On the trip to PT in the DC-2, I was always in the right seat andwhen Debs called "UP GEAR, " I would struggle with that long wooden handle(after actuating DOG JIG) in an effort to UP THE GEAR as quickly as possible.Well, Debs could see that a little guy like me was having a tough time so hewould reach over with that huge paw of his, attached to his gigantic forearmby a very muscular wrist and flip that handle a few quick pumps and the gearwas up in a very few seconds. In those days we grabbed a few hours sleep oncots in a bunkroom in the tower and I was under orders to prepare theflight-plan and wake Debs when the Eastbound flight landed. (BOTH LEGS WEREAT NIGHT).

Debs always let me " left-seat" the flight back to LG in the DC-3, so there wasno difficulty about raising the gear.

In my flights with Red Miller, I recall that he never gave his co-pilot a land-ing and never attempted a 3-point landing himself - with the plane level, hewould grease the main gear on the runway and gently lower the tail.

21

FIRST FLIGHTS, MOST EXCITING MOST MEMORABLE, (cont ' d)

What I remember about Jack Zimmerman is that he was the first captain to giveme "left-seat" time in our new pressurized Boeing 307-B.

I remember getting along quite well with Dick Hanson and Don Terry, who werereputed to be two of the meanest taskmasters on the line, but I don ' t recall anyexciting stories about them that are fit to print.

In checking my logs, I find that I flew a few flights with Ken Woolsey. Ken waseven shorter than I (I was 5 ' 8" ), and he carried a pillow with him so that hecould sit high enough in the pilot ' s seat. So --- after we got aboard the plane,at least one passenger would ask, "When is the Captain coming aboard? " neverdreaming that one of those little guys in uniform could be an Airline Captain.Well, Ken made up in expertise what he lacked in height.

My most EMBARRASSING flight was flying a Connie into LA. Aboard the flightwere about thirty supervisors from the NEW YORK area, going to a meeting or con-ference or a tea party thrown by Howard Hughes or whatever - ANYHOW coming overthe fence, I got too slow or hit a gust or something and really bounced thelanding. TO THIS DAY I CAN HEAR THE SHOUTS OF DERISION coming from the cabin.And most of those guys I knew personally.

This seems like a good enough time to tell about what I consider the highestcompliment I ever received about my flying. One night (I don ' t remember when)I made a range approach into South Bend (before radar or ILS). The approach, ona dark windy and rainy night, was successful. The runway-in-use was in theopposite direction to the approach, so I had to make a procedure turn for thelanding which also was successful. After the secure cockpit check, my co-pilot,whose name I don ' t recall, said: "Captain, that was PFR. " I knew about IFR andVFR, so I asked him what was PFR and he answered, "PRETTY F ING REAL. " At that,I almost popped my buttons!

One of the most interesting flights was from KC to KC with Tommy Tomlison in a 307-B.Right after Otis Bryan had that incident with carburetor ice over the Rockies,TWA decided to run some test on different devices and procedures to combatcarburetor ice on the 307-B, so Tommy, our Vice President of Engineering, tooka 307-B up over KC with me and a few top flight engineers to run some tests.While the engineers tried different procedures on different engines, it was myjob to keep the plane flying straight and level. When the tests were finished,Tommy said, "Let s go home. I started a descending left turn to the fieldwhich could be plainly seen a few thousand feet below on this beautiful clearday. Well, that wasn ' t fast enough for Tommy so he took control and put theplane into a steep dive toward the runway. I remember the altimeter needlespinning down and the air-speed needle heading toward limits and we came overthe dike rather "hot" (gear down, of course). Well, after a couple of bounces,Tommy got the thing stopped and we taxied in to find that a few pieces of alumi-num skin had been ripped off, but no other damage except maybe to my underwearand that of some of the engineers.

It just struck me that this drivel could be of interest to only those around myseniority (and I ' ll be 76 in November). However, I can think of one thing thatshould be of interest to all members of TARPA, and that is Dave Kuhn ' s LETTERTO THE HOME OFFICE, which I believe, was written sometime in the 40 ' s. Perhapsyou could obtain a copy and have it printed in TARPA TOPICS.

Apropos of nothing: One of my co-pilots would always ask a new hostess,"Have you ever been married or anything? "

22

FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (cont ' d)

The story of flight "MESS HOUSE DOG" by Willis Patterson

This is a true story describing an ICD trip taken in January and February 1945.We will refer to the flight by its assigned name: "Mess House Dog. "

Some months before, Elliot Roosevelt, son of the President, returned to the Statesfrom England with a good sized English Bull Mastiff dog. He made the trip on oneof the Air Transport Command or Military Transport carriers.

The press made such a ruckus about a dog possibly taking the place of a service-man, that orders from Washington were issued: No dogs under any circumstancesshall be carried on ATC or Military transports.

Now the Battle of the Bulge was underway and since so much snow had fallen onNorthern Europe, it was almost impossible to rescue the casualties of battle,so orders were cut to pick up about a dozen dog teams, sleds and drivers thatwere based in Greenland and transport them to Prestwick and on to the battle area.

An Army Officer was ordered to Boston to requisition a C-54 for this task.When the Priority & Traffic people asked what the plane was to be used for,the Officer advised them that they were getting a "load of dogs. " Because ofthe recent "no dog" order, the P & T people suffered symptoms of apoplexy.The symptoms abated when an explanation for the need was given.

Now this flight proceeded to BW1 at the lower end of Greenland to pick uptheir canine load.

Meanwhile, back in Washington, the following crew were pre-flighted:

Captain H. W. Young First Officer W. M. PattersonNavigator A. Yelenosky Radio Operator M. C. HuthanselFlight Engineer W. R. McBride Flight Traffic

Clerk J. Patterson

Our C54 flight was routed to Goose Bay, Meeks Field, Prestwick and back bythe way of Meeks, Stephensville, Presque Isle and Washington.

There was quite a weather system following us to Goose Bay. When we leftGoose Bay for Meeks, we took on considerable ice in the climb and we had to useclimb power for about an hour until we broke out into the clear over theDavis Strait.

We also had an electrical leak in a loom and ran that engine on reduced powerSo with this mechanical along with the excess expenditure of fuel, we determinedit prudent to duck into BW1. The weather was clear.

At BW1, we landed shortly after the requisitioned C54 had left for Prestwickwith the dog teams. At that time, we found that they could get one less dogteam on that C54 than was desired.

We had room both in space and weight to take this team and driver, so it wasnow part of our manifest. We did have to delay a day and a half to replace theloom harness that caused us a problem.

On our departure, now direct to Prestwick, there was to be NO message senteven in code that might tip off the enemy about our cargo. But as sometimesthings go astray, some wag in the radio room at BW1 sent a message to the CO atPrestwick: "Expect Woof-Woof and attendants on Mess House Dog. "

When this message was received at Prestwick and passed on to the Base Com-mander, he determined that such a secret code could only mean that PresidentRoosevelt was on this flight. (At this time President Roosevelt was inNorth Africa).

23

FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (cont ' d)

So when we landed at Orange Field and taxied to the terminal, there were a scoreof MPs in white helmets and gloves standing at attention about six feet apart.Also, the long inclined loading ramp that was used on the other side of thefield for loading litter and ambulatory patients had been deployed to thisterminal. It was rolled up to the rear door.

There was genuine surprise on the face of the P & T officer as the door wasopened and a team of sled dogs was the actual cargo. It goes without sayingthat there was surprise, embarrassment , chagrin and egg on the face of a basecommander who really wasn ' t a great TWA-ICD fan in the first place!

From Harry Stitzel, Ex ICD/TW FRO: In the "Grapevine" there seemed to be adesire of organizing those who own their own plane and still do some flying.I have been flying for the past 25 years and have owned and maintained a 1963Mooney for almost 20 years. I kind of wonder if I am the only one who flewhis own plane to the get-together in STL. My wife and I put into the Fast STLairport just across the river from the hotel.

You asked for stories on first or interesting flights. My first check outflight was not too spectacular...Washington, DC to Natal and return on Stratsand C54s. I do remember it was a wonderful crew and I became acquainted with200 proof rum in the Borinquen PR Officers Club! That was in the fall of 1942.

Of interesting and spectacular flights...I had so many I don ' t know which totell first. Let me tell you of this one:

It must have been in the spring of 1943 or thereabouts at which time WinstonChurchill was in Washington, DC. (I have no record 's of my flights prior toSeptember 1943. The reason being we were not allowed to carry or make logsuntil then for reasons of security in event the plane and/or crew was somehowcaptured by the enemy! At least I think that was the reason. I do know thatin September 1943, I already had 711 hours of ICD time).

We were set up on this hush-hush flight out of Washington, with Capt. StanStanton and all of the crew had a sneaking idea we were to take "Mr. C" toAlgiers for an Allied Military pow-wow. Our briefing was for a route to Ganderto Gibralter to Algiers. When the plane was loaded however , no Churchill, justa bunch of Scotland Yard men and US Military brass. After takeoff, we weretold "Mr. C" was making the trip to Gibralter by PanAm flying boat. We wereexcited about the flight. One reason being the leg Gander to Gibralter wasquite a long one (for those days). However, I remember the C54 had auxiliaryfuselage fuel tanks. Not long after take off Gander, I noticed my radio brief-ing material indicated a broadcast station in Gibralter. For some reason,even now, I remember the frequency of that broadcast station as being 832kc!I reached up into the cockpit and tuned the ADF to the frequency and got a goodmusical signal. When placed in ADF position, the ' ole ' Bendix ADF needle im-mediately swung around to dead-ahead. I tapped Stan on the shoulder and pointedto the ADF and said, "Gibralter. " He looked at me with a "you ' re kidding '

expression. We held onto the station the entire flight.

We got to Gibralter, landed on that one long runway extending out into thewater at each end, and all of us being ' beat by about 20 hours in the air(un-pressurized) and all the preflight time on the ground at Washington.It was midmorning and after a little look around at the Rock and a bite toeat, All of us passed out on army cots in a Niesen type hut. "Mr. C" was notto arrive until some later hour.

24

FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (cont ' d)

I don ' t know how long we were in the sack when I, and all the rest of the crewwere awakened by the damndest noise you ever heard! We got up and almostjammed the door of the hut trying to get out. I think we thought the base wasunder attack. Above us, the sky was covered by exploding shells and smoke.A Limey soldier, on seeing us; quickly ran over and said, "Don ' t worry...theyare only showing Mr. Churchill how well the Rock is defended! " It seemed that"Mr. C" had arrived and after a tour of the Rock, the Base Commander decidedindeed to show him how well the place was defended by putting everything he hadinto one overhead cloud. This included all their artillery plus some kindof rocket group stuff that was tied together with chains. The object being tosnare, if not hit the airplanes. Boy, did they scream!

Not long afterwards, we were alerted to get ready and stand by our plane.Now we thought we would fly Churchill, but no...upon arrival to our plane, wefound parked along side of us, a Lancaster or a Hastings bomber converted to aplush pax carrying job...I think it was called a York. This was to carry "Mr. C. "

We loaded our pax and stood by in the cockpit of our C54 waiting for "Mr. C"

to arrive. Soon several jeeps arrived carrying the Prime Minister and manyBritish Officers who got out and stood at the cabin door of the York."Mr. C" shook hands with all of them and after mounting the steps to the cabin,hesitated, and then came down the steps again and walked about 100 ft. to wherethe driver of his jeep stood at attention and shook hands with him. "Mr. C ' sud-denly accumulated lots of Brownie points with all of us at this point.

Not long after takeoff, we were flying in loose formation with the York whenthree British fighter planes appeared off our left wings. Hurricanes, by thelooks of the large scoops on their bellies. Half-way to Algiers, they disappearedand were replaced by three P39s who escorted us into Algiers. These were the onlyP39s I remember ever seeing in the European theatre. I believe most of them weregiven to the Russians.

Three pleasant days were spend in Algiers which seemed to be an importantAllied shipping port. The city and the harbor were covered by barrage balloons.

When we were alerted to depart, we did not know who we would carry until Generalof the Armies, George Marshall came aboard. Our flight was planned directly ac-cross the Sahara to Accra, (Do you know they have hail storms over the Sahara?)Then to Ascension Island to Recife, to Belem in the middle of the night andthrough bad thunderstorms over the jungle. We got a little rest in Belem andthe next day, it was on to Antiqua, Bermuda and into Washington, DC.

It was a very tiresome trip with the long hours without sleep, high altitudes,and of course the stress that was with us most of the time because of thewar and pioneering effect of it all in those days. However, in this lastrespect, I guess it was noting compared to what Churchill and Marshall had toput up with. As we approached Washington, DC, General Marshall came up andthanked us all.

Larry K. Welch reports that his most exciting flight was on a trip fromIdlewild to Paris. He begins:

First, let me say that this account is all from memory and it happened sometwenty-five to thirty years ago. When I retired and moved to Florida, the

25

FIRST FLIGHTS, MOST EXCITING, MOST MEMORABLE (coned)

movers lost the box with all my log books, and never found them. I can ' tremember the names of the First Officer, Radio Operator or Engineer, but Ido remember the name of the Navigator, who was Rathbone.

It was a Connie flight from New York to Paris, with a stop at Shannon. I took300 gallons of fuel over and above the flight plan load, and as I remember, wefiled for 17,000 ft., but due to traffic, we were held at 13,000 ft. We wereon instruments most of the way with just small breaks and light turbulence , withsome light to moderate. The navigator could not get a good fix. We had lighticing with some light to moderate. Everything was routine, we thought, untilwe were able to get a fix (radio direction finder), which showed us to be aboutone hour south of course. We headed for Shannon, and later broke out into theclear. Shannon was CAW. About five minutes from Shannon, we were advised thatit had gone zero-zero in fog, and that there were only two places open on thecontinent. (I presumed they meant within our range, which was London and St.Eval (Land ' s End) England.)

A quick check revealed that London was out of range, and St. Eval would beawfully close...we would just make it or run out of fuel!

Shannon advised us they were unable to contact London, and for us to give ourflight plan for St. Eval, to London on HF. The radio operator keyed the informa-tion to London.

Shortly after passing over Shannon on the way to St. Eval, we hit a front andhad thunderstorms with rain, sleet and hail, turbulence and icing, and as Iremember it, it lasted about a half hour.

Over our first check point, we tried to contact Shannon on VHF, but withoutsuccess. The radio operator advised us that our VHF was out, so we gave ourtimes and estimates to London by key. We heard nothing from London theentire time.

As we approached St. Eval, we let down to initial approach altitude, crossedover the cone of silence, went out the approach leg (over the ocean), made aprocedure turn, crossed over the range and let down to land. As I remember it,we broke out of the clouds at about four hundred feet, and I believe just as webroke out, the runway lights came on.

We parked in front of the station and St. Eval ' s ground crew put a ladder tothe door, and the cockpit crew climbed down, and as we did EACH ONE OF US KISSEDTHE GROUND! (Pope John Paul had nothing on us). The Station Officer told methat they had received notice we were proceeding to St. Eval just before theyturned on the runway lights. The passengers climbed down the ladder, and hadcoffee and sandwiches. St Eval treated us in royal fashion.

To make a long story shorter, when we received a clearance and fuel load toParis, the Engineer sticked the tanks to determine how much fuel we had,and he was unable to get a reading on any of the tanks.

The rest of the trip to Paris was routine, except that we went VFR, as St. Evalhad no prop alcohol. (St. Eval was an RAF Fighter Station, and never used it),We were out of alcohol. We started out at 800 ft., and gradually climbed to2,000 feet, as I remember it.

26

BITS AND PIECES FROM GORDON (PARKY) PARKINSON

May even go back to the Speakers circuit. The trouble with the "circuit" is that thefarther away you go the more you get paid and if it's possible to go on TWAI pick up some revenue for TWA. I gave it up when the wife took ill almostseven years ago. It's quite remunerative but always requires travel - hometownboys don't get paid money except by companies.

There's not much news re the Company. If you get the Wall Street Journal youprobably read that Icahn made 100 million bucks by buying AT&T and just sellingit. The thing that worries me is Icahn's plan to take the Company private.The bond holders are disturbed for if successful he will take out his 450 millionbucks he used to buy the Company with junk bonds, also some more millions,and we will then be in a condition where we have over 2 billion bucks of liabilities- what with the ups and downs on the airline business, that could be real critical.

Had a call that Al Jordan died this afternoon (September 5th.). He was a pastpresident of the Seniors Club and a wonderful gentleman. I think you know hewas Vice President of the overhaul base. Later was moved to 605 where he retired.He was also on the Board at Valpariso University. He came up in the Companyfrom the bottom.

Enclosing an article on Pete Oliver who has Lou Gehrig's disease. Also, itlooks like something must be catching with Lake Quivira water as in additionto Pete Al Knudsen was painting his house, fell and broke his leg so he's sittingaround home with his leg in a cast. Moe Hansen has had two stops in hospitaldue ulcers, now home and doing fine but no golf for a time.

Re Hal Blackburn: Blackie enclosed a picture recently taken. Left to rightit is Bob Blackburn, Richard Korf, Blackie, Earl Korf and Greg Korf. Blackiealso added, "You don't know but Earl and I had a great airplane job for theCIA after I was 60. Earl was a radio operator for TWA.

27

Parky sent this song written by Hal Blackburn:

SONG OF THE AIRLINE PILOTTo the tune of"Bless 'em All"

(obviously)

Bless 'em all, Bless 'em allThe long and the short and the tallBless all the Captains, so true to their wivesWe buried the last one in Nineteen-Oh-Five.

We are pilots so brave and so boldOf that you don't have to be toldWe're fearless and gallantAnd loaded with talentAnd nickels we clutch til they fold.

Bless 'em all Bless "em allThe long and the short and the tallBless our fly girls, those angels in skirtsTo hell with the cabin, the cockpit comes first.

We face danger with nonchalant grinsOur hero is old Erroll FlynnWe starred in some dramasWith infra-red camerasWe're sorry we sinned, Bless us all!

Jim Bergman/The Cincinnati Enquirer"This is the captain, folks. Thanks for your patience. The tower tells me we're now fourth in line for takeoff."

28

"Twas the night before Christmas, when all thru the port,Not a creature was stirring, not even Shackelfort.The advisories were hung on the bulletin board with careAnd the forecasts read not a flight in the air.The agents were nestled down on their kneesAnd the only sound was "Come seven, please".Frannie Bright made seven passes and her point was eightShe talked more to the dice than she would to a date.

When out on the ramp there came such a clatterThat I sprang to the window to see what was the matter.The moon on the breast of the new fallen snowGave a lustre of mid-day to Flight Two below.When what to my wondering eyes should appearBut Andy Rahm with the gas truck hitched to 8 tiny reindeerMore rapid than eagles his coursers they cameAnd he whistled and shouted and called them by name"Oh Ralph, Herb, John, Shifler and JoeOn Robert - now keep your nose out of the snow!".

As dry leaves before the wild hurricane fly,"C'mon, let's meet Flight Two" was the agents loud cry.So up the front loading steps Earl Bartmen flew,With his arms full of baggage, mail and express, too.As Maxine Roth opened the door and was turning aroundDown the steps came Ray Wells with a leap and a boundThe boss wasn't expected, you could tell at a glance,As the agents were out of uniform - some had holes in their pants.A bundle of express Gene Keefe threw on his back,And grunted and snorted like a train off the track.

A stump of a pencil Odie held in his handBut the pouches wouldn't agree with the 08 worth a damnSo the ship was unloaded with the usual careWe found not a pouch, but George Burns was there!In his hands was a pouch and his expression was gloatingAnd he said, "Now will you guys follow standard loading?".

So the agents danced around with shouts of delight,While Parky called long distance and cancelled the flight.CHS ceased operations,His personnel sent up cheers.Pat Gullup went haywire and called up in tears.But he could do nothing, LS was closed tight.Thank God only once a year.Comes such a night!

CIRCA 1943* * * * * * * *

Re the above: Parky says it was read by Stan Phillips in 1943 at the Christmasparty held at the Bevo Mill Restaurant in St. Louis. I flew over with Ray Wells,Pat Gallup and George Levering. The CHS refers to Charley Sessions who wasSTL station manager. Ray Wells was Division Superintendent at the time andPat Gallup was Systems Operations Manager. I was a Flight Dispatcher.

29

TWA

SALE

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ENCE

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tel

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ansa

s Ci

ty,

Miss

ouri

Febr

uary

20-

22,

1939

Head

tab

le:

Otis

Bry

an,

Harr

y Kraft, Paul Richter, T. B

.Wi

lson

, La

rry

Frit

z, V

ince Conroy, Jack Frye,

F. G.

Wils

on,

Jack

Fra

nkli

n, S

teve

Wel

ch a

nd J

ohnn

y Gr

aves

.

The above picture furnished by

Bil

l Di

xon.

Bil

l sa

ys,

I co

uld

only

ide

ntif

y ab

out half of those attending.

Otis Bryan was Chief Pilot and

pro

babl

y wa

s le

ss t

han

30 y

ears

old

! Ja

ck F

rye,

I think, was 32. I doubt

if anyone there was over 35. I

ha

d ju

st t

urne

d 21

and

was

mar

ried

8 m

onth

s la

ter to June. Here it is nearly

48 years later, 41 of them wit

h TW

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r 3

war

year

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nd w

e ar

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ill

enjoying married life. We

have

bee

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ky.

Sorry we were unable to make t

he c

onve

ntio

n be

caus

e of

som

e la

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inut

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cess

ary changes in plans but will

do our darnest to attend 1988'

s af

fair

in

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I un

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tand

thi

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gat

hering in LAX was an outstanding

even

t."

President, ALPAChicago, Illinois

Dear Mr. Sayen:

Perhaps the CAB should be advised that certain subsidized carriers,at great expense to the taxpayer, have installed a string of saloons alongtheir routes. These saloons are for the purpose of giving preferential ser-vice to favored groups. The favored are card-holding members. Non-memberscan't get in the joints.

Supposedly these passengers are leaders in the arts and sciences,with a generous number of newspaper columnists. By their example of flying,the general public is thus lured to take to the airways. This is supposedto generate additional traffic. Management obviously attaches greater valueto whiskey than to service. They are firing mechanics and hiring bartenders.The hostesses employed in the saloons are paid up to $440.00 per month. Per-haps they are required to display more personality than the "garden variety"that fly. Sorts glorified "Bee" girls as it were. The pay differential , nodoubt, is earned.

It is doubtful that CAB has issued a waiver to these carriers forconducting a bar business. Changing the CAR is like asking a Bible scholarto rewrite the Four Gospels. The CAR is a product of years of careful studyand experience. They are not lightly come by - - nor lightly changed.

All of this poses no problem except that the Captain in Command ischarged under penalty of losing his job, to assure that no drunks are flown.Past performance indicates there have been cases of attempted rape, homicide,suicide, plus milder forms of misbehaviour by drunks furnishing their ownwhiskey. One can only speculate what is to happen with management pouringbooze down them for free.

Should investigation reveal that, by some hook or crook, the CABhas been induced to issue waivers for conducting bar operations, an alterna-tive must be sought. The responsibility for drunkenness in flight must beshifted from the pilots to the shoulders of those advocating it.

It is suggested that management station one of their personnel ineach saloon where they are "conditioning" the passengers for flight. Whenthey emerge to board the plane, each passenger will be given a balloon inwhich to blow his breath. (The cops use this method on drunk drivers.)Those found to be "loaded" can promptly be "unloaded". This process wouldbe a time saver. The pilots on these plush flights are pressed to make a

ten hour flight in the remarkable "scheduled" time of seven hours fifty-fiveminutes. While we are doing preflight duties, management could conduct thesobriety tests. Hence no undue delay of the U. S.Mail.

Should some of the drunks be cagey and elude management, the soberpassengers should have some protection afforded them. Keeping in mind thatmothers and children oftimes travel unguarded, their protection must beassured. An adequate number of straight-jackets, handcuffs, plus some calfrope should be aboard. The Captain in command can prevent violence ONLY ifgiven the tools to work with.

The pilots have protested this new scheme for generating traffic.Much like other pilot protest for safety, management is more than emphaticon what they regard as their prerogatives. They are apt to get extremelyemotional when pilots direct their attention to a self-induced violationof safety.

Another point in this preferential treatment of the elite is, itcould be considered "UNAMERICAN ". The sky tourist trade, while beingneither wined or dined, is the greater source of revenue. If it isCAVIAR AND CHAMPAGNE for the few, how l s about BOLOGNA AND BEER for themany?

Sincerely yours,

/s/ Amos GlutzAmos Glutz(Brother of Elmer)

It is true that a golfer beats himself. These ten tips will assure that result.

1. Line of sight: Always stand in the line of sight of the opponent -neverwhere he is unable to see you.

2. Putting: While the opponent is putting, the line of sight is most important.If you are asked to move do so but slightly. If possible, cast your shadowin his line or where he can see it as you move.

3. Carts: Cart management is probably the most effective tool fordesired results.

Stop your cart not over three feet from your opponent's ball. If asked to move,do so but not far. If not asked to move, on his backswing ask if the cartis too close. If not convenient to stop near his ball, drive down the fairway(in line of sight) and wait for the shout of "fore" ere you move. And always,but always, start up the cart as the opponent is on his backswing. You mighteven manage to run into him from time to time.

4. Laughs: Save your heartiest laugh for shots the opponent misses. Then remark(to fit the occasion) "Too bad, I see it behind that tree. Looks like it madethe lake, you should have skulled it, etc".

5. Sand Traps: Always follow the opponent into the trap to aid in identifyinghis ball. If he is buried, tell him that it looks like a fried egg. If notburied, get the rake and stand where he can see you. Two to one he will leaveit in the sand.

6. Movement: Movement is a sure fire way to cause a missed shot. While theopponent addresses the ball start a little slow walk behind him and do notstop. When he putts, practice yours. If you are holding the flag wave it.

7. Noise: Always employ some sort of noise as the opponent is shooting. Rattleloose change or tees in your pocket, be scraping mud from your shoes, tap onthe side of a cart, talking or whispering is excellent and never miss a chanceof telling him to knock it up stoney just as he pitches to the green. Thiswill get you a chilly-dip more often than not.

8. Proximity: Stay close to your opponent safely out of the arc of his swing.A most favored spot is at either shoulder as he putts.

9. Argument: Start an argument about rules, sex , politics or taxes. This willafford you an opportunity to tell him how stupid he is. Be positive in thisup to and including rudeness.

10. Questions: If all else fails (an insensitive opponent) start asking questions.How he grips his club? How he starts his backswing, downswing etc.? This willget him to thinking and then he is yours.

The above is not to be confused with sportsmanship. It is sportsmanship designedto win. When the time comes that you can not get a game, you have a choice,either quit golf or join a different club.

submitted by Judge Kuhn

33

THE TARPAGRAPEVINE

November 1987

October 1987 is upon us and fall has just come intobeing as I attempt to write this GRAPEVINE, beginningthe third year on this assignment. Great fun!

Spent a few days down at Hilton Head Island, SouthCarolina in August with wife Peggy and daughter Janisand Granddaughter from California. While there had anice chat with DON MINSKE who has been a Hilton Headresident for many years. DON and I flew at the sameschool in Albany, Georgia before joining TWA in 1944.His wife June and my wife went to High School together.DON stays active with a lot of golf and also a lot ofbridge. Says he has never made one of the TARPA con-ventions but plans on coming out to Tucson in 1988.He also runs across BOB WITTKE on the links.

Incidentally, I think Hilton Head would be a great placefor the 1990 Convention. It has much to offer. Goodhotels, good golf courses, tennis courts, beautifulocean, shopping, fishing, etc. They told me that skeetmight present a problem but suggested they might renta barge to float in the ocean for the sport. How aboutit? Anybody interested?

Although I never flew with KEN MIELKE as a Flight En-gineer, I remember him as an outstanding Instructor atthe K.0 Training Center. KEN passed away this past July.His widow, JEANNE sent a note to our S/T thanking himfor her Honorary membership in TARPA and for the con-tribution to the TWA Pilots Retirement Foundation in hisname.

HARRY STITZEL, ex Radio Operator, who has been afrequent contributor to the TOPICS writes abouta recent visit to Prestwick, Scotland, a place weall had visited often on ICD. He says:" The St.Nick Hotel looks exactly the same but has beenmodernized extensively inside. The management re-membered the Gray sisters but they had been longgone. The rates at the hotel were above average.We stayed at a bread and breakfast place. TheBobby Jones in Ayr is gone. The airport at PWKis big but quiet..kinda overflown by the jet age.

(cont'd)

R. M. Guillan1852 Barnstable Rd.

Clemmons, N. C. 27012919-945-9979

34

no indication of the golf course or the Club house that used to beoperations nor anyone who could remember it."

From KATIE BUCHANAN: " Enclosed my check for $2.00 for a TARPA lapelpin.I thought the convention in Anaheim was a big success and I havewritten to Jack Miller and offered my help in the hospitality roomor wherever I'm needed at Tucson next May.Buck would be so proud of TARPA and I am very happy to be a part ofit.

My best wishes to you and Jeanne."*******

From FRED RICHARDSON, EAGLE : "Almost forgot to send a check for '87.TARPA TOPICS is great--more news helps to remember things during my34 years with TWA. Thanks-I keep busy doing over all kinds of antiques-great fun. Best Regards."

Thanks Fred for your contribution. Much appreciated!

How many TARPANS went to Oshkosh this year for the annual FAA Air-show? One did that I know of. LANDIS (Capt. F. L .) SMITH writesof a great time had at the FAA Airshow at Oshkosh, Wisc. in August.He and wife KATHY particularly enjoyed the Air Adventure Museum,the "War Birds", Dick Rutan, Jeana Yeager and the "VOYAGER" and theworlds finest Aerobic Performers. Says he looked for fellow TWA'rsbut with 150,000 there that day, couldn't find any. The temperaturewas 105 degrees on the tarmac and the shade was hard to find. Le-fore departing Wisconsin, they had a day of salmon fishing on LakeMichigan.

The name JOHN ABIUSO may not be familiar to many TARPANS . JOHN re-sides in New Cumberland, Pa. and is a TARPA Eagle, having been apilot for TWA back in the '30s. He later joined All American Avi-ation Co. and flew the air mail pickup service in those trusty oldStinson Reliants. Remember them? He perhaps is most famous forhaving given our S/T, JOE MCCOMBS his first airplane ride in Sun-bury, Pa. when JOE was only 12-13 years old. That must have beenshortly after the Wright Bros made aviation history. Kidding aside,JOHN now, at age 83 is still an active pilot, owning and regularlyflying a G-109 motor-glider, of German manufacture. It has the ad-vantage of not requiring a tow plane to get aloft. He says thesoaring locations he visits in elude State College and Harris Hillin Elmira, N.Y. About the G-109, when it is in the power mode itcan fly cross-country at speeds of about 110 mph. Maybe some of theother soarers in our membership will run across him.

35

Although he was not a TARPA member, many of us knew or were familiarwith the name AL JORDAN. Al retired in 1975 as vice-president oftechnical services. He passed away on September 5th quite unexpect-edly. He had been with TWA for 42 years and since retirement alwaysattended TWA social functions, such as the Seniors Club, of which hewas a former President. His many activities included past Chairmanof the International Board for Missions of the Lutheran Church Miss-ouri Synod, the Federal Reserve Board of KC, board of directors ofValpariso University, Valpariso, Ind., of which he was a graduate.As Ole Olson put it, he never saw him without a sincerely friendlyface and a good word for everyone. Survivers include his wife Honorand three daughters.

From OLE OLSON comes this report: " On Friday the 25th I had thepleasure of playing in the Bob (Bear) Beck annual golf tournamentwhich is a benefit effort for Pete Oliver, the TWA pilot whoa is avictim of ALS. About 60 Kansas City and St. Louis active pilots andretirees turned out at the Lake Quivira golf course. Both MOE HAN-SEN and Pete Oliver showed up for the initial tee-off. They areQuivera residents."

OLE included and typed the following lists of participants.

BOB (BEAR) BECK ANNUAL GOLF TOURNAMENTLAKE QUIVIRA COUNTRY CLUBKansas City, MissouriSeptember 23, 1987

Texas Scramble - 3- and 4-man teams

Bear Beck Clint Parker GEORGE BORGMIER Tom HoskinsWendell Rone Wendy Elliot, Lowell French Fred WickeBill Crook Rich Nelson Gary Orlich Craig MooreheadCharlie Fritz RAY YOUNT(Maint.) Jerry McFerren Jerry RianiK. Fritz Rick Molinaro Jerry Healy Jim DavidsonSteve Pyle Bob Rafferty JOHNNY CLARK ROGER GERLINGMark Pyle ED RAFFERTY Tom Domville Don GerlingTom Hammack WARREN CANTRELL Steve Chambers Jim Norton

Gary Hruby Terry Ligget Bill Woods VIC WOLFTom Overman Carl Meyerholtz Ward Sligh DICK KLEINER

Max Overman OLE OLSON Ned Rychel Bob McIntosh Jim Richardson JIM PAXTON Wayne Hidalgo John Rogers CONY METCALF Gerry Buchanan HARRY HUNZEKER JOE BROWN John Kell John Gjovig Bob Borberg Dave Grant John Harding

Winners: John Keil / John Hardin / Cony Metcalf - 6 under parSteve Chambers - longest driveTom Hammack - closest to the pin

36

Here's something for the "What's it?" department.

Looks like DICK COLBURN is trying to figure out what it is too.********

From KATHERINE BOQUA (EDDIE) : She sends a thank you note to ourS/T acknowledging her Honorary membership and the contribution tothe TWA Pilots Retirement Foundation in EDDIE's memory. Also saysshe had a rather serious ailment shortly after EDDIE's death thatrequired eight weeks of radiation treatment but was able to take atrip to South America for a month which was a welcome change of pace.She enjoys reading and appreciates receiving TARPA (TOPICS).

Thanks for the kind words KATHERINE. (I enjoyed flying with EDDIE.)*********

Not many of our pilot friends have labored through a book publica-tion. One such person, though , is WALT GUNN, Captain Retired butnow W. H. Gunn , Ph.D. WALT has just had published, his book titled"The Joy of Flying" (How to Overcome Fear). He held his first"author's signing", wine and cheese meeting in Kansas City on Sept-ember 27th. WALT deals with the subject of AEROPHOBIA, the irra-tional fear of flying. In his "retirement" Dr. Gunn, Psy chologist,is presently Assistant Clinical Professor of Psychiatry at the Kan-as University Medical Center and Adjunct Professor of Aviation atCentral Missouri State University.

Look in your local book store for "The Joy of Flying". If they don'thave it write to Wings Publications, PO Box 161, Mission, KS 66201.Its worth reading.

37

Remember the early days of ICD with the layovers in Natal? HARRYSTITZEL writes of an amusing time in early 1943.

"We had another afternoon and evening free of flight duty. Thistime there was a group of us sitting on the veranda of the GrandeHotel drinking that sweet but good Brazilian beer and probablysmoking those wonderful Brazilian cigars, the only cigars I everenjoyed. The Grande was located on the main drag of town on theroad leading out to the airport. Our attention was suddenly drawnto down the road a piece leading to the airport. There was a paradeof jeeps and other open military vehicles approaching and who was inone of the lead vehicles but FDR! We all got up and waved and cheer-ed as he went by into town. We knew he had been over in the Europeantheatre on one of his pow-wows and probably returning at the time.

In Natal there were three houses of rather ill repute. The Ideelhouse, the Goodyear Club and the Wonder Bar. It was in the Won-der Bar that we all gathered that same evening. All of the activitywent on up on the second floor which had a back porch that over-hung the local river that came in from the ocean. It was not toelong and the place really got to jumping. I remember one of ourflight radio men, Orv Brockman, taking over the piano and the dinwas rally something but great. Right in the midst of all this funa bunch of Navy Shore Patrol men came barging in and in firm andfast order put us all out on the street. We did not know the reason..just that they said " We are closing the place, get out!" Downon the river one of the SPs finally told us why the ouster. Itseemed that those who made great decisions had decided the safestplace for FDR to spend the night for some rest was on a Naval shipon the river. I even remember the name...the SS Humbolt...somekinda naval tender ship. Anyhow, that evening the Navy had triedto entertain the President with a small orchestra on deck but allthe commotion and din from our party had completely drowned themout! After we found out the reason we got a big kick out of itand rather enjoyed the situation. Who else could brag of such adistinction? However the Humbolt should never had dropped itshook so close to the Wonder Bar, or was it for the convenience ofthe sailors?

Lets get back to that back porch on the Wonder Bar. It has beensaid that one of our illustrious Captains, a gentleman who hadblond hair and carried the nick name of a famous comedy strip heroof those days, entered the river via a route over the railing ofthat same porch. Like I said...it has just been said.

Again if any of you fellows are still around and were involved inany of the above situations please let me know. " Regards HARRY!

*******Seen that new Hardees commercial on TV where they have a jingle.."Heard it through the GRAPEVINE"? Didn't know we were that famous.

Peggy and I wish all of you a HAPPY THANKSGIVING, A MERRY CHRISTMASand a HAPPY NEW YEAR. See you all in 1988.

38

RETIRED AIRLINE PILOTS ASSOCIATION

The Federation of Retired Airline Pilots Associations

Our Al Clay is president of RAPA and Ed Hall is secretary.

The 1987 convention will be held on December 4,5 & 6 at the Marina InternationalHotel at Marina Del Rey, California. The room rate will be $60.00 single ordouble and is good for three days before and after. There is complimentarytransportation from the LAX airport. Those interested in attending shouldmake their own reservations. By the time you read this there won't be muchtime. There is a tear out form in the back here but would probably be betterto handle by phone.

Also, in the back is a form for applying for a RAPA tour of the west coastof California from Los Angeles to Seattle.

* * * * * * * *

Narrow-minded people who disagree with us usually have the misfortune ofof also being fatheaded!

When we become seniors we are more interested in seeing how long a car willlast rather than how fast it will go.

39

NOMINATIONS REQUESTED FOR ANNUAL TARPA AWARD OF MERIT

Nominations for the annual TARPA Award of Merit are solicited at this timefrom all TARPA members.

Criteria for this award may be found on page 84 of our directory. Paragraph1 states that the award shall be made only on the basis of theindividual's"Contribution to Commercial Aviation".

We would like to have as much biographical information and supporting materialas you can provide. If you don't have it, we may be able to search it outfor ourselves and the Board of Directors.

This recognition by TARPA has been give in previous years to Jack Frye, HowardHughes, Charles A. Lindbegh, Tommy Tomlinson, Harold, Bob Buck, Larry Decelles,Benny Howard and Paul Richter.

AWARD OF MERIT COMMITTEE: Orville Olson, Chairman, J. W. (Chick) Dyer and BillCooper. Ole's address: 10210 Mission Road, Overland Park, KS 66206. Telephone913 642 2778.

* * * * * * * *

CAPT. EDWARD G. BETTS, HISTORIAN & CONTRIBUTING EDITORFollowing are two articles by Ed, THE YEAR 1962 and LOOKING BACK SIXTY YEARSTO 1962. Your editor is most appreciate of Ed's contribution to our publication.We both went to work for TWA on the same day, 6 August 1945.

40

LOOKING BACK SIXTY YEARS TO 1927by Ed Betts

Except for the convenience of the round number the 60th anniversary (diamond) is generallyjust another year gone by (except for the airline pilot who has reached the magic age limitand has to retire). The pilots retiring this year (at age 60) were just born during 1927, thesame year when a number of our former TWA pilots were beginning their airline careers.Five of them, including two of our current TARPA members, had a 1927 seniority date andwere the ranking top five until 1941 and the others through 1947, when the resignations ofJack Frye and Paul Richter were effective.

During past anniversary celebrations there has always been an argument between airline PROdepartments as to which is the nation's oldest airline in terms of continuous service. Western(before the Delta takeover) generally was accepted as the oldest with a 4/17/26 date whenthey began their mail route (CAM #4) between SLC and LA. Much to Western's chagrin,TWA chose this same date for their anniversary celebrations, claiming that most of Western'sassets were a part of TWA when the merger of WAE and TAT-Maddux was culminated inlate 1930. It will be interesting to see who lays claim to being the oldest in the years tocome..,Delta ? There was always an argument among several TWA pilots as to who wasthe most senior. Despite the protests made when the first seniority list was published, in1934, the # 1 ranking went to Si Morehouse.

Silas A. Morehouse was born in 1898, and learned to fly in theArmy. His early years of flying also included some movie workand test pilot for the Fokker Company. He joined WAE as apilot and part time mechanic on April 1, 1927, flying the open-cockpit Douglas M-2 on the mail run. Si was the pilot on theinaugural flight, in 1928 when WAE originated their "Model Air-way " between LA and SF, using the tri-motor F-10 (Fokker). Healso was the pilot when WAE began their transcontinental service(fly by day, train by night) in June of 1929, a month beforeTAT began their 48 hour schedule. WAE flew as far as KC fortheir train connections to the east. Si was chief pilot for WAEand the pilot when they introduced the nation's first 4-engine

'Si Morehouse (#1) airliner, the 32-passenger F-32. During WW II Si was with theAir Transport Command in the Pacific Theater and retired as a full Colonel. Until he quit fly-ing in 1946, Si was always the senior pilot on TWA; a record which will be impossible to topso far as the pilot group. There are other records which will be hard to beat such as FrankieParent was always the # 1 Flight Engineer from 5/5/40 until he retired in July of 1971, andLee Flanagin's time as the most senior TWA employee (2/26 to 6/70).

Unfortunately, for the past several years, Si has been a victim of Alzheimer's disease and isnot aware of his 60th anniversary. According to his wife, Helen, his friends would probablynot recognize him as he has lost a lot of weight and grown a mustache during his stay in aVA hospital in Virginia.

Edward A. "Eddie" Bellande, until he resigned in 1941, was always listed as the # 2 pilot withTWA. He was born in December of 1897, and learned to fly in 1915 (an "Early Bird"). DuringWW1 he was an instructor for the Navy. Eddie was a well known test pilot in SoCalifornia andthe second pilot to go to work for Maddux Airlines. This was 10/2/27, when Maddux begana three times a week schedule from LA to San Diego (Dutch Flats) with the trimotor Ford. Heresigned from Maddux (but no loss of seniority) when TAT took to the air in July of 1929 and,with Lindbergh, flew the inaugural east and westbound flights as far as Winslow.

42

THE YEAR 1927

In February of 1933, Eddie and Lynn Berkenkamp were the pilots ona Ford flight when a serious inflight fire erupted in the cabin. Lynnwas unsuccessful with his attempt to snuff the fire with the hand ex-tinguisher and pillows. Meanwhile, with his head out of the cockpitwindow, Eddie made an emergency landing at Bakersfield with nearzero-zero fog conditions. The plane was completely engulfed inflames but all passengers were safely evacuated. For hiscourageousand exceptional handling of his aircraft and passengers, Eddie wasawarded the 'Air Mail Medal of Honor' by President Roosevelt...onlyseven of these medals were ever awarded.Eddie always flew the line while with TWA and in between flightsdid a lot of test flights for Jack Northrop, as well as get a degreein business administration during his spare time. In 1941, he joined

Northrop, and in 1943 he was with the Garrett Ai Research Corporation. In later years heretired as the Chairman of the Board. Eddie passed away of natural causes in late 1976.

Lewis W. " Lew " Goss was born 12/26/94, which makes him theeldest of our current TARPA members. Lew learned to fly in WW1as a pursuit pilot. On 11/11/27 he joined WAE as traffic rep-resentative and reserve pilot on their new mountain division...amail route formerly flown by Colorado Airways between Cheyenneand Pueblo via Denver. WAE used the bi-wing Stearman Model 4-D" Junior Speedmail" on this route. Among the pilots hired by Lewwho started their WAE careers on the mountain division were Melvin"Mo" Bowen and Royal Leonard. Lew was in charge of the newdivision and helped set it up, in 1929, when WAE entered the trans-continental race with TAT and several other airlines. When T&WAwas formed, in late 1930, Lew was the Division Superintendent forthe Western Region. Although Lew was in management during his

TWA career, he did manage to get a lot of flying time in on the Fokkers and Fords and otherequipment until he retired from flying in 1945, so far as the pilot seniority list...but continuedin other capacities until he retired from TWA.

The number four spot on the first seniority list went to then-companyvice president, Jack Frye. This was pilot seniority, as Jack wasalso the senior employee (the same as Paul Richter, Walt Hamiltonand Lee Flanagin) with a 2/3/26 date of hire; the day the AeroCorporation of California was incorporated. Jack was born in Marchof 1904 and learned to fly in 1924. at the BurdettAirport in the LA area.He later became a partner with Burdett Fuller and, in 1926, was oneof the founders of AeroCorp. Jack's pilot seniority date was 11/26/27,when their company subsidiary, Standard Airlines, first took to theair with tri-weekly schedules to Phoenix and Tucson. WAE later tookover the AeroCorp and Standard and Jack was the vp of operations, aposition he held when the new TW&A was formed. He became comp-any president in late 1934. Jack was a well known and popular pilot

and set numerous records with the Fokkers, DC-1, Gamma and Constellations before he resignedin early 1947. Jack was killed in an auto accident in February of 1959.

Eddie Bellande (#2)

Lew Goss ( # 3)

Jack Frye (#4)

43

THE YEAR 1927

Paul E. Richter, Jr., was a native of Colorado and born in Jan-uary 1896. He came to California to learn to fly in 1924 and wasone of Jack Frye's first pupils. Paul was an instructor with Burdettas well as a member of the Hollywood stunt teamed called the " 13Black Cats". As mentioned, Paul was among the founders of theAeroCorp with a 2/3/26 company seniority date and also had thesame pilot seniority date of 11/26/27, when Standard Airlines in-augurated their service. When TW&A was formed, Paul was a divis-ion superintendent and, in late 1934, took over Frye's position asvp of flight operations. Later Paul was promoted to Senior VP. Heserved with the Navy as a Lt.Commander during WW II , assigned totheir Transport Command. Like several others, such as Jack Frye,Paul couldn't put up with the Howard Hughes influence and resigned

in early 1947. Paul died in May of1949.

Although his seniority wasn't continuous, another TWAer who beganhiscareer in 1927 was Lawrence G. " Larry " Fritz. Larry was bornin August of 1896 and served in the Army during WW1, and took hisadvanced pilot training (along with John Collings and Earl Fleet) in1923. Larry became associated with Will Stout and the developmentof his all-metal (single engine) "Stout Pullman", the forerunner ofthe Ford trimotor series. Larry was the chief test pilot for Ford and,on 2/15/26, was the pilot of the very first Contract Air Mail flight(CAM#6) when Ford began airline service between Detroi t and Cleve-land. Another former TWAer, Dean Burford, was the pilot on Ford'sother CAM (#7) which began service the same day between Detroit andChicago. In mid-1927, Larry joined Maddux and helped him set uphis airline which began regular schedules in November of that year.

Fritz left Maddux in late 1928 to set up an airline in Texas (S.A.F.E.) and it wasn't until June1, 1930, that he re-joined the TAT-Maddux company and re-established his seniority date. Hewas also a division superintendent when TW&A was formed and later the vp of operations. DuringWWII he was head of the North Atlantic Division of the Air Transport Command and retired asa Major General. After the war, Larry was vp of operations for American until he retired. Larrypassed away in November of 1970.

Another TWAer who began his airline career in 1926 was Ernest L."Ernie" Smith, flying for Pacific Air Transport. Ernie was born in1894 and learned to fly in the Army during WW1. On July 27, 1927,Ernie and his navigator, Emory Bronte, made aviation history whenthey were the first civilians to fly the Pacific; from Oakland tothe Island of Molokai. They weren't the first, a military Fokkerjust beat them for the honor and this was just before the infamousDole Race from Oakland to Honolulu took place with the loss ofseveral aircraft and lives. Ernie joined Maddux on 1/26/29, whichplaced him in the # 15 slot when the first TWA seniority list was pub-lished. He spent a lot of his TWA career as a dispatcher and wasretired from the pilot seniority list in 1945. Ernie continued withTWA in the public relations department at SF until 1958, and

in 1952 made a trip around the world to commemorate his famous flight. He died in March 1963.

******HAPPY ANNIVERSARY*******

'Paul Richter ( # 5)

Larry Fritz ( #46)

Ernie Smith ( # 15)

44

THE YEAR 1927

There were a number of other former TWAers (or predecessorair-lines) whose airline career began in 1927. The dates aren't knownand the time (apparently) was never credited towards their laterTWA pilot or company seniority. Franklin Young had the strong-est protest when the first list was drawn, in 1934, that he was themost senior. Franklin, also a WW1 pilot, had been checked outand flying as pilot for Pacific Marine Airlines on their Curtiss fly-ing boats in late 1926-early 1927. This was a service between theLA harbor area and Catalina Island, 22 miles west. Western tookover the airline on June 15, 1928, which was the seniority latergiven to Franklin,with no prior credits. He protested this, butback in 1934, how did you argue with the company vice presidentor a pilot committee? Franklin was the first TWA pilot to retire

at age 60, on 1/1/54, and passed away in June of 1975.

Another veteran seaplane pilot who started with Pacific Marine andhad the same seniority date as Franklin Young was Halbert H. " Dutch"Holloway. Dutch had done a lot of local flying with charter andscenic work before joining the airline. For whatever reason, hewas always listed one number senior to Franklin (#8 on the first list)which was probably because he had more total flying time as pilot.In 1934, the criteria for seniority was first date as pilot on the linewith a trip, then total flying time and then prior company time.Dutch took over as the # 1 pilot following the resignations of JackFrye and Paul Richter, and was # 1 until he retired in December of1955. "Dutch" was well known on the ICD during the war, andshortly after the war helped set up Ethiopian Airlines. His advent-ures in mining for gold in Nevada were well known. He passed

away in March of 1986 at the age of 90.

Like the above mentioned Young and Holloway, C. LaMar Nelson'sTWA pilot seniority date didn't start until 8/26/29, when he joinedWestern Air Express. Nelson was also a WW1 pilot, shot down bythe Germans. In the post-war years he did quite a lot of moviework and barnstorming before joining the Ford company as a testpilot. In 1927, he helped Fred VanZandt establish Scenic Airlineswhich later became Grand Canyon Airlines. LaMar was a pilot-dispatcher (supervisor) during most of his TWA career, re-enteredthe military in 1941 and later retired as a Colonel. He passedaway in March of 1975, at the age of 81.

Although he was never on a pilot or f/e seniority list, Johnny Myersspent a lot of time in the right seat of the Maddux Fords and would

have been checked out as pilot if it hadn't been for "that damn code test" (the Morse code fora pilot license). John, the most senior of TWA's retirees, joined Maddux on 11/6/27 as amechanic. Mechanics (mates) flew on the flights in the copilot seat.

FrankIin Young (#9)

Dutch Holloway ( #8)

LaMar Nelson ( # 29)

4 5

THE YEAR 1962 and TWENTY-FIVE YEARS LATER

by Ed Betts

There have been numerous dates which marked the beginning of certain eras in the historyof TWA such as: its very origin in late 1930, the single-engine mail planes in 1931, theinfamous Air Mail cancellation in early 1934, the introduction of the DC-2s in mid-1934,the beginning of the Jack Frye years as company president starting in late 1934, the DC-3years which began for TWA in mid-1937, the introduction of the first 4-engine pressurizedairliner (the Stratoliners) in 1940, the war years and the ICD, the post-war years whenInternational began and the Connies were introduced and finally the jet age which began(for TWA) in March of 1959. All were important milestones, but none can compare withthe events which occurred in 1962 and the lasting affect it was to have for so many crewmembers. As a review to the situation at the time:

The British had pioneered the production of commercial jet aircraft (not including the turbo-prop jets) when BOAC introduced the deHavilland-built Comet 1 in May of 1952, flyingfrom London to South Africa. Following a series of disasters, attributed to structural failure,the planes were permanently grounded in April of 1954. The Comet 4 was introduced byBOAC on October 4, 1958, with simultaneous departures of "Delta Bravo " from London toIDL and "Delta Charlie" from IDL to LHR.

Three weeks later, on October 26, PanAm inaugurated their IDL-Paris service with theAmerican-built Boeing 707. National, using PanAm equipment during the off season, wasthe first domestic flight with the B707 when they inaugurated service, on December 10,from IDL to Miami. On January 25, 1959, American inaugurated their coast-to-coastnonstop service between IDL and LAX. TWA inaugurated their first B707 flight on March20, between SFO and IDL. This was with the 131 model which required water injectionfor takeoff, made a lot of noise and put out lots of smoke. United introduced the DC-8 ontheir SFO-IDL route on September 18th.

TWA, using the long-range B707 331, inaugurated service on the IDL-LHR-FRA run on Nov-ember 23, 1959 and the IDL-Paris-Rome route on December 3rd. Delta introduced thespeedy, but shorter range, Convair 880 on May 15, 1960. TWA was still handicapped by theHughes influence and the financing of jets etc., and its fleet of CV880s (twenty planesbuilt or on order) was sitting on the ground at San Diego. Crews had been trained andmany of them also were just sitting on the ground (with a flight pay guarantee) until finalarrangements were made between Hughes, the lending companies and TWA. On January12, 1961, the CV880s were introduced in mass with inaugurals between such airports as:IDL, ORD, PHX, LAS and LAX. These were the days before the 250 mph (knots) restrict-ion below 10,000' so that record-breaking flights between cities was frequent.

The financial arrangements, including a $275,000,000 loan for jet equipment, was made inDecember of 1960, when Howard Hughes agreed to have his 78% interest in the companydirected by a three-man trusteeship. These three included Ernest Breech, Irving Olds andRaymond Holliday (from Hughes Tool). In April of 1961, Breech replaced Warren Lee Pier-son as Chairman of the Board of Directors and Charles C. Tillinghast was elected companypresident. The "new look" included "Oz" Cocke (Sr.VP of Industry Affairs), Floyd Hall(Sr.VP and System General Manager) and David Crombe (VP of Industrial Relations). OtherVPs, from our TARPA members, included Ed Frankum (Transportation), Ray Dunn (TechnicalServices), Frank Busch (Equipment Retirement) and Larry Trimble (International-Paris).

46

THE YEAR 1962

Bob Mueller was Asst,VP of Flight Operations and Bill Dixon the Director of Flying. BillCampbell (until he retired later in the year) was Director of Operations at LAX, Urb Kampsenat MKC, Billy Williams at LGA and Jack Robertson at Paris. Chief pilots (DTM-F) were:Marv Horstman (LGA), Charles Swartzell (IDL), Ken Doherty (BOS), Larry Girard (EWR),Jim Wheeler (CHI, and later Jack Robertson), Hillery McClimans (MKC), Fred Austin (LAX)and Bill Townsend (SFO). Flight Engineers in staff included: Bob Keller and Jim Obertino(MKC), Frank Karshick (LGA), Tony Gatty (IDL), Norm Sorenson (CHI), Jack Evans (LAX)and John Host (SFO). There were a number of other men on special assignments such asflight test or aircraft acceptance. Ray Rowe headed the Training Department and Jack Frierthe Flight Training (the "Buddy Club").

For the short haul work TWA was very much involved with the French Sud Aviation Companywith orders for 20 of their twin-engine Nouvelle Caravelle with deliveries set for early 1963.This was cancelled in 1962 and orders were made with Boeing for 10 of their three-enginemodel 727s, with deliveries set for early 1964.

American had been the first to introduce the turbo-fan powered B707-120B on March 12, 1961.TWA had orders for 18 of the 707-131B model with 1962 deliveries, and during the interimleased 4 of the 707-720B model from Boeing. These were introduced on domestic schedulesstarting in July of 1961. The first 131B was introduced by TWA on March 27, 1962, whenBob Mabrey departed from SFO to IDL. The "Starstream" was powered by the Pratt & WhitneyDynaFan engines, 18,000 pounds of thrust each, which were the most advanced jet enginesever produced for commercial aircraft. They were also cleaner (less pollution), quieter, usedless fuel (and no water injection for takeoff) and a Mach .85 was standard for cruise (untilthe oil and fuel crisis, then Mach .82).

The long-range B707-331B model was delivered to TWA in November of 1962, and afterproving runs by Gordon Granger was first used on scheduled flights on December 8th, Flight840 nonstop to Rome from IDL. The advertised range of the 331B was a maximum 6,000 miles.Although it had the same engine as the smaller 131B, under certain conditions (such as a hotday and heavy load out of Athens or Cairo water injection was used for takeoff.

Starting in early 1962, TWA 's fleet took on a new look as the tails were painted with thenew logo; against the white background the block letters TWA had the two interlockinghemispheres.

As early as the fall of 1960, TWA (and Frank Busch) were very much involved in the usedaircraft business as certain of the piston fleet were phased out and others modified for futureuse. The FAA had set a 12/31/61 deadline for all scheduled commercial aircraft to beequipped with radar. The 749/749A Connies, to be kept, were fitted with radar and allof the others not equipped were up for sale, which included the 049, 1049A, 1049H (cargo)as well as the Martin 404s. The last Martin scheduled flight was on April 29, 1961 and thelast 049 (all-coach, 81 passenger) flew right up to the deadline of December 31st. Certainof the 1649A "Jetstreams" were converted to cargo.

TWA's fleet at the end of 1962, in active service, consisted of 70 jet aircraft including19 of the 131B model, five (on lease) 331B, fifteen model 131, twelve 331 and twentyCV880. The piston fleet consisted of: fifteen L1649A (passenger) and ten of the cargoversion, twenty four L1049G, thirty six L740/749A and one C-82 engine carrier.

47

THE YEAR 1962

There were a number of FAA certifications which took effect in 1962 that were importantmilestones. On May 15th TWA and PanAm jets were authorized for the lowest landingminimums ever (at that time) with a 200' ceiling and 1/2 mile visibility at the LAX, IDL,London and Paris airports. The captain had to be certified by the FAA for this low min-imum and a combination of flight director or auto pilot used for the approach. On October1st the Doppler Navigation System was certified for TWA's International flights, whichwas the beginning of the phase out program for professional navigators.

The combination of the 331B, Doppler and Loran made possible some pretty fast schedulesand flights on the polar routes as well as across the Atlantic. For example; in January1963, Orm Gove was the pilot on Flight 871 which made it nonstop from Paris to LAXin 11 hours and 12 min. Two weeks later he made the same trip in 10 hours 18 min.

The FAA extended the maximum time between overhaul of jet engines to 3,200 hours, morethan double allowed for piston engines. Other improvements or additions in 1962 was theinstallation of vibration monitors (a $338,000 cost for the jet fleet) and the DME (distancemeasuring equipment).

The first of TWA ' s "big three" terminal facilities, LAX, was formally opened and dedicatedin late 1961. It featured a 600' long checkin and ticketing area with an underground tunnelto the satellite gate area. The original concept was, instead of parking the aircraft headinginto the terminal, a parallel parking of aircraft so that two jetways could be utilized forthe handling of passengers (the front and rear door on the left side of jet aircraft).

The second of the big three, Idlewild (JFK), opened its first flight wing which could accom-odate single jetways for 7 aircraft to the public on March 19, 1962. The big openingceremony wasn't until May 28th when the main terminal building was completed and con-nected to the wing by a long concrete tube. The terminal complex, designed by famedarchitect Eero Saarinen, was hailed as the most modern and beautiful airport terminal in theworld. There was one problem which developed in later years and with passenger growth,it was not adoptable to the two tier level system for arriving and departing passengers.

Operations with jets had begun in 1959 at the Chicago O'Hare Field on a limited basis andthen gradually increased as the schedules were added. The TWA wing of the new terminalbuilding was opened on January 1, 1962, when Flight 800 (Harrison Finch was the captain)departed for Paris. Originally, aircraft were parked parallel to the ramp complex. Thelast piston flight departed from the Midway Airport on March 27th and all operations were thenfrom ORD. MDW, which was once the busiest airport in the world, became a virtual"ghost town" in the early stages of the jet age.

Washington - Dulles was formally opened on November 19, 1962, when TWA's Flight59 departed for LAX. The airport construction had been underway for over four years,starting with the plowing and leveling of more than 9,800 acres (three times the size of IDL)of Virginia countryside then owned by the government. It was a long drive from downtownDC to the airport, but for the pilots it was an ideal location with few obstructions and nocomplaints about jet noise plus three runways of 10,500' or longer. A unique feature, whichavoided the usual long walk for a passenger from the terminal to a gate for boarding aircraft,was the Mobile Lounge System of transporting them direct. The FAA-operated lounge carscost $232,733 each.

48

THE YEAR 1962

Other new or modified terminals with jerways which were put into operation during 1962were Phoenix, Boston, Dayton, Milan and Dhahran. Late in the year TWA ceased operat-ions at LGA pending an extensive rebuilding program and didn't reopen until July of 1964,which was a month after TWA introduced its B727 aircraft.

Although the building had been in use by TWA for some time, the Training Center locatedin downtown KC at 1307 Baltimore was officially dedicated to the late Jack Frye on April26, 1962. Among the dignitaries paying tribute to the aviation pioneer was former Pres-ident Harry S. Truman.

The year 1962 had more than its share of rumors of a possible merger with another airline.A carryover from 1961 was an offer by the Board of Directors of Northeast Airline to merge,but TWA's board rejected this in 1962 after careful studies. A possible merger with North-west was considered as this would make a round-the-world hookup plus the domestic routesof the two. The most persistant rumor was a merger with PanAm and on December 20, 1962it was no longer just a rumor as the Board of Directors of the two airlines announced anagreement, pending the approval of the CAB and the stockholders. The new airline wouldbe called "PanAm World Airways", with PanAm a holding company; Juan Trippe would bethe board chairman and Charles Tillinghast the company president. It never got to a voteof the stockholders as the CAB indefinitely withheld their approval because of the uncertaintyof the Howard Hughes interest, vote, etc. TWA had been, for some time, involved withintense litigation against Hughes Tool (and Raymond Holliday) with a $115,000,000 lawsuitclaiming damages suffered when Hughes had prevented the company from independentlyprocuring its own aircraft or the selection of same. TWA charged Hughes with violations ofthe Sherman Act and the Clayton anti-monopoly act.

The coming of the jet age brought about a complete new look to airports and facilities: run-ways, when possible, were lengthened and strengthened to accommodate the faster and heavieraircraft. Jetways replaced the portable steps to expedite loading and unloading passengersin all kinds of weather conditions. Jet fuel was plentiful and cheap, but required largerstorage facilities as well as separate trucks or underground fueling systems. The big unknownwas how well the faster jets would fit into the antiquated airway and local control systems.For about two years prior to the introduction of jets, TWA planning and dispatch had run"paper flights" to see how well the planes might fare during lengthy delays, holding orproceeding to a suitable alternate. Good alternates were scarce, ones with long andstrong runways, proper facilities for handling passengers and cargo, the availability of jetfuel (and distilled water for the B131 ) etc.

One of the biggest headaches to plague the major carriers, with one exception, was the crewcompliment issue on jet aircraft; namely the qualifications or license required for the personoccupying the third seat in the cockpit (the Flight Engineer's station). Long before the jetswere introduced the battle lines were drawn between the two unions involved (ALPA and theFEIA) which would eventually lead to strikes(or threat of) slowdowns and countless lawsuits.

The FAA had remained relatively neutral. Their first or original concern was that older pilotscouldn ' t cope with the fast jets and their thinking was an age 50 maximum, then age 55 andfinally the age 60 as allowed by their law. A number of the airlines chose to pay their olderpilots any monetary loss rather than check them out...but not TWA: if a pilot bid the jet andhad the seniority, he went to school.

49

1962

The ALPA had adopted a policy which mandated the third man in the cockpit be pilot qual-ified as well as having an engineer's license, the FEIA insisted on their own job securityas well as the requirement for an A&E license for the flight engineer. Per FAA policy, apilot could qualify for a f/e license without the A&E requirement needed by a non-pilot.

As a consequence the major carriers introduced their jet equipment with the only solutionpossible at the time, three pilots and one flight engineer. The major exception was Unitedwhich had already been using a policy of hiring pilots and training them as engineers. Thethird man, or 2nd Officer, was assigned limited duties such as looking out for traffic, readingthe checklist and certain radio reports. He could relieve the copilot, if necessary, but if hetouched the engineer's panel there was the threat of a grievance.

The negotiations between TWA and the pilots for a "jet contract" began on August 1, 1958,and went through the usual process of the Railway Labor Act with mediation and the circ-ulation of a strike ballot, and finally super mediation under the direction of Leverett Ed-wards, the Chairman of the National Mediation Board. Super mediation began three daysafter TWA introduced the B707-131, on March 20, 1959, and lasted until an agreement wasreached on May 22nd. TWA's pilot negotiating committee included Russ Derickson (chair-man), Joe Peterson, Vern Lowell, 'Hutch' Thurston and Al Heath (MEC Master Chairman).

There were numerous benefits in the contract with regards to retirement, duty rigs, vac-ations etc., but what interested the 'seniority most was what the various jets would pay. Notincluding company contributions to the pension plan, a nine year captain pay (85 hours,half day and half night) was about $2300 a month for the CV880, $2330 for the B707-131,$2437 for the B707-331 (domestic) and $2692 for the B707-331 International. Copilot pay,after the first year scaled from 49% to 64% of captain pay. The new position of 2ndOfficer was on a scale from 34% to 46% (after nine years).

One clause in the contract drew a red flag or immediate objection from the FEIA: the 2ndOfficer would have the opportunity to receive training by the company on his own time inorder to secure a flight engineer's certificate. The FEIA threatened to strike if this wasdone on company property and equipment.

There was also the situation as to who would occupy the jumpseat behind the captain whenan FAA inspector was aboard a scheduled flight, as far as the FAA was concerned the 2ndOfficer was not a required crewmember. The pilots of Eastern staged a strike from June 11to 21, 1960, in protest against the FAA decision as to their priority for the seat. Therewere a total of 7 strikes in the industry during the year, including a 3 day walkout by theTWA cabin attendants (although schedules continued).The first big strike over the crew compliment issue occurred on February 18, 1961, when the

flight engineers of American, Eastern, Flying Tiger, National, PanAm, Western and TWAstaged a simultaneous walkout in protest to a Labor Board recommendation that the pilots andengineers of United take a vote as to which union would represent both parties (one union inthe cockpit). Except for Western, the strike ended on the 23rd, when a Presidential Emer-gency Board was created to look into the problem. Western fired all of its engineers andbegan a gradual resumption of service starting March 1st, with "new employees" at the f/epanel.

50

1962

This industry strike by the FEIA occurred shortly after John F. Kennedy had been inauguratedPresident and his administration was quick to take action. Then-Secretary of Labor, ArthurGoldberg appointed a three-man commission to study the thorny problem and make theirreport within 90 days. The commission was headed by Dr. Nathan Feinsinger and includedKeith Mann and Richard Lester (who soon became ill and did not actively participate). Theirreport urged a merger of the FEIA and ALPA and the reduction from 4 to 3 man crew whichcould either be three pilots (one with a f/e license) or two pilots and one f/e with some pilotqualification.

In December of 1961 a strike by the TWA Navigators was averted when a Presidential fact-finding board made their recommendations of a three year phase out program and a $25,000severance pay for those terminated.

In 1962, under Secretary of Labor, Willard Wirtz, replaced Arthur Goldberg who had beenappointed associate Justice of the Supreme Court. Clarence Sayen had retired as the Pres-ident of ALPA and at the annual convention Charles Ruby won the election over John Carroll.ALPA was just about broke from the costs of the Southern strike and there was a great dealof dissention over the crew compliment issue. American pulled out of ALPA and went to athree-man crew without pilot qualifications for the f/e (and a 75 hour month). United hadalready been using the policy of hiring pilots and training as engineers back in the DC-6 daysso they were using the 3-man crews. National used the 3-man crew with an agreement thatthe f/e would recieve pilot training, at company expense, over a two year period. This leftTWA, Eastern and PanAm as the major carriers to settle their problem.

The TWA pilots were all set to strike on the night of May 5, 1962, but this was averted bya last minute agreement between the parties. Besides the usual pay raise and other benefits,the agreement called for a framework of future discussions regarding the crew complimentissue to begin June 18. The new contract also extended furlough recall rights from two tofive years .

A strike by the TWA flight engineers set for June 21st was averted when the representativesof TWA and the FEIA signed an agreement which would eventually provide for the transitionto a 3-man crew as well as 'grandfather rights' to the f/e seat by those currently employed aswell as on furlough status. The FEIA dropped their demands for the A&E license as part ofthe f/e requirement. PanAm eventually accepted the TWA policy, but the flight engineersof Eastern ran into a lot of trouble. They went out on strike on July 23rd and operationsbegan on July 22nd without them. All but about 100 of the 600 involved were permanentlyout of a job.

Negotiations between TWA and the FEIA, and TWA with ALPA, continued for over threemonths before a final agreement was made on September 24, 1962. Attorneys for TWAincluded (outside council) Jessie Frieden and Asher Schwartz for the FEIA. So historicwas this labor agreement the principals involved (but not all) were presented to PresidentKennedy, in the White House, by Secretary Wirtz for his congratulations. RepresentingTWA were David Crombe and David Spain, ALPA by Russ Derickson and Barney Rawlingsand the FEIA by Sam Dietrich and Gordon Clare.

This agreement was to have a lasting affect with the flying careers of a great many ofTWA's flight deck crews, particularly the 'grandfather clause ' guaranteeing the f/e seatto the A (currently employed) and A-1(furloughed) flight engineers.

5 1

THE FEINSINGER AGREEMENT THROUGH THE YEARS

Basically, the agreement followed the guidelines as recommended by the Feininger Commiss-ion for the orderly transition to the 3-man crew. Flight engineers would be given pilot train-ing, on company time and company expense, as well as a brief checkout on the equipmentinvolved. Upon the completion they would be placed on the system pilot seniority list atthe end of all pilots hired prior to April 15, 1957, including those on furlough. Those notopting the pilot training (and it was a small number) would be given a liberal severance allow-ance when there was no longer any piston-type plane in TWA's operation. The f/e with pilotqualifications (and a certain age limit as set by the company) could bid copilot vacancies andeventually check out to captain status. Those failing the latter would be terminated. Allfuture hiring would be pilot qualified, trained as f/e (without the A&E requirement) and theirpilot or f/e seniority would be behind all of the A and A-1 group.

At the time of the agreement there were a total of 688 flight engineers protected by the 'grand-father ' clause, including 75 in the A-1 or furlough catagory. Fifty of the A-1 group did notaccept recall for whatever reason. A total of 622 were employed which included 566 on theline, 45 in management or training and 11 on special assignment. Pilots numbered 1428 whichincluded: 72 in management or training, 408 bid captains and 119 regular reserves, 421 firstofficers and 98 reserves, 230 2nd Officers and 48 reserves, 8 on special assignment and 32reserve officers. The actual number of men on furlough is misleading as there were 66 who hadpostponed recall and were on active duty in the military, and never did return to TWA. Thefurlough had started in November of 1958. Flight engineers, when recalled, lost all time onfurlough such as: Ralph Jones, the junior man of the A-1 group to rejoin the company, wasoriginally hired on 4/29/57 but his ' adjusted seniority ' was 7/31/60.

Until TWA became an all-jet airline, in 1967, there were separate seniority lists (and unionrepresentation), one for the pilots and the other for the f/e. As a f/e completed pilot train-ing he was added to the pilot list, after those hired prior to 1957, but still in his same relat-ive f/e position. In the years that followed a total of 119 were to be checked out as captain.It wasn't until October of 1963 when TWA started hiring again, the "new hires " were pilotsand trained as engineers (on the Connies) and were added to the bottom of both seniority lists.A total of 86 men were hired in 1963 and barring any further attrition 63 will be receivingtheir 25 year pins in late 1988.

There were a number of the original flight engineers who already had a pilot license, whichsaved the company a lot of training expense except for the brief equipment checkout. On12/1/62 the first domestic crew (three man) was Grant Nichols, Dan Neal and AI Brick. Thefirst 3-man International crew was Mel Kassing, Bob Voss and Zsig Vince. With a 3-mancrew the men received a 64-minute hour for pay and credit, the beginning of the trend towardsa 75-hour month. Also, for each pilot-qualified engineer on the jets, one pilot and one1st Officer (by seniority) would automatically received the same 64-minute hour.

The first combined pilot seniority list was issued in July of 1964. Joe Bartles was # 1, AlBrick was # 1500 (Frankie Parent hadn't completed his training), Don Roberts (the junior ofthe engineer-pilot qualified group) was # 1810 and Larry Ganse (hired 6/29/64) was # 2081.The 1966 pilot contract, effective in 1967, brought about the 75 hour month (the last Connieflight was on 4/6/67) as well as the merger discussions between ALPA and the FEIA. The1/1/67 pilot seniority list contained everyone: Ted Hereford was # 1, Parent # 1434, Jones#2068 and Walter Bradshaw (hired 12/16/66) was #3542. The peak year for the total crewsemployed was in January of 1970 with about 4,700 total, including many still in initial groundschool when the biggest and longest furlough began (until October of 1978). On the 1/1/70seniority list Larry Trimble was # 1, Parent # 1340 and Jones # 1963.

52

EPILOGUE THROUGH 1987

About mid-1978 there was a change in the nation's law with regards to forced retirement,age 70 became the maximum. For the flight engineer it meant he could keep right on fly-ing, but the FAA stood adamant on the age 60 maximum for commercial airline pilots. Therewere some initial complications (see A.T.Humbles' article in the May 1987 issue of the Topics)such as, for a pilot (retiring) desiring to continue as f/e he had to hold a f/e bid as well ashave the necessary license. At the end of 1981 there were 54 former pilots flying as f/e, theirrelative seniority for bidding privileges came after the original A and A-1 group, but beforethe "new hires " of 1963 and after. The old 'grandfather clause' also applied to the A and A-1group who checked out as captain and reached age 60 and chose to continue, their f/e seatwas still available with their old relative f/e seniority.

The merger with Ozark began in late 1986, which was anything but harmonious for their groupof 522 pilots (no flight engineers on their DC-9 equipment). Many of their ten-year captainscouldn ' t hold a copilot bid on the combined seniority list as, per ALPA policy, date of hireas pilot or f/e was the criteria. So far as a merger agreement it was 'take it or leave it' forthe Ozark group if they wanted a job. On the 1/1/87 combined seniority list there were 3343crew members listed, including 85 still on furlough (all Ozark). There have been quite anumber of retirements since (and other attrition) . At that time the first 8 were former pilotsover age 60 flying as f/e (a total of 10 in all), Vern Laursen (hired 11/26/51) was the # 1active pilot and Phil Morgan # 2. Both have since retired as pilots (Vern has continued asthe VP of Training) and Charles Lokey (hired 1/7/52) is the # 1 pilot on the system. GeorgeWays (1/25/43) is the senior f/e and #259, Tony Gatty # 260 and Bill Dunlop #261. As asequel, and assuming they don't take early retirement, George will be the very first to retireat age 70 (in July of 1988) and Bill will be the first TWA employee to ever receive a 50 yearservice pin (3/1/89).

On the combined list there were only two Ozark pilots who came ahead of the TWA pilotshired prior to March of 1957, and one has since retired. C.E. Ettel joined Ozark 9/8/53and was listed as #40, and is the senior pilot at the STL domicile. The Ozark 'seniority'began with those hired in 1957-1962 which meshed in with the 'adjusted seniority' of theformer A-1 group of flight engineers (and those flying as pilots). TWA dictated some add-itional terms to the merger. The Ozark pilots were restricted to the DC-9 equipment fora period of five years, which pretty much limits them to flying out of STL and not flyingthe higher paying equipment or flights such as the B767 trips to Europe, or continuingbeyond age 60 as f/e. Another TWA edict was that all of the Ozark pilots on furlough re-mained on this status during the periods of recall so far, despite the fact they might besenior to the TWA group recalled. The tentative plans are for the remaining 85 on furloughto be recalled some time in 1988.

As a recap, comparing the year 1967, when TWA became an all-jet airline, and 1987: in1967 the fleet consisted of 117 various model B707s, 26 CV 880s, 37 B727s and 20 DC-9s.In 1987 the fleet is 18 B747s, 35 Lockheed 1011s, 83 B727s, 10 B767s and 67 DC-9s (in-cluding the 48 inherited from Ozark) for a total of 213 aircraft. At the beginning of 1967there were 3642 men (still no women) on the seniority list, including 634 of the A and A-1group. As of 1/1/87 there were 115 of the former A and A-1 group still flying, including43 as pilot or copilot. Dr. Feinsinger's recommendations, as adopted in 1962, are stilla very important part of the TWA flight crew's life today.

53

THE YEAR 1987

A great deal has been written about the concessions the TWA employees have made in theform of wage cuts, vacations etc. For the pilots there were a number of changes in dutyrigs and other contractual items as part of the cost cutting program, including the eliminat-ion of the IRO on the polar flights etc. In late 1986 the pilots voted to extend their con-tract another five years, a record in the industry. There are raises scheduled in the futureplus a profit sharing program. It would be difficult, if not impossible, to compare today ' sflight pay scales to the original jet contract as there have been so many changes in otherbenefits such as vacations, sick leave, company paid retirement and insurances, duty rigs,guarantees, to name a few. The old contract was figured on an 85 hour month (255 quart-erly on International) whereas the present monthly pay cap is a variable as set by the company(per domicile, equipment etc.). Effective 1/3/87 the flight (including base) pay scales from2 to 15 years of service for all crew members with copilots percentages ranging from 50 to 70%of captain pay, and flight engineers ranging from 40 to 60.3%. Captain's pay (1/2 day and1/2 night) is $116.84 an hour for the B747, $106.55 for the L1011, $98.25 for the B767 and$92.51 for all B727 or DC-9 equipment. International pays an additional $4.80 an hour.There is also a two tier pay system with lower rates for those hired after 1/3/86.

It may be hard for TARPA members to imagine a TWA without crew bases at MKC or CHI, butthey will be closed effective October 1st for MCI and November 1st for ORD. The two havebeen satellite domiciles for some time to STL and there is always the possibility of them re-opening again in a satellite capacity (no management staff etc.). The "big picture " is forLAX to be an all-L1011 base with about 330 crew members, 1,500 to be based at STL and1,400 at JFK.

Another era is scheduled to end on or about October 1st when the Training Center locatedin downtown KC (1307 Baltimore) moves to the former Dining &.Commissary building at MCI.The two B727 simulators will be moved to STL (the former Ozark General Office building),where all B727 and DC-9 initial training will take place. Still located at the simulatorbuilding at MCI are the two L1011 and one B767 simulators, although the latter is alsoscheduled to be moved to STL.

Another cost-saving announcement by the company is the relocation of the corporate head-quarters from 605 Third Avenue to suburban Westchester County (about 30 miles north ofdowntown Manhattan) which will occur in late 1988.

On January 15, 1987, TWA announced that D.Joseph Corr had been elected president ofthe company. Mr. Corr, who joined TWA in April of 1986, became the 12th companypresident since it was first incorporated in 1930, and the 9th since the resignation of JackFrye forty years ago, in 1947.

Although the year 1986 ended with an operating loss for TWA of $75.3 million, the yearended with a very encouraging financial outlook for 1987. There was a fourth quarteroperating profit of $21.7 million, the best in the company's history and quite a turn aroundfrom a $91.5 million loss during the same period of 1985. There was a loss of $27.4 millionthe 1st quarter of 1987 (compared to a loss of $149.4 in 1986), but the 2nd quarter of 1987was a record-setting profit of $52.8 million. Maybe there will be some profits for the pilotsto share at the end of the year 1

The excerpts on the following page are from old domicile rosters which will give an ideaas to the rise and fall of the various domiciles in the past. The MKT and JFT are trainingdepartments when they were listed separately.

54

NOVEMBER 1948

MKC NYD NYI Cairo LAX SFO CHI BOS EWR DET TOTALSupervisor pilots 12 8 12 3 9 3 2 1 1 0 51Bid captains 146 20 76 13 46 28 24 13 38 15 419Reserve captains 25 2 1 16 9 3 2 11 1 70Relief pilots 79 12 91Copilots 194 26 79 13 69 33 33 16 39 15 517F/E Supervisors 2 2 7 2 1 14Flight Engineers 48 20 107 21 17 6 219Training pilots 7 7Training Engineers 6 6

TOTALS 440 78 350 42 163 91 68 42 89 31 1394Note: MKC captains include I00-east and 46-west. NY Int'I includes 18 pilots basedat Wilmington.

AUGUST 1959, THE BEGINNING OF THE JET AGEMKC NYD NYI LAX SFO BOS CHI EWR DET TOTAL

Supervisor pilots 10 7 5 6 3 1 2 1 1 36Bid captains 112 69 122 89 58 22 47 21 19 559Reserve captains 20 18 18 17 15 4 9 4 4 109Relief pilots 121 121Copilots 112 73 122 88 59 21 47 21 19 562Reserve copilots 19 15 14 42 37 1 9 2 5 144Supervisor f/e 9 4 6 4 3 2 28Flight engineers 102 70 239 112 72 15 41 3 7 661Training pilots 16 16Training f/e 17 17

TOTALS 417 256 647 358 247 64 157 52 55 2253

MID-1968, AN ALL-JET AIRLINE (as of May 1967)

MKC MKT NYD NYI NYT LAX SFO CHI BOS EWR TOTAL

Supervisor pilots 8 11 9 9 3 8 8 5 2 2 65Pilots (all) 222 70 205 238 7 233 163 112 40 36 1326Copilots (all) 243 199 266 237 164 107 43 38 1297IRO 6 11 1 7Supervisor f/e 6 7 5 7 7 8 7 2 2 1 40Flight engineers 183 77 208 232 7 240 168 64 39 33 1251Reserve officers 3 79 1 2 1 3 89

TOTALS 665 165 705 758 24 727 523 291 129 110 4090

JULY-1987, BEFORE THE CLOSING of MKC & ORDMKC MKT JFK JFK-T LAX CHI STL TOTALS

Staff 0 7 11 2 4 0 9 33Pilots 56 15 449 1 110 41 522 1194Copilots 48 440 110 41 509 1148Flight engineers 52 4 384 1 108 40 139 728

TOTALS 156 26 1284 4 332 122 1179 3103

Note: none of the above includes management at 605, those on leave or special assignments oron furlough. As of July 1, 1987 there were still 85 pilots (f/e) on furlough, all former Ozark,another 85 on leave and 75 had retired or left the company. Also the MKC or MKT statisticsdo not include flight crews based there for training, such as "new hires"

55

TRANS WORLD AIRLINES, INC. AND SUBSIDIARIES

10 YEAR COMPARATIVE STATISTICS

1962 1961 1960 1959 1958 1957 1956 1955 1954 1953FINANCIAL STATISTICS (000 omitted)

Operating Revenues:Passenger....................................................... $ 347,791 $312,158 $329,229 $301,638 $248,119 $231,0 77 $210,279 $189,231 $174,228 $159,878Mail .................................................................. 21,199 16,057 15,600 13,543 12,196 11,636 11,468 10,387 13,022 12,349Freight, Express and Excess Baggage ......... 26,890 25,092 22,545 18,064 14,610 14,958 14,774 14,605 13,671 12,657Charter............................................................ 2,617 3,965 6,038 12,367 5,889 1,641 1,697 1,304 1,172 452Other ............................................................... 4,472 5,181 4,938 2,846 4,027 4,352 2,176 1,904 1,578 1,885Total Operating Revenues............................ 403,029 362,453 378,350 348,458 284,841 263,664 240,394 217,431 203,671 187,221

Operating Expenses:Wages and Salaries ...................................... 146,545 140,444 133,450 125,579 115,245 110,476 100,725 84,758 77,100 73,906Depreciation, Amortization, Obsolescence. 57,262 58,072 37,470 34,076 31,631 26,764 20,480 20,276 21,554 23,465Other............................................................... 192,228 175,951 191,384 171,540 138,340 130,963 123,320 100,822 82,340 79,032Total Operating Expenses .............................. 396,035 374,467 362,304 331,195 285,216 268,203 244,525 205,856 180,994 176,403

Operating Income or (Loss).......................... 6,994 (12,014) 16,046 17,263 (375) (4,539) (4,131) 11,575 22,677 10,818Net Income or (Loss) after Taxes ................. (5,704) (14,745)* 6,473 9,402 (1,764) (1,558) (2,327) 5,407 10,336 5,064Net Income or (Loss) per Share ..................... (.85) (2.21)* .97 1.41 (.26) (.23) (.35) .81 1.55 .76Operating Ratio (ratio of Expenses to

Revenues).................................................... 98.3% 103.3% 95.8% 95.0% 100.1% 101.7% 101.7% 94.7% 88.9% 94.2%

Selected Balance Sheet Items:Current Assets............................................... 136,231 109,222 112,983 86,574 80,178 70,108 65,566 41,733 38,046 43,670Current Liabilities......................................... 101,711 88,225 76,567 81,601 64,687 64,855 47,113 32,910 33,957 43,015Net Working Capital ..................................... 34,520 20,997 36,416 4,973 15,491 5,253 18,453 8,823 4,089 655Flight Equipment (Net) ................................. 329,472 302,037 256,418 114,611 130,827 143,641 83,191 87,822 52,078 65,053Other Property (Net).................................... 34,661 35,385 38,334 30,850 30,370 28,433 20,017 15,760 12,931 13,049Total Property and Equipment (Net)........... 364,133 337,422 294,752 145,461 161,197 172,074 103,208 103,582 65,009 78,102

Stockholders' Equity ..................................... $ 81,624 $ 87,328 $126,042 $119,568 $110,166 $111,931 $ 70,299 $ 72,621 $ 67,207 $ 56,804Shares of Common Stock Outstanding......... 6,674 6,674 6,674 6,674 6,674 6,674 3,337 3,337 3,337 3,333Book Value per Share.................................... $ 12.23 $ 13.08 $ 18.89 $ 17.92 $ 16.51 $ 16.77 $ 21.07 $ 21.76 $ 20.14 $ 17.04

OPERATING STATISTICS (000 omitted)

Number of Revenue Passengers ................... 5,863 5,521 5,818 5,882 5,057 5,200 4,795 4,393 3,904 3,431Miles Scheduled ............................................. 110,853 104,277 108,787 113,775 116,099 120,346 111,005 98,979 89,787 83,600Revenue Miles Flown.................................... 110,108 103,381 110,213 119,587 117,753 118,636 107,480 97,249 89,087 81,142Revenue Passenger Miles ............................ 5,681,244 5,243,246 5,659,767 5,672,701 4,592,675 4,396,498 3,977,405 3,502,931 3,212,629 2,888,169Available Seat Miles Flown.......................... 11,150,555 9,523,113 8,925,500 8,071,178 7,256,163 6,985,286 6,202,455 5,405,489 4,767,750 4,109,628Revenue Passenger Load Factor .................. 51.0% 55.1% 63.4% 70.3% 63.3% 62.9% 64.1% 64.8% 67.4% 70.3%Revenue Ton Miles Flown:Passenger ....................................................... 546,706 503,787 545,781 545,279 442,153 422,320 382,288 336,832 309,051 278,432Mail.................................................................. 51,720 39,392 36,548 30,334 25,981 24,080 23,869 23,677 23,506 19,676Freight and Express ...................................... 107,557 91,982 70,607 62,439 41,789 41,613 41,901 41,253 37,129 34,672Excess Baggage.............................................. 4,350 4,648 5,195 5,063 4,366 4,401 3,722 3,259 3,336 2,927Total ................................................................ 710,333 639,809 658,131 643,115 514,289 492,414 451,780 405,021 373,022 335,707Payload Factor (Ratio of Revenue Ton

Miles Flown to Available Ton Miles) .... 44.81% 47.47% 53.99% 62.6% 57.8% 57.2% 60.7% 61.8% 64.2% 65.7%

*BeforeSpecial Item

56

TWA NEWS

As a result of discussions held with Captains Angie Marchione and John Gratzof ALPA, Captains Ron Reynolds and Clark Billie are confident that TWA willbe able to conclude a leasing agreement with ALIA [Royal Jordanian Airlines]for two L1011-500's. These aircraft would be flown by TWA flight crews inservice between CDG-AMM-DEL and FRA-AMM-BOM. Service could begin by mid December1987 and continue for up to three years. Both aircraft would be in TWA colors.

TWA plans to recall the remaining pilots on furlough starting on or about thefirst of January 1988. The pilots will be recalled at the rate of approximately12 to 15 a month. Letters to the furloughees will be sent out around the firstof November.

TWA's on time performance improved in August. Piedmont was the consistentleader in both departures and arrivals with 83% on departures and 77% on arrivalswithin 15 minutes of schedule.

The total number of TWA pilots that have been removed from the seniority listfrom 1 January 1987 to 31 August due to normal/early retirement, medical andresignation is 90. We now expect only about 150-160 total for 1987.

All LAX cockpit crew members will receive transition training on the L1011to be completed by the end of 1987.

TWA is still interested in establishing a JFK 747 Satellite in LAX. This issuehas been discussed with local ALPA representatives to no avail.

The MCI and ORD domiciles will close this fall. TWA has asked ALPA to considersatellites in both cases.

System wide 767 time will be moved to STL with a planned target date latein 1988 or early 1989. A plan to move the 767 simulator to STL is being considered,however, no date has been established.

TWA systemwide revenue passenger miles flown in August were 14.9 percent higherthan in the same 1986 month reflecting a 32.3 percent gain in InternationalRPMS and a 4 percent domestic increase. Available seat miles were also 14.9percent higher and load factor was unchanged at 72.7 percent. Emplanementsrose 31.1 percent on a 20.5 percent Domestic increase and a 32.8 percentInternational increase.

The Company will meet with the IAM re their request for an interim wage increase.

Forecast revenue block hours for 1988 show an increase of approximately 30,000hours over 1987. 1988 caps will average approximately 80 hours.

A TWA Boeing 767 enroute from SFO to STL was unable to extend the right mainlanding gerar upon approach at STL. Crew elected to land at Scott Air ForceBase with the nose gear and left main gear fully extended and the right maingear retracted. Aircraft landed on the runway center line. Wings were heldlevel as long as possible before lowering the right engine nacelle to therunway approximately 2400 feet before the aircraft came to a stop with theright engine nacelle just off the right edge of the runway. The entire crewperformed in an exemplary manner. TWA thanks everyone for a job well done!

57

John M. Miller12030 Dry Gulch Place

Tucson, AZ 85749

July 31,1987

Cap't A.T.Humbles

Dear A. T.

Some information about the 88 convention for thenext of subsequent TARPA TOPICS to use in part or all.

I have been informed that the Hotel "SHERATONTUCSON EL CONQUISTOR GOLF AND TENNIS RESORT" are re-decorating the lobby and entrance to the resort; alsoare opening a mexican restuarant to make a grand totalfive complete eating places. This in addition to thethree lounges.

They have two eighteen hole champship golf courses,one executive course, sixteen lighted tennis courts,two swimming pools, health spa,and racqetball courtsfor the more sports active.

Room rates are $45.00 single or double and golfis $25.00 each including carts.

As I mentioned before the resort is about one hourand forty minutes from the Phoenix airport via I-10 andabout thirty minutes from the Tucson airport. AlsoArizona Central has a deluxe bus shuttle service fourtimes a day from PHX airport to Tucson at $15.00 each.

Other amenities of Tucson include the Pima AirMuseum (where a TWA o49 with original markings isparked), along with a Wright brothers duplicatedflying machine and about 100 other various aircraft.Sonora Desert Museum(local animal & flora) OldTucson (Theme Park) movie location.

We have the Gaslight Theatre and restuarant forold time melodrama, and hot air balloon rides in aballoon larger than the Goodyear Blimp at 10 storieshigh and lasting one hour at 4000 feet with crystalflute of champagne at end of the ride.

A very large full shopping center 5 miles duesouth of the hotel and Nogales Mexicosouth on a very good highway.

only 70 miles

58

Regards,

Jack Miller

CC: Russ Derickson

Dear A. TI've volunteered to help Jack Miller with the trap and skeet shooting next

May for our convention. Joe McCombs suggested I get a letter off to you beforethe next issue of TARPA TOPICS.

The Tucson Trap and Skeet Club is 10 miles west of Tucson on old AJOhighway. We have 18 trap fields and 12 skeet fields, 5 of which have lightsfor night shooting. Should anyone wish to practice out here during the winter,club hours are 1 to 6 P.M. Wednesdays, 1 to 5 P.M. Saturdays and 10 A.M. to5 P.M. on Sundays. In addition we have monthly registered skeet and trap shootsplus several large registered shoots which are in the Trap and Skeet Magazine.

Any special questions I'll be happy to answer if they write or call me.Keep up the good job. Sincerely,

R. B. (Bob) Smith 6331 W. Bopp Road, Tucson, Arizona 85746

* * * * * * * *

This old fellow's bill in the restaurant came to $1.97. He placed two dollarson the plate and told the waitress the extra three cents was hers for a tip.The waitress said, "This is one of the finest things ever to happen to me.You are most kind and I am most appreciative and to show you my appreciationI want to read your palm". She carefully read his hand and said, I see that youare a very conservative gentlemen who never wastes anything". He agreed. "Isee that you have never been married, you are an old bachelor". The fellowagreed. Then she said, "And I see that your father before you was also anold bachelor".

59

NEW MEMBERS - WELCOME ABOARD ( Read across)

10-01-1987Page 1

( A) ANDERSON, CHARLES P. CAPT. (DONNA)

9 BEAVER STREET

SAN FRANCISCO, CA 94114

415-431-3019

( A) ANTES, JOHN F/O ( MARY)

11 OLD FARM CIRCLE

WAYLAND, MA 01778

617-358-2571

( R) BARNHILL. GARY D. CAPT.

217 IRIS

CORONA DEL MAR, CA 92625

714-673-1639

( A) BENECKE, GERALD J. F/0 (SHIRLEY)

2305 WESTCLUB TERRACE COURT

ELLISVILLE, MO 63011

314-458-1611

( A) BILLINGSLEY, KENNETH O. CAPT. (DOROTHY)

868 DIABLO ROAD

DANVILLE, CA 94526

415-837-2765

( RI BUSHEY, WILLIAM J. CAPT. (LILLIAN)

10221 OAKRIDGE CIRCLE

OVERLAND PARK KS 66212

913-649-9648

( A) CARR, Jr., EDWARD C. F/E (ELIZABETH)

769 E. WEAVER STREET

SIMI VALLEY, CA 93065

805-527-7391

( A) COLLINS, JOHN CAPT. (PATTIE JEAN)

31 HIGH STREET

CONCORD, NH 03301

603-224-2405

( A) CROSKELL, ROBERT W. F/E

BOX 839

PLATTE CITY, MO 64079

816-431-5909

( R) CUTLER. DONALD CAPT. (DOROTHY)

RT #1, BOX 191-C

LOUISBURG, MO 65685

417-752-3473

( A) ANDIA, FRANK R. F/E (JULIA)

8 KNOLL CIRCLE

LAKEHURST, NJ 08733

201-657-8275

( A) AYLWARD. Jr., JAMES J. CAPT. (PATRICIA)

ONE SEAL HARBOR ROAD, #214

WINTHROP. MA 02152

617-846-0667

( A) BELISLE. PHILLIP M. CAPT. (LESLIE)

3371 JACKSON STREET

SAN FRANCISCO, CA 94118

415-567-9921

( A) BENHAM, MYRON G. CAPT. (VIOLETTE)

7034 CASTLEROCK DRIVE

SAN JOSE, CA 95120

408-268-3030

( A) BINNS, THOMAS L. CAPT. (MAGGIE)

551 ROUTE 552

WAVERLY, OH 45690

614-947-4401

( Al CALLAGHAN, JAMES CAPT. (CORINNE)

23850 WOODHAVEN PLACE

AUBURN, CA 95603

916-268-1480

( A) COCKS, ROBERT L. CAPT. (JAN)

127 MIMOSA CIRCLE

RIDGEFIELD, CT 06877

203-438-5402

( A) COOMES, JOSEPH D. CAPT.

3803 CALLE LA QUINTA

SAN CLEMENTE, CA 92672

714-496-8172

( A) CUNNINGHAM, RONALD B. CAPT. (PEGGY)

5 SUDDEN VALLEY

BELLINGHAM, WA 98226

206-734-2607

( A) CUTLER, KEITH A. CAPT. (ANTOINETTE, "TONI")

450 VEGA TERRACE

FREMONT, CA 94536

415-796-3269

60

NEW MEMBERS - WELCOME ABOARD ( Read across)10-01-1987 Page

2(

(A) DEDMAN, ROBERT W. CAPT. (ILSE)

3728 LYNNFIELD DRIVE

VIRGINIA BEACH. VA 23452

804-463-2032

(A) DUNCAN, ROBERT W. CAPT. (SANDY)

1655 DUNHAM CIRCLE

THOUSAND OAKS. CA 91360

805-497-2002

( A) FICK, Jr., RUDY CAPT. (JULIE)

6604 W. 164th TERRACE

STILWELL. KS 66085

913-897-4024

( A) CATTY, ANTHONY V F/E (MARJORIE)

3 PROMENADE DRIVE

HUNTINGTON, NY 11743

516-692-7143

( A) HALLSTEIN, RAYMOND H. CAPT. (PATRICIA)

12513 SUMNER DRIVE

SARATOGA, CA 95070

408-446-5014

( A) IMMEL, RICHARD T. F/O (PENNEY)

3911 VIA DEL CAMPO

SAN CLEMENTE, CA 92672

714-496-4437

( A) KERN, Sr., CHARLES R. CAPT. (JANIS)

204 W. KENILWORTH

PROSPECT HEIGHTS, IL 60070

312-253-5453

(A) LAHN, ROGER CAPT. (JEAN)

2129 THREE KINGS COURT

PARK CITY, UT 84060

801-649-5343

(A) LEIGHTON, HOWARD J. FIE (SALLY)

2344 E. ORANGEHILL AVENUE

PALM HARBOR, FL 34683

813-784-3860

( R) MC KINNEY, DONALD E. CAPT. (BARBARA)

27531 BIG SPRINGS RANCH ROAD

HEMET, CA 92344

714-925-4309

(R) DOLAN, EUGENE J. FIE (NANCY JAYNE)

309 NORTH WYCLIFF

SAN PEDRO, CA 90732

213-833-5343

( A) ESCOLA, RICHARD D. CAPT. (ALICE)

7967 MEADOW DRIVE

WINTON, CA 95388

209-358-6707

( A) FULLER, III, EDWARD M. CAPT.

19524 SANDCASTLE LANE

HUNTINGTON BEACH, CA 92648

714-960-5739

( A) GORCZYCA , LOUIS F. CAPT. (MARIANNE)

84 FAIRLAKE

IRVINE, CA 92714

714-651-8180

( A) HIGGINS, JAMES E. CAPT. (CHERYL)

1471 LAUREL HILL DRIVE

SAN MATEO, CA 94402

415-573-6544

( A) KADONSKY, FRANCIS J. CAPT. (FRANCIS)

3414 SWEETWATER TRAIL

CLEARWATER, FL 34621

813-787-3058

( R) KOHRS, PERRY W. FIE (GEORGIA)

HCR 4, BOX 3800

REEDS SPRINGS, MO 65737

417-338-2025

( R) LEE, O. JERRY CAPT. (SHIRLENE)

RR *1

OZAWKIE, KS 66070

913-876-2444

(A) LONG, DAVID A. F/O (FAYE)

1491 BEREA CIRCLE

THOUSAND OAKS, CA 91362

805-497-8306

(A) MIKELS, WILLIAM H. CAPT. (NORA)

2602 TYLER

HUTCHINSON, KS 67502

316-663-4276

61

NEW MEMBERS - WELCOME ABOARD............ (Read across)

10-11-1987 Page 3

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(A) MILLER, NORMAN A. F/E (FRANCES)

1668 ALTA VISTA DRIVE

VISTA, CA 92084

619-724-5809

(R) O ' BRIEN, WALTER J. CAPT. (JOANN)

P.O. 80X 104, UPPER CITY ROAD

PITTSFIELD, NH 03263

603-435-6867

(A) OLSON, GRAHAM G. CAPT. (PHYLLIS)

ROUTE #6, BOX 145

ELKHORN, WI 53121

414-723-3368

(A) PELLETIER, LOUIS CAPT. (AUDREY)

13800 N.W. 72nd STREET

PARKVILLE, MO 64152

816-891-3485

( A) REDGATE, LAWRENCE T. CAPT. (JACKIE)

392 ASTOR DRIVE

P.O. BOX 105

SAYVILLE, NY 11782

516-589-8004

( A) REYNOLDS, RON CAPT. (CONNIE)

7 ISLAND DRIVE

EAST NORWALK, CT 06855

203-852-6933

(R) ROBY, STEVEN C. CAPT. (VIRGINIA)

176 WEST SHORE TRAIL

SPARTA, NJ 07871

201-729-2451

(A) RUSSELL, JOHN H. CAPT. (NANCY)

300 TIDEWAY DRIVE

ALAMEDA, CA 94501

415-522-2352

( A) SHIELDS, JOHN A. CAPT. (ROSE)

THREE IRVINLEE PLACE

EAST NORTHPORT, NY 11731

516-261-3913

(A) SIMMONS, ROBERT F/O (MARY)

P.O. 80X 185

CORTARO, AZ 85652

(A) NICHOL, NORMAN A. CAPT. (PHYLLIS)

126 SUN VALLEY ROAD

TOMS RIVER, NJ 08753

210-240-4275

(A) O ' GRADY, ARTHUR J. F/0

P.O. BOX 825

JFK AIRPORT STATION

JAMAICA, NY 11430

212-829-0591

( A) PAXSON, JOHN L. CAPT. (ELAINE)

41 SUMMIT STREET

NORWOOD, NJ 07648

201-767-5672

(A) PRINCE, CARROLL O. F/0 (MARIAN)

1301 NORTH PARKLAND

CLAREMORE, OK 74011

918-342-2340

( A) REUTER, NORMAN MR.

555 EAGLE DRIVE

P.O. BOX 5253

INCLINE VILLAGE, NV 89450

702-831-4551

( A) ROBERTS, WALLACE B. CAPT. (BETTY LOU)

405 AVENIDA GRANADA, UNIT #315

SAN CLEMENTE, CA 92672

714-498-3456

(A) ROOD, KLETUS W. CAPT. (LOIS)

12408 CHELWOOD COURT, N.E.

ALBUQUERQUE, NM 87112

505-294-4401

(A) SANDLIAN, DARRELL CAPT.

853 HEMINGWAY LANE

ST. CHARLES, MO 63303

314-447-1476

(A) SHUSTER, EDWARD- E. CAPT. (LAURA)

RD #1, BOX 548

CNTR. BARNSTEAD, NH 03225

603-776-5700

(R) SMITH, GLENN L. CAPT.

3243 LA MANCHA WAY

GREEN VALLEY, NV 89014

702-454-4536

62

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(H) STETSON, VIRGINIA MRS. (WESLEY H. "WES")

RT #2, BOX 282-K

BRENTWOOD, CA 94513

415-634-5782

( A) SULLIVAN, DAN F. CAPT. (JANE)

1483 LAUREL HILL DRIVE

SAN MATEO, CA 94402

415-341-8680

( R) TONER, Jr., EDWARD CAPT. (MARLENE)

52 NEWBURY ROAD

HOWELL, NJ 07731

201-363-0845

( R) VANCE, JAMES R. CAPT. (FRANCES)

3432 EAST MONTECITO AVENUE

PHOENIX, AZ 85018

602-956-1944

( A) WALKER, ERIC F. CAPT. (SHIRLEY)

4610 COUNTRY LANE

ST. ANN, MO 63074

314-428-8094

( A) WHITE, DAVID M. CAPT. (SUE)

3311 PHARAOHS LANE

SEBASTOPOL, CA 95472

707-829-5202

( A) WICKHAM, THOMAS J. CAPT. (JOAN)

320 CLIFFSIDE DRIVE

TORRINGTON, CT 06790

203-489-6764

( A) WILCOX, RICHARD CAPT. (CAROL)

RD #3, BOX 528

LEAVENWORTH, KS 66048

913-727-1704

( A) WISE, ANTHONY J. CAPT. (LINDA)

12 SOUNDVIEW DRIVE

STAMFORD, CT 06902

203-323-7413

(A) ZOLLMANN, JOSEPH J. CAPT. (SUSAN)

5621 POPLAR DRIVE

GLADSTONE, MO 64118

816-454-3454

( A) SULLIVAN, ARTHUR J. CAPT. (LAURA)

9 PINEWOOD DRIVE

STRATHAM, NH 03885

603-772-5302

( R) SYVERSRUD, EARL T. CAPT.

17171 BOLSA CHICA, APT #103

HUNTINGTON BEACH, CA 92649

( A) TYNAN, CRAIG CAPT. (MARILYN)

1156-D WESTALKE BLVD.

WESTLAKE VILLAGE, CA 91361

805-497-2962

( R) VAUGHAN * m, EVERETTE H. F/O (IRENE)

124 EAST TROPICANA LANE

LAS VEGAS, NV 89109

702-739-7385

( A) WALMANN, IRV FIE (LORRAINE)

6823 NORTH MICHIGAN

GLADSTONE, MO 64118

816-452-2021

( A) WICKE, FRED M. CAPT. (MARIE)

13115 S. LAKESHORE DRIVE

OLATHE, KS 66061

913-782-0036

( A) WIGGINS, THOMAS P. CAPT. (MARY)

301 CARRIAGE PLACE

MANHATTAN BEACH, CA 90266

213-379-6128

( A) WILLRICH, KENNETH W, CAPT. (JANET)

P.O. BOX 8716

INCLINE VILLAGE, NV 89450

702-832-0234

( A) ZIMMERMAN, LUTHER D. CAPT. (DELORES)

3125 SHREWSBURY ROAD

ALLENTOWN, PA 18104

215-433-7138

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( R) BAKER, CHARLES R. CAPT. (MARLENE)

8208 EAST REDFIELD ROAD

SCOTTSDALE, AZ 85260

602-991-5441

( R) BRADFORD, GERARD CAPT. (BEVERLY)

16 BILL HILL ROAD

LYME, CT 06371

203-434-2181

( E) COOPER, BERTRAND M. CAPT. (MARGARET)

13613 SPRINGDALE DRIVE

SUN CITY WEST AZ 85375

602-584-3826

( R) GWIN, ROY F. CAPT. (SHARON)

14400 TAMARAC DRIVE, N.W.

BOKEELIA, FL 33922

813-283-7680

( A) HIBBELER, GEORGE A. F/E

154 COLD SPRING ROAD, #24

STAMFORD, CT 06905

203-359-1230

( R) HUCK. ALBERT D. CAPT. (BETTY)

1910 PINE TREE DRIVE

PRESCOTT, AZ 86303

602-996-4212

( R) MICHEL, ROBERT W. CAPT. (MARION)

RD #2, BOX 222

STOCKTON, NJ 08559

609-397-3425

( H) PARKINSON, GORDON MR.

4117 N.W. WILLOW DRIVE

KANSAS CITY, MO 64116

816-452-1336

( R) RICHARDSON, WAYNE W. CAPT. (DONNA)

4022 KINGRIDGE DRIVE

SAN MATEO, CA 94403

415-572-1264

(R) SOLLMANN, ROBERT E. CAPT. (NOLA)

RT #14, BOX 1077

GRAVOIS MILLS, MO 65037

314-372-5132

( R) BERG, BRADFORD CAPT. (NELL)

175-8 U.S. HIGHWAY ONE

TEQUESTA, FL 33469-1922

305-744-8301

( R) CARROLL, JOSEPH W. F/E (SYLVIA)

APARTADO #182

CHAPALA, JALISCO

MEXICO

( HI GULLETT, CHARLES C. DR.

P.O. BOX 20398

VILLAGE OF OAK CREEK, AZ 86341

602-284-1943

(E) HARLIN, JOHN E. CAPT. (EDNA)

1815 BURROUGHS STREET

OCEANSIDE, CA 92054

( R) HODGES, MARVIN L. F/E

9857 E. VICTORIA LANE

TUCSON, AZ 85730-4410

602-296-5216

( R) MEYER, WILLIAM J. CAPT. (CLAIRE)

10014 WALNUT DRIVE, #202

KANSAS CITY, MO 64114-4405

( R) MOORE Jr., CYRIL J. CAPT. (ANITA)

777 KAPIOLANI BLVD., #1520

HONOLULU, HI 96813

( R) PLETCHER, PAUL PETER CAPT. (DEBBY)

4904-3 BETHEL CREEK DRIVE

VERO BEACH, FL 32963

305-234-8941

( R) SCHMIDT, CARL M. CAPT. (VICKI)

521 W. CITRACADO PARKWAY

ESCONDIDO, CA 92025-6412

619-745-2241

(H) STAHLBERG-BARTH, TEDDY MRS (PAUL STAHLBERG)

1002 BRENTWOOD PLACE

GENEVA, IL 60134

312-232-7249

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( R) STUESSI, B. KEITH CAPT. (LOUISE)

1908 ADRIEL COURT

FT. COLLINS, CO 80524

303-482-6814

( R) THOMAS, LOUIS F. CAPT. (ROSE MARIE)

673 AZURE HILLS DRIVE

SIMI VALLEY, CA 93065

805-581-4746

( E) TOMLINSON, D. W . CAPT.

3380 4th AVENUE

YUMA, AZ 85365 (WIN)

( H) TRISCHLER, MILDRED MRS. (DICK)

25071 EL CORTIJO LANE

MISSION VIEJO, CA 92691

714-830-4767

( H) WOODALL, MARGARET MRS. (CHARLES C.)

1400 SUNKIST - SPACE 168

ANAHEIM. CA 92806

714-491-0290

( R) TEASDALE, KENNETH R. F/E (JOAN)

111 SQUIRES ROAD

MADISON, CT 06443

203-421-3582

(E) TOMLINSON, D. W. CAPT.

1456 PINE STREET

SILVERTON, OR 97381 ( SUM)

503-873-8542

( R) TRAUDT, WARREN E. F/E (FLORENCE)

12561 CORONADO LANE

VICTORVILLE, CA 92392

( R) WOLF. EVERETT C. CAPT. (VIRGINIA)

2104 S.W. BUGHTON COURT

BLUE SPRINGS, MO 64015

816-224-0374

( R) YATES, KEITH E. CAPT. (MARJORIE)

9231 N. CORRAL LANE

CASTLE ROCK, CO 80104

From the 10 October 1987 issue of HUMAN EVENTS:

The Washington Post reported on September 25, for instance, that among theorganizations that have weighed in against the distinguished jurist (JudgeRobert Bork) are the Association for Retarded Citizens, the National MentalHealth Association, The Epilepsy Foundation of America and the United CerebralPalsy Association.

* * * * * * * *

65

Your editor described on page 50 to the TARPA TOPICS May 1987 issue,the exciting STEAMBOATIN' trip out of New Orleans. In August TARPANSRuby & Beth Garrett, John & Betty Happy, Don & Jan Lamer, Frank &Charlotte Mekcus, Jack E. Beth Miller, Lum & Bette Edwards, Ford & JanieBlaney, Jim & Marge Brogdon, John & Donna Emmerton did a little STEAMBOATINof their own aboard the Mississippi Queen only this time north out ofSTL to St Paul. We all had a great time including a song fest in thepaddlewheel lounge. It was a little hot (103) leaving STL but everyonecooled off a few days later when a cold front went through. Had a lotof fun reminiscing. Through the TWA Seniors Club we will have the sametrip that A. T. spoke off. The announcement will be in the Octobernewsletter. Here is the advance copy.

Mississippi Queen

Last January we had a STEAMBOATIN' cruise out of New Orleans on theMISSISSIPPI QUEEN. There have been many requests to do this again sothe company has made us another offer of 50% off the regular fare. Our7 night cruise will leave from New Orleans on February 5, 1988. At mile170 on the Mississippi River we stop at one of the many antebellum homesthat we may visit. Next stop is St Francisville, MS and a visit toRosedown Plantation. Then, on to Viksburg. On the return trip to NewOrleans we pay a call to Natchez and Baton Rouge. This particular cruiseis part of the Mark Twain celebrations with stories, performances, anec-dotes and tales including a fine Mark Twain impersonator who deliverscaptivating monologues. Shore excursions offered on board cost about $15are not included in cruise price. The Mississippi Queen is the largestover-night paddlewheel steamboat and offers many of the amenities oflarge cruise ships including 5 meals a day, sauna and nightly entertain-ment. It gives you an incredibly smooth ride never out of sight of land.Price of cabin is for TWO PEOPLE double occupancy. A $25 per personregistration fee will be added to cost of cabinCabin: AA A B C D E FPrice: 3045 2674 2191 2002 1708 1519 1036Deposit: 815 720 600 555 480 430 310Cabins: F (inside) and E (outside) lower bed, upperberth; D (inside) twin;C (outside) twin stateroom; B twin w/ veranda; A deluxe veranda suite;AA luxury veranda suite. Deposit must accompany registration. Make checkspayable to TWA SENIORS CLUB. Include FIRST and LAST names, full addressand telephone number. Send to E. C."LUM " Edwards, 651 Trueno Ave.,Camarillo, CA 93010

66

TWA SENIORS "CRUISE to the ORIENT"April 21-May 5, 1988

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