REPORT ON REUNION IN TUCSONMORE ON CONNIES by ED BETTS

JOHN B. (JACK) LECLAIRE — TARPA AWARD OF MERIT WINNER

TARPA TOPICS

PUBLISHED QUARTERLY BY THE ACTIVERETIRED PILOTS ASSOCIATION OF TWA

EDITOR GRAPEVINE EDITORA.T. HUMBLES RICHARD M. GUILLANRt. 2 Box 152 1852 Barnstable RoadBelhaven, NC 27810 Clemmons, NC 27012919 964 4655 919 945 9979

HISTORIAN & CONTRIBUTING EDITOREDWARD G. BETTS960 Las Lomas

Pacific Palisades, CA 90272213 454 1068

OFFICERS & DIRECTORS OF TARPA

JOE BROWN, PRESIDENTLLOYD HUBBARD, FIRST VICE PRESIDENTPHIL HOLLAR, SECOND VICE PRESIDENTJOE McCOMBS, SECRETARY/TREASURER

A.T. HUMBLES, SENIOR DIRECTORRUSS DERICKSON, DIRECTORBILL PROCTOR, ASSOCIATE DIRECTORAL MUNDO, ASSOCIATE DIRECTOR

ARPA is incorporated as a non-profit Corporation under the non-profitcorporation law of the State of Nevada. As stated in Article II of theBy-Laws , its purpose is social, recreational and non-profit, with a primaryoal of helping its members to maintain the friendships and associationsormed before retirement, to make retirement a more productive and rewardingexperience and to assist those active pilots approaching retirement withhe problems that are inherent in the transtion from active to retiredstatus.

P R E S I D E N T ' S M E S S A G E

June 30, 1988

As your new President, I am alternately honored, scared, flattered andapprehensive. Honored to have been chosen from among so many qualifiedretired pilots. Scared to have to fill Russ Derickson's shoes afterthe great job he has done. Flattered to have such respect from mypeers. Apprehensive that I may not be able to live up to theexpectations of those who elected me. I'll do my best. As my dear oldsainted Irish Mother would say, "Angels can do no more"

In the June 1984 issue of TARPA TOPICS, the newly elected President,Russ Derickson, quoted a history of TARPA. It seems an appropriatetime to review the formative years, especially for our newer Members,and update the history to record some of our later accomplishments.The following is quoted from Russ' letter.

"The beginnings are rooted in the Retired Pilots Association which wasformed in the late ' 50 ' s to communicate with the TWA-MEC on matters ofconcern to retirees. Phares McFerren was the first Chairman, followedby Chic Dyer, then Roy Van Etten. Although the committee was formed tohelp retirees as much as possible, the people who were still working atthat time were the real beneficiaries of the committee's activities.

In December 1976, Harry Mokler, who was Chairman of Council 24, wroteDave Richwine and said that, unlike some retired pilot groups, TWApilots didn't have a formal organization. He thought it was possibly agood time for "a title and active leadership".

At a Seniors Club meeting in Madeira Beach, Florida, Dave Richwine andCliff Abbott discussed formation of an organization and, on May 31st,Cliff Abbott sent a letter to retirees inviting them to join him atGlenwood Manor in Overland Park, Kansas for lunch on June 14th todiscuss forming a retired pilot's group.

All during 1977, there were letters back and forth between theinterested parties. In December 1977, Roy Van Etten, in a letter toretirees, called attention to the common problem of inflation andunderperformance of the B Plan and, among other things, said: "We mustbecome a more cohesive group and we must take the time to act". Hethen said that shortly he would attempt to put together a Quasi-formalorganization.

The First Annual Convention convened May 30, 1979 in Scottsdale, AZ.TARPA was a reality.

We have come a long way. Some names come to mind.Cliff Abbott who started the ball rolling.Roy Van Etten who set up the first convention.John Ferguson, our first President.Dave Richwine, who took over from John and served for two terms

during that formative time.Joe Tunder, a two term Treasurer and initial mover toward our tax

exempt status.

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Lofton Crow, who was our first Secretary.Alf Clay, able Editor of our indispensable TARPA TOPICS.

( Ed: We miss him!)Ray Craft, who served us well as Treasurer.Lyle Spencer, who handed me (Ed: Russ) the gavel after serving two

terms as President and once as Convention Chairman.Dean Phillips, now in his third term as Treasurer (Ed: 1984).

A. T Humbles, the super-worker of TARPA. He's some Secretary. (1984)Paul McCarty, who has provided us with so much statistical

information and performed the monumental feat of compiling our( Ed: first) Directory.

"Ole" Olson for helping us keep in touch and who also served asChairman of the second convention in Kansas City.

Ed Betts for reminding us from whence we came.Charley Strickler and Ed Kallina for their work on our By-Laws.Dick Colburn, Lyle Bobzin and Bill Townsend, convention Chairmenwho made it possible for us to have such good conventions, andCarl Dowling, who was co-chairman with Dick.

Working together, these men have contributed many hours to TARPAsometimes under trying personal conditions.

TARPA has done and continues to do many things:Through our TARPA TOPICS, we stay in touch with one another and

our past.When asked, TARPA provides alcoholic counseling.We maintain liaison with RAPA and provide information on RAPA

insurance and legislative activities. (Ed: TARPA now supportsits' own Supplemental Medicare and Life Insurance Plan)

We monitor fringe benefits and do what we can to improve thesebenefits.

The TWA Pilots (Retirement) Foundation and the Award of Merit wereestablished."

The 1986 Convention held at the Adams Mark Hotel in STL was chaired bySam Luckey. It was well attended and we had a great time.

In 1987, Phil Hollar chaired a "grand" convention in Anaheim, CA at theGrand Hotel.

This year (1988), we had the best turnout ever at the El Conquistadorin Tucson. Jack Miller did an outstanding job as chairman.

Russ Derickson (Uli's husband), our President for four years, broughtas over many rough spots and accomplished many constructive thingsincluding, but not limited to, a better rapport with TWA management andthe TWA-MEC.

A. T . Humbles is doing a tremendous job as Editor of TARPA TOPICS. We111 enjoy his finished product and his down-to-earth comments.

Phil Hollar continues to perform as 2nd Vice-President and Chairman ofthe Alcoholic Counselling Committee. Hope he's not too busy in thisarea.

Lyle Spencer has made many constructive suggestions as Past Presidentand Chairman of the By-Laws & Policy Committee.

Bob Sherman keeps us up to date on " B " plan performance.

Sorry to loose Hal Miller from the BOD. He has been a big help. LloydHubbard, as 1st Vice-President, and Al Mundo, as Associate Member, jointhe Board in 1988.

Only a few of us have any idea of the work hours and devotion ourSecy/Treas, Joe McCombs, puts on TARPA business. At least 4 hours perday, 6 days per week. I can personally vouch for this time anddevotion. All of our records, both financial and statistical, havebeen computerized. These records are in TARPA's computer at Joe'shome. Backup discs are kept in another location with a qualifiedoperator available in the event of an emergency.

We now have the best Retired Pilots Organization with 1549 Members.Recently, we reduced the Board of Directors from 13 to 7 members. Thishas reduced expenses for a BOD Meeting and has worked well since thechange.

TARPA now has its' own Supplemental Medicare Insurance Plan - the bestin the industry. Thanks to Capt. Ed Hall.

Present plans are to have our semi-annual Board of Directors meeting inSTL in early October. If you have any questions or suggestions foryour representatives, direct them to any Board Member.

Mark your calendar for future Conventions:1989 - New Orleans, LA - April 10 to 15th. John Lattimore, Chairman.1990 - Hershey, PA - April 7 to 10th. "Vic" Hassler, Chairman.1991 - Site not selected at this time. Russ Derickson may have a

plan.

Sorry this got so long! Though not intentional, I am sure I have leftout some deserving members. I'll try to give them credit in futureissues of TARPA TOPICS.

TARPA By-Laws, Article-II, Sec. 1. states:" The purpose of TARPA is social, recreational, and non-profit with aprimary goal of helping its' members to maintain the friendships and.associations formed before retirement, to make retirement a moreproductive and rewarding experience and to assist those active pilotsapproaching retirement with the problems that are inherent in thetransition from active to retired status."

We have a great organization. Let's keep it that way.

Brown

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S E C R E T A R Y /TREASURER REPORT

It will be mentioned elsewhere in this issue but I wanted to expressour appreciation to Jack & Jane Miller and their brood of workers fora very, very successful "Convention 1988". The price was right; theaccommodations and service were excellent; the hospitality of themthere "desert-livin' Tucsonites " was great and the congeniality ofthose attending the best. The 10th Annual was the largest to date.Without question, we all had a good time.

Although the Business Meeting activity, as reflected in the Minutesprinted elsewhere in this issue, consisted mainly of Committee Reportsand an interesting and humorous reflection of the "Golden Years" by BobBuck, the Board of Directors, meeting May 25th, were quite busy.

Major changes to TARPA Policy are reflected ( by italics) in the revisedcopy of the By-Laws & Policy printed in the 1988 ANNUAL DIRECTORY whichyou should have received last month but will be detailed here.

The AUDIT and the EXPENSE section of the Policy Manual have beenrevised and combined into a common section now referred to as FISCALPOLICY.

1. Annual internal audit of the financial records shall be completedby a Committee of two Members (other than the Secretary/Treasurer)with a report and recommendations (if any) to be submitted to thePresident 30 days prior to the next Convention.

2. The Secretary/Treasurer shall obtain a Fidelity Bond in an amountof $10,000. This policy is long overdue considering the amountsnow handled by this Officer.

3. Reasonable actual expenses including meals, hotels and authorizedtransportation (in addition to normal budgeted expenses) will beavailable for Officers, Directors and Committee persons whenconducting TARPA business. Possibly, this will encourage others tojoin the "business end" of TARPA affairs. Previously, thesepersons have been expending more than personal time on our behalf.

Para 3 of the RETIREMENT Section of the Policy has been revised torequest the TWA-MEC to select the TARPA President as Chairman of theMEC Retired Pilots Committee. Further, the President of TARPA shallrecommend to the TWA-MEC a qualified TARPA Member to act as " Observer "

at meetings of the MEC Investment Committee.

If accepted by the MEC, this will allow an Officer, familiar withcurrent internal activities of TARPA, to attend the MEC Meetings andthen allow the President to select a person, who might be morequalified in this area, to attend the meetings of the InvestmentCommittee. The ultimate goal would be to have a TARPA persondesignated as a full member of the Investment Committee with a voiceand vote.

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The Board, unanimously, agreed to continue TARPA's affiliation with theRetired Airline Pilots Association (RAPA).

The Board discussed the possibility of using "permanent" Membership

cards. Since the cost is minimal, Annual Membership cards willcontinue to be included with a dues return envelope in the Novemberissue of TARPA TOPICS. Hoping to reduce expenses (and labor), theaforementioned card & envelope will be stapled inside the NovemberTOPICS thus eliminating the use and cost of the large brown manilamailing envelope. My how time flies..... that's the next issue.

Financially, TARPA is in good shape. If you would like to receive acopy of the financial report presented to the Convention comparingincome & expenses for '86 & '87, drop the S/T a note.

Of concern, the recent postal increases raised the cost of mailing theMay issue of TOPICS by 44% per issue. An increase in postal rates wasanticipated when setting up the 1988 budget but not to this extent. Aplanned surplus for the year will be reduced considerably. Maybe, Isay maybe, this added expense will silence those few who objected tothe dues increase for '88.

Other minor Board action removed inappropriate portions of the FRINGEBENEFITS section; cleaned up language in the DUES section; approved astandard Expense Report form.

A major problem. The Board had difficulty finding an opportunity toisolate the watchful eyes & ears of "Mother Hen" Derickson. The Board,meeting in the "head" and hallways, approved a small token ofappreciation for the devoted four years of service by our incumbentPresident. The S/T, on behalf of the Membership, presented a pocketwatch to "Uli's Husband" at the close of the Awards Banquet.

Our thanks Russell. You have accomplished a lot during your time inthe barrel. Relax and enjoy. No need now to rush your daily walkswith "Oscar" (his dog); you can spend more time at the shooting range;you can skim the leaves and bugs off the new pool several times a day;possibly, even learn to cook in your spare time. I'm sure we will bein touch seeking your advice as Past-President. If you get lonely,give one of us a call.

With the additions to the Board of Joe Brown as President; LloydHubbard as 1st Vice-President and Al Mundo (coming on the Board as anAssociate Member) joining veterans Phil Hollar, A. T . Humbles, BillProctor and the undersigned, I know we have a group of dedicatedpersons who will continue to work towards improving the Association.

Stay healthy! Plan now for Convention '89. N Orleans April 10-15th.

McCombs,

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MINUTESGENERAL MEMBERSHIP BUSINESS MEETING

Sheraton Tucson El Conquistador Resort HotelMay 26 - 27th, 1988

May 26th Meeting called to order by President Derickson at 1:37PM.

Approximately 235 Members in attendance.

Guests: Dan Otten, RAPA Secy/Treas; Tim Crowley, NALAC Insurance.

Convention Chairman - Jack Miller. Welcome and last minutearrangements.

Secretary/Treasurer - Joe McCombs.Corrections to Minutes of 1987 Anaheim Business Meeting reflectingproper dates of 1986 Business Meeting. There being no furthercorrections or additions, moved by Vern Olson/Plumridge to acceptthe Minutes of the 1987 Business Meeting as published in the June1987 issue of TARPA TOPICS.

PASSED

Since 1987 Convention, 16 Members lost by death; 19 by delinquency.121 new Members in 1987; 28 new Members to date in 1988.

Retired - 1105Associate - 207Eagles - 117Honorary - 120 Total 1549

Finances in good shape. 44% postal rate increase in bulk mailingcosts justifies 1988 dues increase.

Tim Crowley - NALAC Insurance Program. Over 300 now insured within theTARPA Plan. Plan costs to Underwriter and Members satisfactory.New brochure will be mailed to all Members shortly. Attempts toimprove coverage will continue .

Retired Airline Pilots Association (RAPA) report was to be presented byAl Clay who passed away last week. Derickson announced that Boardof Directors reaffirmed affiliation with RAPA yesterday thenintroduced Dan Otten, Secretary/Treasurer of RAPA.

A. T . Humbles - TARPA TOPICS Editor

Alcoholic Counseling Committee - Phil Hollar. Continued success.

Investment Committee - Bob Sherman. Situation not as grim asanticipated when compared to October total market losses. Expect2% increase July 1st.

Mokler addressed Convention extending gratitude expressed by Al Mundo.

Motion to recess until May 27th by Happy/Phillips at 3:14PM.

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Business Meeting reconvened May 27th by President Derickson at 1:40PM.

President Derickson introduced Alonzo Morado, Administrative Assistantto the Mayor of Tucson. Mr. Morado welcomed TARPA to the City andpresented a plaque to the President. President advised, as is thecustom, the plaque will be presented to Jane & Jack Miller.

Convention Chairman - Jack Miller. Thanks extended to those Memberswho have devoted so much of their time to making this gathering asuccess.

President Derickson introduced Guest Speaker Capt. Bob Buck.Buck recalled his early days as a copilot injecting the philosophyof humor, precision, confidence and cockpit authority instilled byour predecessors and retained throughout our own careers.

dominating Committee Chairman - Harry Jacobsen.With the concurrence of other Committee Members, Moe Hansen & BartAnderegg, Jacobsen presented the following slate of Officers &Directors for the 1988-1989 term of office:

President............ . . . . Joe Brown, Jr.1st Vice-President . . . . . Lloyd Hubbard2nd Vice-President . . . . . Phil HollarSecretary/Treasurer . . . . . Joe McCombsSenior Director . . . . . . . A. T . HumblesAssociate Director . . . . . Bill ProctorAssociate Director . . . . . Al Mundo

There being no response to three requests by President Derickson fornominations from the floor (dead silence), motion by Granger/Schemelto close the nominations.

PASSED

Vote to elect slate of Officers & Directors as presented.PASSED UNANIMOUSLY

Dean Phillips expressed appreciation of the Membership to theincumbent Board and to those elected for the new term of office.

'WA Pilots Retirement Foundation - Harry Jacobsen. Appreciation ofcooperation by TARPA Members and line cockpit crew members. Adviseknowledge of a deserving person or widow needing assistance.

'resident Derickson thanks Membership and Board for cooperationreceived during his four years in Office.

here being no further business before this session, motion by Lindslyto adjourn 1988 Business Meeting at 2:30PM.

A A PASSED

JOSEPH S. BARTLES ALFIA J. CLAY, JR.13 May 1988 19 May 1988* * * * * *

RAYMOND M. DUNN RICHARD A. HEIDEMAN26 May 1988 18 February 1988* * * * * *

JOSEPH McPHERSON ARTHUR NELSON30 June 1988 27 June 1988* * * * * *

WALTER B. STOUT4 July 1988* * *

We have some very good obituaries of some of the above following this pagethanks to Ed Betts and others along with some good pictures.

Our hearts go out in sympathy to the surviving loved ones of those departedfellow airmen listed above.

Your editor found that in his work through the years on the ALPA Safety Committeeand over ten years as an ALPA Council Chairman that Ray Dunn was always mostcooperative and open in his dealings with us on our mutual problems.

Ed Hall has graciously consented to do an article on Al Clay but Jo Clay,Ed and I agreed it would be too rushed for this issue of TARPA TOPICS so weplan to have Al's picture on the cover of the November issue cover along withthe article by Ed. Captain Alfia J. Clay, Jr., will be sorely missed by usall. He was a true Southern gentleman and so dedicated to his fellowman.

* * * * * * * *

As your editor, I don't like to use all space so will take this opportunityto thank Ed Hall for his many years of work in our behalf as First Vice Presidentof TARPA, as RAPA LIASION, his fine work in the insurance area for the goodof us all and all the other things he did for the good of TARPA.

* * * * * * * *

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RAYMOND M. DUNN

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RAYMOND M. DUNN

by Ed Betts

Raymond M. Dunn, who began his career with TWA as a mechanic and thirty-fouryears later retired as the Senior Vice President, passed away on May 26. Hewas 74. TWA served about 20 cities and the DC-2 was a year old when Ray wentto work for the company. When he retired, TWA was an all-jet round-the-worldcarrier, and within a few months of inaugurating service with the Boeing 747.

Ray was born in New York City on March 2, 1914. His father, who was a detec-tive with the city's Police Force, died when Ray was age 14; his mother wentto work as an operator for AT&T. Ray played football for, and graduated from,the DeWitt Clinton High School in 1931. He attended the NYC University study-ing engineering (mostly night courses) while working for Curtiss Wright driv-ing a gas truck. His first big chance as a mechanic came in 1933 when he wentto work for a brokerage firm in Jackson Heights putting planes in workingorder so they could be resold. In 1934 he worked for Marine Air Transport, a3-man 3-airplane airline operating flights out of 157th Street and HudsonRiver to Providence, RI, and local scenic hops (such as a tour of the shipsin the harbor when the "fleet was in" for $5). There was a company president,one pilot and Ray was the mechanic. The airline's fleet consisted of 3 lightairplanes equipped with pontoons. The following year he worked for the NorthBeach Air Service operating out of Municipal Airport No.2 (LGA today).

On April 9, 1935, Ray went to work with TWA...the pay was 60¢ an hour, and hesupplied his own tools. For the next several years it was a nomadic life forhim as he was based at various stations such as MKC, PIT, STL and ICT workingas a mechanic as well as handling baggage, gassing the planes, tickets or anyother odd job to keep the planes moving. Ray's first license by the Depart-ment of Commerce (before the CAA or FAA) was dated November 9, 1935. Ray and"Frankie" Parent (also hired as a mechanic in 1935) once set an all-time rec-ord for changing an engine on the DC-2 in one hour. In 1936 "Tommy" Tomlinsonwas doing TWA's high altitude research using the Northrop "Gamma". Ray got toride along on several flights as an observer (taking notes of the 400 odd in-struments in the compartment located ahead of the pilot) as TWA prepared fora pressurized aircraft which could fly "over the weather".

In 1938, while based at PIT, he met and married Ann Anderson. In later yearsthey had three children: Tom, Martin and Patty. Later he was based at ICTas combination mechanic, passenger agent and radio operator. In late 1939 TWAfinally arranged (through Howard Hughes) the financing and delivery of the 5Boeing "

Stratoliners", the nation's first 4-engine pressurized airliner. Thiswas also the first to have a new station in the cockpit, the Flight Engineer.

There were 30 applicants from the TWA mechanic ranks for the new position, 5made it for the license, including (alphabetically...as there was no officialFlight Engineer seniority list until 1946) Al Brick, Ray Dunn, Lloyd Hubbard,Frank Parent and Fred Pirk. In addition to the extensive training on the air-craft and engine, they had to complete the course in Morse Code (16 words perminute) given by Howard K. Morgan. All five had a Flight Engineer senioritydate of May 5, 1940. The men had been assigned to the Boeing factory for thetraining and acceptance flights for many months prior to the delivery of theplanes to MKC. Ray was with Tomlinson on a delivery flight which was set upto go nonstop to MKC...however, since Ray had been away from home and had notseen his new son (Tom, born on April 29), Tommy made a stop at ICT for a veryquick visit. TWA introduced the "

Stratoliners" on July 8. In December Ray wasappointed Chief Flight Engineer by Otis Bryan, the System Chief Pilot.

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RAY DUNN

In June of 1941, TWA opened its "Eagles Nest Flight Training Center" (at ABQ)to train, under government contract, trans-Atlantic ferry crews on multi-en-gine equipment. Otis Bryan headed the operation and selected Ray as the ChiefEquipment Instructor. He returned to KC in August of 1941, as Chief FlightEngineer, continuing in that position until he was assigned as Training Su-pervisor of the Advanced School for Army aircraft mechanics. In December 1942he was promoted to Administrative Manager.

TWA received the final CAB authorization for a post-war international routein July 1945. It had been decided to operate the new International Divisionseparate from the Transcontinental Division; Ray was appointed head of Inter-national Maintenance and Overhaul on October 1st, by Otis Bryan who was nowVP of the new division. Ray was sent for several weeks to Lockheed and otherfactories to observe their methods of production and maintenance. The firstoverhaul base was at DCA, then temporary at EWR and finally at Wilmington. InAugust 1948 Ray was appointed Director of Domestic Engineering and Overhaul,and supervised the consolidation of the two division's work to be done at theKCK (Fairfax) overhaul base.

TWAers will well remember the disastrous flood in July 1951 when the Missouriand Kaw Rivers overflowed their banks and the overhaul base was inundated. Upto 10' of water flooded the base and damaged the six aircraft which could notbe ferried out, spare parts, shop equipment etc. ($6,000,000 damage). The op-erations at the base were not back to normal until September.

One thing was certain; TWA needed a new location for a larger and modernizedoverhaul base to service its ever-expanding fleet of Constellation and Martinaircraft (and a few DC-3 and DC-4s), preferably in the KC area. John Collingsand Ray Dunn spearheaded the program to make arrangements with the officialsof Kansas City for the selection of a site for a new airport, the construc-tion of the required buildings and the leasing of same to TWA. Negotiationswere slow (a bond issue etc.); it wasn't until 1954 that a contract was madeand construction began (on the site of the present Mid-Continent Airport). OnMarch 19, 1956, John Collings, Frank Busch and Ray Dunn participated in theofficial opening ceremony of the most modern overhaul facility in the world.

Ray was now the Vice President of Maintenance and Overhaul. Many of his ideasand suggestions were incorporated in the new facility which was considered byTWA as well as outsiders as a paragon of efficiency. It was due to Ray's su-pervision and direction that the move from the old to the new base was madewithout interruption of service; the move with the engine department startedin 1956 and the move for the airframe department was completed in 1957. TWA'sfleet consisted of 190 aircraft at the time. Already the planning and prepa-rations were going on for the coming jet age. For the next ten years, untilTWA became an all-jet airline in 1967, the overhaul base had to be tooled toservice both the piston and jet fleet engines and airframes.

The first Boeing 707 was delivered at MCI in January and the inaugural flightwas on March 20, 1959. A new department had been created, Technical Services,with Ray the VP which was independent of Sales and Transportation (but servedboth) and reported to Oz Cocke (System General Manager). Technical Serviceswas in charge of the maintenance and overhaul program and was responsible forEngineering, Stores, Purchasing, Communications & Properties and Facilities.

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RAY DUNN

Ray had adopted a maintenance philosophy of "specialization", with five subdepartments: Power Plant, Elec t rical & Instruments, Radio & Electronic, Sys-tems and Structure & Interiors. Specialty foremen were given intense train-ing and were available every day, at all times, to provide their expertise ateach of the major bases (domestic and international) as TWA expanded its ser-vice. In 1960, Technical Services employed 6,500 mechanics and technicians,over half were based at MCI.

TWA's maintenance practices were commended by a special committee of the USCongress for their excellence with jet and piston aircraft. The jet perform-ance reliability started when there was just one airplane and ran for about 2weeks of scheduling without a major delay; and, in 1960, was 15% better thanany competitor and its maintenance the best in the industry. The FAA gave TWAthe highest jet engine reliability rating ever granted, and extended the timerequired between major overhauls of jet engines (to 1,000 hours) and the air-frames (to 2500 hours). Another program which saved TWA as much as $1,000,000a year was the arrangement with ten international carriers for the pooling ofjet spare parts. This was extended to US stations in 1961. Another improve-ment, which speeded up the overhaul of a jet engine by as much as 10%, wasthe installation of a monorail assembly line. For several years into the com-mercial jet age TWA averaged 2 hours more daily utilization of its jets thanits competitors...the equivalent of two extra aircraft.

In June of 1960, Ray spearheaded a unique attempt in a way to cut the risingcosts of aircraft parts and supplies. 150 representatives from 50 manufactur-ers and suppliers met with Ray and his staff in Kansas City to have an opendiscussion about the problem plaguing the industry. Numerous parts were laidout on tables (with a tag noting the price to TWA) and comparisons made withwhat a similar part might cost from a different manufacturer. There were hun-dreds of examples as Ray "read the riot act", such as, why a toilet seat cost$122 for a jet plane which sold elsewhere for $3. Ray's symposium had an ef-fect as a short time later John Stennis, Chairman of the Senate Preparednesssubcommittee, launched a full scale inquiry regarding price gouging with gov-ernment contracts.

The Overhaul Base also showed a profit as, in 1962, an additional $3,500,000was generated by doing overhaul work for a number of other airlines and theUSAAF Boeing 707's (such as AirForce One). Ray was known as a tireless workerand a stickler for detail. He promoted the morning briefing sessions with hisstaff (conference-type telephone) keeping track of the status of every air-plane on the system. There was always the possibility of other conferences inthe middle of the night or on a weekend if special problems developed. One ofhis favorite opening remarks was: "I had an idea while shaving this morning".As his close friend "Parky" remarked; Ray's motto was "QUALITY, SERVICE andCLEANLINESS. TWAers still remark about the white corners painted on the stepsat MCI to make certain they were spotless.

In September 1960, Ray was among the group of 9 men (plus an interpreter) whowere members of the U.S. Civil Air Transport Exchange Delegation to Russia ona 3 week visit to exchange technical advice and information. The delegationwas sponsored by the Department of State, and headed by Elwood Quesada, thenAdministrator of the FAA. Ray was the expert on Technical Services.

In 1961, at the age of 47, Ray suffered a series of three heart attacks whichhospitalized him for awhile, but didn't slow him down after he recovered. Thestory is told how Ray used his expertise to re-design the hospital carts forgreater efficiency.

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RAY DUNN

Ray was the Chairman of the ATA Engineering & Maintenance conference in 1963.In December of that year he succeeded Floyd Hall as the Senior VP and SystemGeneral Manager. He was also elected a director and a member of the ExecutiveCommittee at the time, positions he held until his retirement.

When Pope Paul VI and his entourage chartered a TWA Boeing 707 to visit theUnited Nations and the USA, in October 1965, Ray personally designed the pri-vate compartment for the Pope (just behind the cockpit) in addition to otherspecial furnishings and equipment.

Due to his own and Ann's health reasons, in late 1968 Ray announced his earlyretirement. His official retirement date was August 1, although he left theNYC offices in early 1969. Another long-time TWAer, Oz Cocke (also a Sr.VP),retired about the same time and a joint retirement party was held on July 7,1969, which was the 40th anniversary date of when TAT inaugurated its 48-hourcoast-to-coast service. It was a fitting ceremony for two men who had startedtheir TWA careers from the ranks; Oz a passenger agent with TAT, and Ray as a"grease monkey" with TWA.

The two men had been leaders of the company during many trying years, and hadprogressed to be Senior Vice Presidents. TWA donated $5,500 to the Ray DunnScholarship, to be awarded graduates of New York's Aviation High School forstudy at St.Louis University's Parks Air College. A similar scholarship wasestablished with a Pennsylvania school in honor of Oz Cocke. TWA PresidentCharles Tillinghast was host for the affair and made the following statement:"The educational grants will serve as a lasting reminder of their unique con-tributions to aviation and TWA".

Retirement for Ray and Ann was the opportunity to live in the beautiful homethey had built in Mountain Home, Arkansas, overlooking the lake. Ray was anavid fisherman and his favorite spot was along the White River. Like all goodmechanics he was adept with tools and spent some of his time working in hiswell-equipped shop. One of his creations, a stainless steel barbecue, broughtabout a lot of good natured kidding from guests as Ray was known for beingsuper cost-conscious during his years with TWA.

Ray's full retirement was not for long as, in 1971, Ernest Breech talked himinto becoming a director of Ozark Airlines, as well as serving on the Execu-tive and Audit Committees. Ozark, at the time, had some internal problems atthe top management level and Ray was instrumental with the change of leader-ship. He continued to serve on the board until the merger with TWA in 1986.This was despite another serious health problem of blood circulation in oneleg. After 14 operations the leg had to be removed in the fall of 1976. Forawhile he made the commuting by air to St.Louis, later friend "Parky" drovehim to the board and committee meetings.

On a personal note: Although Ray wasn't able to attend any TARPA conventions,he was very interested in reading about the activities through the "Topics".He was a big help with a number of my past articles and I recall one questionI asked during a phone call late last year with regard to the article on theConnies: if he would object to my using the title "Dunn's Foundry", which theflight crews sometimes used with reference to the overhaul base when he wasin charge? His answer was: "Hell no!, tell it the way it was...we had morethan our share of problems keeping certain "Connie" engines running, but weall did our best under the circumstances."

Ray is survived by Ann, their three children and five grandchildren. He alsoleft a legacy with TWA of technical accomplishments which can be credited tohis constant desire for the flight crews and passengers to fly with the best:aboard a safe, comfortable and reliable airplane.

1 3

JOE BARTLES

1 4

CAPTAIN JOSEPH S. BARTLES

by Ed Betts

TWAers were sad to learn that retired Captain Joseph S. Bartles passed away on

May 6, 1988, at the age of 82. Joe was one of the "originals" with the companyand one of the pioneers in the commercial airline industry, both in the cockpitand in top management positions during most of his career. As an aviator, therewere few aircraft ever used in the company fleet that he wasn't fully qualifiedto fly...from the Ford and Fokker tri-motors to the Boeing 707.

Joe was born on August 24, 1905, in Coffeen (Illinois) and was a mid-Westernerduring the next 38 years. He attended the University of Illinois. He began hisaviation career in 1927, learning to fly with the Army (the Air Corps was part

of the Signal Corps in those days) at Brooks and Kelly Fields in Texas. He wasstationed at Selfridge Field in early 1929, when John Collings flew in with aa Ford tri-motor recruiting copilots for Transcontinental Air Transport (TAT).Charles Lindbergh was one of the founders of the company, and was Chairman ofthe Technical Committee. TAT had spent over a year preparing for the inaugura-tion of their 48-hour coast-to-coast service, which combined flying during theday and train by night.

Joe's seniority date was May 22, 1929, which was within a few days of a numberof other TAT copilots who were to have lengthy and productive careers with TWA,including: Cliff Abbott, Otis Bryan, Harry Campbell, Bill Campbell, Howard HallLes Munger, Fred Richardson and Jack Zimmerman. Joe was based at STL flying toeither Waynoka (Okla.) by way of Kansas City and Wichita, or east to Columbusvia Indianapolis. TAT inaugurated service in early July.

In September Joe and Alice Elso were married. They had two children; Joseph andMary Alice (Leary). The fall of 1929 was not a good one for the nation's fledg-ling airlines (the Stock Market crash), particularly TAT as they were operatingwithout the benefit of an air mail contract with the Post Office, and passengerloads were poor. The future didn't look promising for Joe to fly as Captain orif the airline would survive (both Joe and Cliff Abbott did resign in favor ofanother airline with immediate openings for first pilots. However, this didn't

materialize and they were re-hired by TAT without loss of seniority).

TAT and Maddux Airlines merged and there was an expansion in the Eastern Regionwith an opening at Columbus for additional pilots. Joe's first trip as Captainwas on February 2, 1930, which established his pilot seniority date. Besidesthe Fords, Joe was also flying the Curtiss "Condor", a twin-engine biplane that

was used in the Eastern Region only. TAT-Maddux and Western Air Express mergedto form Transcontinental & Western Air(TWA), which had been awarded the covetedcontract for carrying the air mail on the central route between NYC and Los An-geles (the new TWA was an all-air 36 hour transcontinental trip, including anovernight stop at Kansas City or Tulsa). TWA inaugurated its passenger and mail

service on October 25, 1930. There were three sections departing west from New-ark: two Fords and one single-motor Fokker F-14 (one parasol wing, open cockpitand mail only) flown by Joe. There was no way the F-14, which could only cruiseabout 90mph, could maintain the scheduled flying time based on the faster Fords(115 mph)...he was late arriving at Philadelphia, Harrisburg and Pittsbugh en-route to Columbus...a TWA first! Cliff took the flight on to Kansas City.

Just a few months after TWA began operations the speedy Northop "Alpha" was in-troduced (one of several varieties of single-motor monoplanes used for carrying

the mail)...mail could get across the country in less than 24 hours. It was upto the pilots on these flights to complete the schedules in all kinds of weath-er and other adverse conditions or TWA couldn't meet its payroll. The risk washigh, the number of planes lost proved this. Joe was one of the first to pilot

the mail planes (usually on a night run).

15

JOE BARTLES

One example, and it was a very minor incident, was on January 1, 1934, when Joelanded at Harrisburg (with an "Alpha") and hit an obstruction which put a smalldent ($140.37 damage) in the lower side of the left wing. He was exonerated ofany "pilot error"...the field manager (Mr.Tucker) was held responsible for nothaving made any notification that a boundry light had been moved. The DC-2 wasintroduced in mid-1934, and the mail planes phased out by the end of the year.

May of 1935 was an eventful month for Joe and Alice, now living in Kansas Citywhere Joe was flying the DC-2: daughter Mary Alice was born, and Joe was chosento be the co-Captain with "Tommy" Tomlinson for the record-breaking flights us-ing the one (and only) DC-1. This was during a period when the US was attempt-ing to regain world-wide prestige against European-built (transport type) air-craft for speeds over measured distances with various payloads.

The course they flew was a triangular pattern between NYC, DCA and Norfolk (621miles) with NAA observers on the ground making certain no corners were cut whenthey passed around the established landmarks for the triangle. The weather waslousy (low ceilings and rain) in the Norfolk area the first day, but they com-pleted the required 5,000 kilometers (with a 1,000 kilogram or about 2,205 lbs)in 18 hours and 23 minutes. An average speed of 169.03 mph. The next day, witha 2,000 kilogram load, they covered a 2,000 kilometer circuit with an averagespeed of 190.906 mph. The two flights broke 6 and set 2 world records; broke3 and set 8 American records. The US had been a poor fourth with the number ofworld records held (110 recognized)...it now was ranked second (with 39) behindFrance's total of 40.

In 1937, Joe was appointed Flight Superintendent (dispatcher) at Chicago, thebeginning of his 23 years in management positions. He was also the OperationsManager for the Central Region (based at Chicago) until he assumed the positionof General Manager of the Western Region, in 1943, with his office in downtownLos Angeles. Although his duties were primarily a "desk job", Joe managed tokeep his pilot qualifications current (semi-annual instrument checks, a flighton the line etc.) with the DC-2, DC-3 and 4-engine Boeing "Stratoliner". He wasone of the first to be checked out on the post-war version of the Lockheed 049model "Constellation" and (with Howard Hughes) piloted the inaugural flight onFebruary 15,1946, eastbound from Burbank to LaGuardia. The normal schedule wasfor a stop at Kansas City (for fuel and a crew change); on the inaugural flightthey went nonstop with a VIP list of well known movie personalities.

In 1960, soon after TWA entered the jet age (and 5 years before he would retireat age 60), Joe made the decision that he was going to fly the line rather thanbe anchored to a desk. He was one of the few "originals" to make the transitionfrom the Ford tri-motor to the Boeing 707, and he enjoyed every minute flyingthe 600 mph jet. In November of 1963, following "Mo" Bowen's retirement, Joewas the #1 pilot on the TWA system. His favorite flight was 18 (return on 19)nonstop to Dulles...there was seldom a problem with other aircraft traffic, andit was a relaxing drive to the hotel downtown. Joe retired in August 1965, hislast flight was to DIA with Alice among the passengers.

The biography of Joe Bartles from 1929 to 1965, is a thumbnail sketch about thehistory of TWA. Retirement for Joe and Alice was a chance to travel and see theworld; using their pass or driving with their RV north to Alaska or south intoMexico. They also joined close-friend Frank Busch on his boat with trips aroundMexican waters. Joe was an avid and an adept golfer, his favorite pastime untilabout four years ago when a chronic lower back problem cut down on his activit-ies. Joe is survived by Alice, their two children, 7 grandchildren and 7 greatgrandchildren...and missed by a host of admiring TWA friends.

1 6

DICK

HEI

DEMA

N RE

ADY

FOR

HIS

LAST

FLI

GHT

ON TWA IN 1966

RICHARD A. HEIDEMAN

My father was born in 1905 in Appleton, Wisconsin, andhe was raised through high school in Appleton and NewJersey. Subsequent to high school, he attended Colum-bia University for a while before joining the Navy andbeing stationed at Pensacola, Florida. Upon dischargefrom the Navy, my father joined TWA on July 2, 1934,and was stationed in the New York area, where he re-mained until the mid-1940's when he transferred to be-ing based at LAX. During his career he flew just aboutevery type of plane that was being flown at the time.In the latter part of his career, he flew exclusivelyinternational. One of his uniforms is in the Smith-sonian Institute in Washington, D.C., due to the fact

that he was considered one of the pioneers of commercial aviation. Upon hisretirement, he donated many of his flight logs, maps, etc. to the Universityof Wyoming to aid them in their history of flight. His hobbies during hislifetime included golf, the building of his home, collecting various memora-billia from his travels around the world, and building stereo equipment. Heis survived by his four children, Walter of Los Angeles, Lynda of Los Altos,Richard of San Jose and Marguerite of Whittier and four grandchildren.

(submitted by Richard L. Heideman)

ARTHUR NELSON

Retired Captain Arthur Nelson passed away on June27 at the age of 73. Art was born on November 22,1914, right in the heart of the gold rush countryat Colombo, California, located in the foothillsof the Sierra Nevada Mountains (about midway be-tween Stockton and Lake Tahoe). He took to flyingat the Oakland / Alameda Airports when he was about13 years old, and had to wait until he was 16 be-fore he could obtain the government approval tosolo. He joined TWA on June 21, 1938, and threeyears later was flying Captain on the DC-2/DC-3s.

He married Alta Mae Middlesworth in June of 1939.They had two sons and a daughter. Prior toWW IIArt was in the Marine Reserve. During the war hespent 3 years in the Office of Flight Safety withthe USAAF and retired with the rank of Major. Af-ter his return to TWA he was based at SFO here

he was a supervisor pilot on the DC-3, Martin and Constellation equipment. Heflew the MAC and commercial trips when TWA was flying the Pacific. Followingthis he flew the Boeing 747 out of JFK until he retired. In 1974, the year heretired, Bob Buck was #1 pilot on the system seniority list followed by MarvHorstman and Nelson. Bob retired in January, Marv in August and for the nextseveral months Art was #1.

The Nelsons had been living in Alameda, CA, until about 1969, when they movedto Jackson, also a famous gold rush town in the foothills of the Sierras. Artretired from TWA, but not from flying. He had his own "Bonanza" and, in 1982,received a Helicopter Rating by the FAA. In 1964 he took up the sport of par-achute jumping (solo or in group formations) and he had a total of 553 jumpsby the time he 'retired' from that hobby in 1981. Art kept busy with a numberof other interesting hobbies, such as building his own sailboat, scuba divingand astronomy. Art is survived by Alta, their three children and six grand-children.

(submitted by Ed Betts)18

TARPA INSURANCE PLANS

TO: All Members and Affiliate Members of TARPA

FROM: TARPA Insurance Plans

In June, TARPA Insurance Plans mailed the 1988 insurancebrochure to all TARPA members. This full color brochuredescribes the health benefits available through HospitalIndemnity and Medicare Supplement Insurance.

For those members who attended the 1988 Convention inTucson, a question and answer period provided informationto those individuals considering enrolling in the plans.Any individual who has questions regarding this coverage isnow encouraged to call our toll free 800 number for explan-ation or assistance in enrolling in the program.

We are very encouraged by the initial response to thismailing. The solid base of insureds, coupled with newenrollment, has put TARPA Insurance Plans on an evenstronger track.

In our continuing effort to provide information and bene-fits to TARPA members, we have arranged for a PrescriptionDrug Buying Service. This program allows any TARPA memberand their families to purchase maintenance drugs at deeplydiscounted prices. If you would like more information aboutthis program, please call our office.

We have also been asked by many members to provide informationto affiliate members and younger retirees on an alternativesource of life insurance. If you are considering retirementwithin the next 8 to 10 years or are recently retired, wesuggest you contact our office to receive more informationabout life insurance as a source of retirement benefits. Manyretirees have found that this approach to retirement is morebeneficial than the spousal pension option.

We look forward to providing service to all.

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

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

19

EDITOR'S DESK

I believe a good time was had by all at the convention in Tucson, Arizona.The accomodations were superb.

Spirits were dampened by the death of Al Clay a few days before. Also RayDunn passed away shortly before. Floyd Hall had planned to attend but hadan operation and was unable to be there.

As guest speaker at the business meeting, Bob Buck gave a most interestingspeech we all enjoyed much. He spoke of his early days flying co-pilotwith the old timers. I had always thought he was born a senior Captain. Histheme was that erosion of the Captain's authority and dilution of his commandhas a direct bearing on safety.

We also heard that Lum Edwards was under the weather while at Tucson. Hadthe following note from him;

Hi A. T., Thanks for your nice note. I received a great number of cards fromthe guys that went to TARPA convention...Guess someone made an announcementthat I had a problem.

Well, the whole thing is behind me and I am sure glad that it is over. Hada couple of weeks that I didn't care if school kept or not. Have just gotback to the golf course and I guess that helps.

How is Betty? Sorry to hear that she had a problem. Please give her my best.

The enclosed copy [of a tour] will appear in the TWA Seniors newsletter butI guess that some of our people don't get that so if you would like to usethis, please do.

Regards, Lum* * * * * * * *

And from Mrs. Cliff Abbott;Dear Sir, I wasn't sure to whom I should write, Mr. Humbles, Editor, or EdBetts. I guess you will receive it either way. [She sent a check for postagein the amount of ten dollars which I returned].

I want to say how much I enjoy getting TARPA TOPICS which you are still sendingto me. I am including a check to help pay for postage.

When they had the first memorabilia luncheon here in Kansas City I was veryproud of the display of Cliff's things which John Roach made of them. I amlooking forward to the one in October.

In the May issue of TOPICS I enjoyed reading of the "Connie" as I am surethat was the last plane Cliff flew before retiring.

They asked to recall your first flight with TWA. I am not sure it was my firstbut it was one I vividly recall. In those days the Captain could take passengersup front. Earl Fleet was Captain between K.C. and Albuquerque. He asked me

20

EDITOR'S DESK

( Mrs. Abbott's letter continued)

to come up and we were flying above a storm with much lightning. I had neverseen such a beautifuly sight.

I have been ill most of this year, in the hospital twice, but I am doing betterday by day.

I was looking forward to going to the "Connie" celebration on July 9 but willbe unable to.

Or July 10 at 2:30 the new Health and Rehabilition Pavilion of the BaptistMedical Center in Kansas City will be dedicated and is to be a memorial toClifford V. Abbott. His daughter and husband from California and his son andwife from Illinois will be here. This will be a very proud moment for me.

I hope to be able to go to the memorabilia luncheon here in K.C. in October.I do want to be a part of the Save A Connie.

Sincerely yours,Virginia Abbott

* * * * * * *

And a note from Gordon Parkinson, sometimes known as Parky,A. T., I hope to have a picture of this soon. [What he is talking about isthe Baptist Medical Center's Clifford B. Abbott Health and RehabilitationPavilion.]

Virginia was in tears of love as we drove out there and saw Cliff's name alreadycarved in the marble front. It is an outstanding rehab and wellness center.

Parky

The $1.7 million dollar Pavilion will feature health promotion and wellnessassessments, physical, occupational and speech therapies, Cardiac and pulmonaryrehabilitation, occupational Medicine and community education. All clinicalareas within the Pavilion will maintain high healthcare standards under themedical direction of leading physicians who are board-certified in their specialty.

The Open House will involve a ribbon cutting ceremony followed by guided tours.The tours will include demonstrations of computerized circuit exercising equipmentand water aerobics.

The Clifford V. Abbott Health and Rehabilitation Pavilion, so named becauseof the generous support by the Abbott family, will be also used as a healthclub during non-clinical hours. The Pavilion contains an NCAA size swimmingpool, a whirlpool, a 1/15 mile track circuit exercise equipment and a courtfor volleyball and basketball.

* * * * * * * *

Russell G. Derickson was presented a gold watch at Tucson in appreciationof the fine job he did as President of TARPA. We enjoyed working with andfor Russ. He put many long hours in our behalf. On second thought we shouldhave given him a pocket watch. I remember back when Russ and I were on theTWA ALPA MEC he was one of the few people with a pocket watch. He and FredAustin were on the Uniform Committee and when the new uniforms came out thepants had a pocket just for pocket watches.

21

EDITOR'S DESK

Dear A.T. - It was a great convention. I also enjoyed the TWA Seniors annual

meeting in Phoenix on June 7 & 8. I didn't take many pictures this time but

you are welcome to use any of the enclosed you might like.My best, Bill Dixon

Dear A.T. & Betty - To bring you up to date on our doings here goes. We sold

our house in Lakeland and moved to Atlanta (family problems) some years ago

and as they were resolved we couldn't wait to get back to Florida. Never didlike Atlanta much. We have a condiminium (on a golf course, naturally) herewith four bedrooms. We like it here very much and would love to see you both

at any time if you are in the area or, better yet, make a special trip.

That's the good news. The bad news is that Julie has serious medical problems.

She is in good spirits, though, and seldom gets depressed.

David and Randy both live in Atlanta. David works for the FAA and Randy forthe City of Marietta.

We have a little place in the mountains in Front Royal, Virginia, and are

getting ready to go up there around the first of June. Maybe we could get

together with you all while we are up there. Well that's about all the news.Hope we can see you both soon. P.S. Sure enjoy TARPA TOPICS.

Regards, O.T. Smith

And from R.W. Goldthorpe;Dear A.T. - I'll bet you're getting tired of hearing from me but there was

an error in the May 88 TARPA TOPICS I'm sure you would want to be corrected.It also gives us an opportunity to present a "bird's eye view", so to speak,

of the Flight Radio Officer for the benefit of those who never flew with him.

In the May 1988 issue of TARPA TOPICS there are some excellent photos of the049 Connie cockpit. However, the top right hand picture on page 66 is erroneouslycaptioned: "Navigator's Station-International". This is incorrect on two counts:(1) It is the Flight Radio Operator's station, not the navigator and (2) It

is the FRO station on the C-54, not the Connie. The Connie FRO station iscorrectly shown on Page 67.

The radio gear of those days consisted of quite a collection of hardware. Thelong range transmitters (ART-13's) are mounted to the left of the FRO's seat

and required precision, manual tuning. The two all-wave receivers (BC348's)also manually controlled, were positioned directly in front of the radioman.

The portable typewriter is shown as well as the ADF (MN62) control head and,if you look closely, the telegraph key bolted to the right hand rear cornerof the desk.

This was truly an airborne Communications Center from which contact was maintained

on all aeronautical circuits voice and code, weather reports copied and even

with commercial shore stations for handling "public service" messages for passengers.The flight could contact surface ships on the 500 KC international distressfrequency(remember the triple antennas?) and secure bearings from marine D/Fstations.

EDITOR'S DESK

FRO by Goldy continued;Some of you may ask, just what is a Flight Radio Officer? Well, the FRO isnow an extinct species of birdman. Unknown on Domestic flights, he once inhabitedthe cockpit of all International trips. He was known for the peeping and clickingsounds he made when working his telegraph key and for the tap-tapping of histypewriter when copying messages. He provided communications with stationsfar and near; on land and sea. A rare bird who, like the railroad telegrapherand the seagoing "Sparks", is gone but by no means forgotten.

Sincerely, Goldy Goldthorpe

* * * * * * * **

Received an ad re the off-season rates of the Sheraton Tucson El ConquistadorResort. Doubles are $70 so the rate Jack Miller got us of $45 was a real bargain!

* * * * * * * * * *

I would like to call your attention to the tear-out form whereon you can letour Grapevine Editor know what is going on with you. Believe me, we are allinterested in your activities. Please make it a point to talk to us, hear?

* * * * * * * * * * *

RETIRED AIRLINE PILOTS ASSOCIATION

Daniel Otten attended our convention and spoke briefly at our business meeting.Dan is Treasurer of RAPA and a retired Republic pilot. Brooks Johnston isPresident and is a former North West Airlines pilot. They are quite profusein their praise of Al Clay's work as President of RAPA. Al did a lot to makethis a more meaningful organization. Your TARPA Board of Directors was unanimousin declaring their continued support and affiliation with RAPA. We wish themsuccess in their endeavors in our behalf.

* * * * * * * *

Dear A. T. - We always enjoy your writings no matter what the subject is. Theone on railroads is a humdinger. You evidently did a lot of research.

Sincerely, Gordon Lambert* * * * * * * *

Dear A. T. - I just received the May 1988 TARPA TOPICS and was amazed and verypleased to see my "railroad letter" to you and my I.C.D. story; "Azores Anxiety"were both included! Hope the readers like them.

I am planning some other "true stories" about incidents I experienced as anICD radio operator while serving on the crews of Captains Earl Fleet, JoeGrant, Don Terry and others.

Thanks again, A. T., for considering my stuff suitable for TARPA TOPICS andespecially for your kind words about my training schedule efforts. It was apleasure and a privilege to work with you and all the other professionals.Looking forward to seeing you in Tucson, my favorite American city.

Sincerely, Goldy

EDITOR'S DESK

From Capt. Bill Malone, First Vice President of the Retired Eastern PilotsAssociation and Editor of Repartee, their very professional type news magazine;

Dear A. T. - Our copy of TARPA TOPICS just arrived and you are to be congratulatedfor another fine issue. Of special interest to me was your piece titled RAILROADING.What a great picture of number 2766, "balling-the-jack". One can almost hearthe clang of the bell and the wail of the whistle. My Dad started out as atelegrapher on the railroad at Barton, Alabama, and in my boyhood years, I wasprivileged to ride all the famous lines from coast to coast. The Union Pacificwas my favorite because it took us up the Feather River Canyon. I still havemy 950-B Hamilton. Here in Atlanta, we have the New Georgia Railroad, operatingwith a steam engine around the City and out to Stone Mountain. The AtlantaChapter of the National Railway Historical Society is restoring A & WP number290, (4-6-2) (Lima), which I rode many times between Atlanta and Montgomerywhile in college and in the Navy. They plan to use her on the Fall Leaf Specialup Southern's tracks to Toccoa.

We also liked the article by Ed Bett i s, THE ORIGINAL CONNIES, and his picturegives the cover real eye appeal.

I have moved up to 1st VP/President elect, but they are letting me continueas Editor of our magazine, REPARTEE, which I like best. Thanks for rememberingus and keeping us on your "extra" list.

Yours, Bill Malone

(Bill, Thanks for the pat on the back re last issue of TARPA TOPICS. And itis nice to hear from an old railroad family. I originally wrote it for myfour sons. As editor I am lucky to have Ed Betts contribute so much for meto publish. He is sure one hard worker and does a monumental job of research.Our plans are to continue through the Connies and on to the Martins and others.Our Secretary/Treasurer Joe McCombs forwards your REPARTEE on to me and I findit most interesting. I even fast read the letters to you. I only wish ourmembers were as good about writing in as to what goes on with them. Thanksagain for your kind words. A. T.)

* * * * * * * *

Gordon Hargis sent me a copy of Headquarters Tenth Air Force orders dated21 July 1949 placing the following on fifteen days active duty at Camp Atterbury,Columbus, Indiana, Captains Jack E. Clark, Alfred T. Humbles, Gordon W. Hargis,Robert E. Hancock, Charles W. Hutcheson and Donald L. Keplinger.

* * * * * * * *

Met an old time pilot last year on U.S. Air named Gus Crawford who retiredfrom U.S. Air, flew with Mohawk and flew a New York police helicopter. Hewas a good friend of Willie Miller.

* * * * * * * *

Blessed is the man who has a skin of the right thickness. He can work happilyin spite of enemies and friends.

24

EDITOR'S DESK

Your TARPA Board of Directors will miss Don Heep. As President of the TWASeniors Club he attended our meetings and was helpful with advice when asked.The TARPA President also attends the Seniors meetings. Don just completedtwo terms as President of the TWA Seniors Club. Ralph McClenahan is nowPresident of their organization.

* * * * * * * *

From Ed Betts;Dear A. T. - It was quite a convention, one of the best, in spite of the heatand some-times shortage of ice cubes. My golf score of 118 the first day washighest for the TARPA group and 12 more than the temperature. I did betterthe second day with 103, which matched the temperature. We weren't home buta few days and it was the drive back to Phoenix for the Seniors convention.About 400 attended the banquet where Joe Corr was the guest speaker (he mustbe at least 6'5" tall).

You might recall how my camera went haywire at the convention. I asked Mary(Mrs. Al) Lusk to take some pictures which she did. Hers are the smaller photos.In the meantime I took a couple of rolls with Donna's camera, most of whichturned out pretty fair. I have tried to identify each individual, but thereare a few missing and a few in question. I can't find the banquet programwhich might have Clark Billie's wife's name.

I haven't too much prepared or ready for the next issue although I am workingon one about the Stearman aircraft used by TWA and the predecessor airlines.I talked quite a while with Joe Corr [President of TWA] at the Seniors conventionand still hope to get a picture of him with his 1930 Stearman.

I also talked quite a while with Clark Billie at Tucson. It seems that theMEC voted not to co-sponsor a new book, so TWA wants to do it anyway with aJuly 1989 target date. I agreed to help. The other project I worked on, a10 page article about the combined history of TAT and the CMH airport has beenput off until July 1989, which will be the 60th. anniversaries of TAT andthe Columbus airport. They plan a big joint celebration as the old original(and restored) terminal building will be dedicated as a "historical landmark"at the time.

In the meantime, Ron Reynolds called and has invited me to be a guest (passenger)on a DC-2 flight he will be piloting (with a former Ozark man the copilot).I don't know what is the occasion, who the other guests are or the completeitinerary other than we depart here August 1st to PHX and overnight at ABQ,next am to ICT and overnight at MKC and third day to STL. The plane is ownedby Douglas (and restored by them). It should be an interesting trip and Ihope to have an article about same for the November TOPICS.

We are getting ready for a busy summer. I am not certain at this time if Iwill go along, but Donna plans to spend a couple of weeks in Germany withour son and family (plus driving to Paris). We are set up to go on a NationalParks tour with the Seniors which starts out from Denver on August 31 andreturn about September 14th. A short time after that is my B-25 Wing annualreunion to be held at Orlando. In the meantime our daughter and her 4 littlegirls plan to come here for most of August while work is done on their houseon Long Island.

25

EDITOR'S DESK

Betts continued;However, we are presently getting bids to completely remodel our kitchen...whichcould take weeks or drag into months with various craftsmen. There is quitea shortage of space in the near vicinity of the ocean. The price of houseshas more than doubled in our area in the past two years and the average saleis in the $300. per square foot range. We don't have any intention of sellingat this time, but if some rich Arab makes an offer that I can't refuse????

Ed Betts

* * * * * * * *

DONNA & ED BETTS

GOLFAn ineffectual attemptto direct an uncontrollablesphere into an inaccessiblehole with instruments thatare ill-adapted to the purpose.

CHAMPION SHOOTERBOB SMITH

& WIFE

26

CONVENTION HOSPITALITY COMMITTEEFrom Chairperson Katie Buchanan

Greetings, Dear TARPA People,

Another beautiful TARPA convention has ended and as your "Saloon Keeper" Iwould like to extend my congratulations to Jack and Jane Miller and all whoparticipated in making the '88 reunion a big success.

My involvement in the Hospitality Room is something I lock forward to eachyear. I can't think of a better way to renew old friendships and to make newones. Everyone associated with TARPA are the greatest.

I want to say "thank you" to all the wonderful people who volunteered andworked so hard in the Hospitality Room, especially Louise Vestal, Bobbi Kirschner,Mike Trischler and Betty Lattimore, my Tidy Gals, who kept the ash trays clean,glasses picked up and the snack dishes full. Also Chuck Hasler, Ev Green,Joe and Ellie Creswell for the errand and delivery service and to the additionalpersons who gave their all;

John SouleTommy CarrollMickey WindLarry FauciEarl LindslyFrank StumpeTerry RagerWilly BurrellBill KirschnerJoe SalzGeorge DuvallHerb Traylor

Al VandeveldeDick GuillanJohn HappyRoger SalmonsonGeorge ToopWalt WaldoBen YoungDuke EllingtonCarl SchmidtJack RoweJack MillerJane Miller

If I have forgotten anyone, please forgive me. As you all know that during"Happy Hour" no one was idle. Thanks again, you all were GREAT!!!

My beloved Irish father had a "toast" that I would like to extend to all,"Kindness". God Bless and see you all in New Orleans next year.

Katie Buchanan

KATIE

Wonder who sheis about to throwthat on?

27

WELLS

BOB BUCKGUEST SPEAKER

HAROLD NEUMANLARRY DECELLESBOB BUCK

PAST AWARDEES OF TARPAAWARD OF MERIT

28

EV Green CHUCK HASLER, VIC & JANET HASSLER

DOROTHY SPENCER, LLOYD HUBBARD

29

TARPA AWARD OF MERITWINNER

Jack LeClaire & Wife Jill

Left to right;Clark BillieVice President, Flying, TWAHis wifeBev StittDon Stitt

Joe Brown, TARPA PresidentJohn Ferguson, First PresidentLyle Spencer, Past PresidentRuss Derickson, Outgoing President

30

1988 ConventionGOLF TOURNAMENT

CHAIRED BY BERT SCHAAR

WinnersMen - Low gross - Bill Townsend (The younger) 158

159159

126130136

SecondThird

Net DivisionFirstSecondThird

Bob EarleyBert Schaar

Jay SchmidtDick LongBill Aman

Eagles Champion - Phares McFerren 156

Ladies

Low Gross Maxine Ellington 181Ladies Net First - Stella Schaar 146

Second - Betty Hood 147Third - Noreen Cawley 150Fourth - Helen Graham 152

Closet to PinMen

Ladies

Thursday - Dub YoungbloodFriday - Bert Schaar

Thursday - Stella SchaarFriday - Helen Graham

On Friday we had a chance for an automobile for a hole in one, needless to say,no winner. Golf was played at the Canada Hills Country Club, Oro Valley, Arizona.It was a nice facility, the weather was warm but pleasant. Great service wasprovided by the Pro and his staff.

George Duvall suggested a perpetual trophy in memory of Jim Polizzi. He purchasedit and provided desk set trophies for the men's low gross and low net winnersas well. He will provide these trophies in the future. Barbara Polizzi,Jim'swidow, made the presentation.

Bert Shaar

And from Bridge Tournament Chairperson Louise Vestal

I left all the notes with the bridge results in Tucson. I apologize to youand to the winners.

To the best of my recollection, we had approximately 34-36 players. We hada fine time and I wish to thank TARPA for the opportunity.

Great convention!, Sincerely, Louise Vestal

34

Lee ButlerBetty Humbles

Entertainment in theSheraton lobby

RECEPTION DESKJane MillerBetty HawesMargeret ThrushRuby Lynch

32

Earl LindslyHoward Hall

Above

Judy and tarry Fauci

Left

Patsy and Bud Cushing

Snorky ClarkChuck HaslerEv Green

33

REPORT ON CONVENTION AT TUCSON

A big time was had by all. More people attended than ever before andthe facilities were fantastic. Many remarked about how courteous, friendlyand cooperative all the personnel were at the Sheraton Tucson El Conquistador.

We all owe Jack and Jane Miller a sincere vote of thanks for working so hard toenable so many to have so much fun. Everything ran so smooth and the banquetwas great with good food and entertainment. We just feel so sorry for thosewho were unable or unwilling to attend.

LADIES FASHION SHOW

The Ladies Fashion Show and luncheon was held at the El Conquistador SheratonResort on 26 May.

135 women attended. The menu was pure Southwest Mexican food. The style showwas presented by the Cele Peterson Store of Tucson. Three models were fromthe TARPA group (Jean McCombs, Ulie Derickson and Jane Miller). The othermodels were local friends of Jane Miller.

The show was a huge success-everyone enjoyed the food and the clothes (pricerange from $100. to $1100), a little steep but fun to see.

Jane Miller

TARPA TENNIS 1988The 1988 TARPA Convention Tennis Tournament was held May 26, 27, 1988 at thecourts of the El Conquistador Hotel, Tucson, Arizona. Twenty two people signedup for the tournament, sixteen men and six ladies.

This year's women's division winner was Phyllis Robertson and the runner upwas Aggie Jones.

This year's men's winner was Clancy Green and the runner up was Mickey Wind.

Ted Hereford, one of our Eagles, played very well and added class to the tournamentby showing up in new shorts. Last year's women's division winner, AdrienneSturtevant, did not keep a score card. She seemed to have more fun upsettingsome of the men contenders. There were many good points and games. The playersall played with enthusiasm and a great time was had by all.

Lee Butler

TRAP AND SKEET AT TUCSONOR

SHOOT OUT AT THE TWA CORRAL

This awesome group had Robert B. (Bob) Smith of Tucson, Arizona, and Ulster,Pennsylvania, as overseer or manager or herder or sheriff.

OVERALL CHAMPION TRAP & SKEET - Bob Smith - 93 out of 100WINNER, HIGH TRAP - Russ Derickson - 48 out of 50WINNER, HIGH SKEET - John Happy - 46 out of 50

Rob Smith reports that they all threatened to be gunning for him come nextyear in Bayou country.

31

Robert Montgomery&

Billy Tate

Dick Long&

Billy Tate

Pam Mueller

(Pictures byBill Dixon)

35

AboveHarold Neuman

Above rightChuck HaslerGeorge Duvall

Center rightKory YoungbloodGinnie Converse

Lower rightJoe McCombsDcn StittBob SmithLarry HaakePhil HollarTed Herman

(Shooters)

36

Bert CooperMargeret CooperTed Hereford

Uli DericksonMrs. Clark BillieCapt. Clark Billie

General Russ BowenGay BowenBert Cooper

37

Bill Fischer, Harry Willis, Ed Betts, A. T. Humbles

Bart Anderegg, George Searle, Dean Phillips, Chuck Tschirgi

38

Yes, I know, too manypictures of Chuck Haslerbut couldn't pass thisone up of him taken withKatie Buchanan by Capt.Edward G. Betts.

Gene Jones - gave youreditor 1011 transition.

Ed Rowe

39

Dan OttenRAPA Treasurer

Andy Beaton, Joe Tunder

Larry Fauci, Neuman Ramsey

40

Lyle & Dorothy Spencer

Ole Olson, Larry DeCelles

Busch Voigts, Harold Neuman

41

42

1988 TARPA CONVENTION ATTENDEESAinsworth, Arky, BettyAman, Bill, MargueriteAment, Weston H.Anderson, Tom, VirginiaAnderegg, Bart, Mary FranBainbridge, Bill, EvelynBaker, Jack, DonnaBartlett, RobertBassford, Steve, MarthaBeaton, AndyBebee, Dale, ZellaBeck, Dick, LouBeck, Tom, DianeBetts, Ed, DonnaBillie, Clark & WifeBjork, Cliff, ChrisBlaney, Ford, JaneBolden, Rollie, GraceBorgmier, George, TrudyBowen, Russ, GayBrome, DentonBrown, Joe, ElieseBrubaker, Robert, KathrynBrundage, Dean, MaryBuchanan, KatieBuck, RobertBudzien, Ward, MurielBurkhalte, W., Wife

Guest of C. RiceBurrell, William, TeddyButler, Lee, JeanneBybee, John , GinnyCantrell, Warren, DorisCarneal, Ed, NormaCarroll, Tom, TerryCarlson, John, HelenCarter, DeanClark, Chris, CaroleClark, Harry, LeeClark, John E, RuthCochran, James, RutheColburn, Dick, GeorgiaConley, Tom, ColleenConway, Dick, AnnemarieCook, Lou, LorraineCooper, Bert, PegCoughlin, James, LeeCraft, Ray, MarthaCrede, Joe, MarcyCreswell, Joe, ElinorCushing, Bud, PatsyDahl, Jack, MarjorieDail, Max, BettyDavis, Cliff C.

Davis, Rusty, JeanDeCelles, LarryDerickswon, Russ, UlieDe Veuve, Jim, BobbyDixon, Bill, JeanDowling, Carl, MargueriteDowling, MorieneDrew, George, MillyDrosendahl, RussellDuvall, George, JoyceDyer, Chic, ThelmaEarley, Bob, GinnyEdwards, Frank, JennieEllington, Duke, MaxineElliott, Ed,LucyElliot, Wendel, VirginiaEmmerton, John, DonnaEvans, Keith, DonnaExum, Gene, SueFauci, Larry, JudyFaulds, Dick, ChrisFerguson, JohnFischer, Mel, MarjorieFischer, Bill, RheaFlynn, EdGarrett, Ruby, BethGeisert, Leroy, PatGettings, A.H., HelenGirard, Larry, PhyllisGlazier, Frank, MarjorieGoldthorpe, Goldie, JuliaGraham, Jack, HelenGranger, Gordon, AngelaGreen, Clarence, BettyGreen, EvGreer, Bill, ArlyneGruber, Ed, CleoneGuillan, Dick, PeggyHaake, Larry, TerriHaggard, WayneHall, Howard, BerneceHanson, Glen, JeanettHappy, John T.Harpster, John, MarieHarrison, Bill, MaryHasler, Chuck, PatHassler, Vernon, JanetHatcher, John, SallyHawes, BettyHeadstrom, Al, DeeHemsted, BobHendrickson, John, DorisHendrix, Jim, Claire

Hereford, TedHerman, Ted, A.T.Hippe, Ken, NellHoesel, Charles, RoomieHollar, Phil, JoyceHood, Clark, BettyHooper, Jacqueline, AHubbard. LloydHumbles, A.T., BettyHuntley, Lyle, RosellaHuttenberg, Al, VerneHylton, Frances S.Ives, Larry, ConnieJacobsen, Harry, FloJarvis, Bill, SarahJones, Cecil, ThelmaJones, Gene, AggieJudd, Lew, VickiKallina, Edmund, EvelynKalota, Chet, MargeKelly, Paul, MillieKennedy, Mary EllenKieper, Robert, RuthKirschner, Bill, BarbaraKoughan, Jack, JeanKroschel , Tom, CarolLaakson, Ed, SallyLachenmaier, Bob, DorothyLamprell, James, Margo WhyteLattimore, John, BettyLeClaire, Jack, LilLindsey, Bob, DoriceLindsly, Earl, BeeLocke, Lyle, LeslieLokey, Charles, YolandaLong, George W.Long, Richard, AliceLorentz, ArthurLuckey, SamLusk, Al, MaryLutz, Ray H.Lynch, RubyManning, Tex, MargoMartin, Ed, FranciMatney, R.E., AnMattke, Cleo A.May, Thad, JanetMcClimans, H.F.McCombs, Joe, JeanMcFerren, Phares, EdithMcNew, Paul, EloiseMiller, Dean, AliceMiller, Harold, Doris

43

1988 TARPA CONVENTION ATTENDEES

Miller, Jack, JaneMiller, William, DorotheeMitchell, John. E.Moffitt, Bill, PeggyMokler, Harry, FranMontgomery, Robert, Glad]Moorhead, Bunky, B.J.Morehead, Clem W.Mueller, Robert, PamelaMundo, AlMurchan, LarryMurray, John R.Myrs, Russell, IreneNeuman, Harold E.Norris, Scott, MarilynOlson, Orville, CarolOlson, Paul, CarlaOlson, Vern

Guest PhyllisParent, JaneParkinson, GordonPatrick, H.A., PatPeters, Don, NancyPetry, Loren, FrancesPhillips, Dean, BobbePike, Joe, JoyPiper, BillPletcher, Paul, DebbyPlumridge, Reggie, RuthPolizzi, Barbara S.Pretsch, ErnieProctor, BillPusey, Ralph L.Query, CharlesRager, Terry, BettyRamsey, Neuman, MickyRathert, Paul, ColleenRaub, Clifford, BettyReed, Victor, OpalRice, Charlie, GuestRice, MarsiRichardson, Del, RenaRimmler, Phil, EllenRisting, Mel, DonnaRobertson, Jack, PhyllisRowe, Ed, HelenRuff, Elmus L., MildredRussell, John, NancyRyan, George F.Sailors, Roger W.Salmonson, Roger, JoySalz, Joe W., Ada

Schaar, Bert, StellaSchemel, Gerhard, PeggySchmidt, Carl, VickiSchmidt, Jay, BarbaraSchumacher, GeneSeaborg, GeorgeSearle, George, EdnaSeasholtz, BettySherman, Robert, AliceShoalts, A.D., ShirleySimmons, Dale, CarmelSlaten, Kenneth, RosemarySmith, Frank, CarolSmith, Robert, DeloresSorensen, Norman, FrancisSoule, John GiselaSparrow, Cliff, MarySpencer, Lyle, DorothyStanton, Jim, VirginiaStitt, Don, BevStitzel, Harry, RuthStrickler, Charles, AliceStumpe, Frank, HilarySturtevant, Hank, AdrienneTate, Billy, JaneThompson, Lew, JudyThrush, MargaretToop, George, GinnieTowner, Bill, TeddieTownsend, Bill, MariannaTownsend, Bill, AlvaTraylor, Herbert A.Trepas, Ron, S.R.Trischler, MildredTschirgi, Chuck, BettyTunder, J.R., KalitaTurner, Bill, DaubyValacer, StanVance, Sally, Von DurhamVandeveld, Al, MaryVan Etten, Roy, Noreen CawleyVan Winkle, Charles, MiriamVestal, LouiseVoigts, BuschWaldo, Walt, Ellie

Wallace, Bill, DorisWard, Harry, SuzanneWells, Eddie, ClaireWerner, Fred, BettyWhitford, Paul, VernaWidholm, Bob, FayWilliams, Hubert, CelineWillis, Harry, PaulineWind, Mickey, BettiWright, Lewis,Younce, Russ, JeanYoung, Ben, DidiYoungblood, William, KorkyZimmerman, Bob

478 in attendance.

44

THE TARPAGRAPEVINE

AUGUST 1988

The Tucson Convention is history and what a wonderfulget together it was. I personally enjoyed meeting andtalking with many old friends and especially receivingthe comments and suggestions about this part of theTOPICS. If we continue with the GRAPEVINE, I shall tryto incorporate some of the suggestions. Thanks again.

It was interesting learning that several members hadflown in in their own private aircraft for the occasion.Among them were DICK AND ANNAMARIE CONWAY from Calif.,LOU AND JUDY THOMPSON from North Carolina and HARRYSTITZEL from Florida. I still think you folks with yourown planes should get together for a TARPA "Fly-in".

A sad note to the meeting was the news that AL CLAY hadpassed away suddenly, just a few days before the conven-tion. He shall be sorely missed by all, not only forhis pleasing personality and humor, but for his tire-less efforts on behalf of TARPA and RAPA.

********

All of us who flew out to Tucson via TWA experiencedthe STL Hub. The following was received from DAVE KUHNand reflects his thoughts on the "Hub":

THE HUB AND SPOKE SYNDROME

I suspect that George Will has a word processor. Ineed one to set forth my opinion on the Hub and Spokeidea that major airlines employ to move folks around.If there is any merit in this operation, it eludes me.

These airlines have cities designated as hubs.UAL has Denver and Chicago. EAL and Delta havea huge hub in Atlanta. TWA has St. Louis andNew York with American holding forth in Dallas-Fort Worth.--so on and on. From the hubs thereare spokes to various cities each airline servesthat go to and come back. Looking at a TWA mapwith St. Louis as the hub, passengers wishing tofly TWA in Peoria, must fly to St. Louis, hub itwith hours of waiting for a connection, thenspoke it to Chicago. Passengers in Kansas Cityheaded for the West Coast, must fly to St. Louis,hub it, then westward ho. To shorten, peoplewishing to fly TWA to the West coast from SaltLake City, Denver,Colorado Springs, Las VegasAlbuquerque, Phoenix and Tucson must fly to the

R. M. Guillan1852 Barnstable Rd.

Clemmons, N. C. 27012919-945-9979

45

DAVE KUHN Cont'd

hub, wait for the connecting flights, then to the coast cities.Remember the Las Vegas TARPA bash? I talked with several Westcoast retirees that flew to St. Louis then spoked it to Las Vegas.An all day excursion for a thirty minute flight. A reverse goinghome.

One may use the wait at the hub to people watch. In the ebb andflow of humanity there is an unusual number of fat women. Most

wearing stretch slacks and dragging two or three moppets. Dressesdo not come in that size.

We ran into a retired Flight Engineer at the St. Louis hub. I haveflown many trips with him. His name is Walt--something or other.His classic remark was " If you are going either to Hell Or Heavenon TWA, there is a three hour wait at St. Louis.".

Some may remember that flying Transcontinental and Western Air Inc.was rather simple. Pat Gallup would start them Westward from Newark,Camden, Harrisburg, Pittsburg, Columbus, Dayton, St. Louis and KansasCity. There was a spur from Dayton to Ft. Wayne, South Bend, Chicagothen rejoined the mainline at Kansas City. If memory serves me,there were stops at Wichita, Amarillo, Albuquerque, Deep Lake(whenthe flag was up) Winslow, Needles the Burbank. Joe Bartles met usat Chicago and Lee Flanagan had the welcome mat at Burbank. Alsoat Winslow, flights flew via Phoenix to Burbank, with others toGrand Canyon, Boulder, City, Las Vegas, Fresno, Oakland and San Fran-cisco. Andy Andrews was there to check the reported time on. TheSky Chief and the Sky Queen flew the same routes eastbound.

To digress a bit. Kansas City was not a hub. It was the Home Of-fice where John Collins ran the airline. He sat in his third flooroffice at 10 Richards Road and observed all of the goings on below.The airport boasted of two short concave strips protedted by twounpredictable rivers. When Mr. Collins observed any departuresfrom the MP&P manuals, there was termination on the spot. The manyyears that I served on the System Board of Adjustment, I always cal-led him Mr. Collins, as did others. He had to be reminded that theTaft Hartley Act as well as our Working Agreement provided a hear-ing before any disciplinary action is taken. He would have a hear-ing then fire the offender again. I did save a few jobs after Mr.Colli ns found that termination is not the only form of punishment.

Remember? It was rise and shine for the Lindberg Line. Sonny BoyHall gave us--"On time all the time." There was no airways trafficcontrol. As the air became more crowded there was an obvious needfor an ATC. At first a Captain could elect to let ATC handle theflight or not. If so the Co-pilot would get writers cramps copy-ing all the essential traffic. With ever increasing traffic, ATCbecame mandatory. "See and be seen " became a joke. Two jetsclosing faster than the speed of sound is like dogging a rifle bul-let. There is a need for a referee.

American Airlines boast of being the ontime machine. Without doingany research (I am lazy), I suspect that AAs' Dallas-Ft.Worth hubis a small part of their operation. At the hubs, the beleaguredATC had to assign slots. There was no way they could clear ten

46

DAVE KUHN Cont'd

landings and ten takeoffs at the same scheduled time. If a slot ismissed for any of a bunch of reasons, it may take hours to get sand-wiched back into the program. Thus more delays for the already longday.

And lastly: When a hub is closed (and they do close) for fog, ice,snow, hurricanes, power outage , ATC snarls and what not, it may takedays before normal operations can be had. There is no way to over-fly the hub. Complicated ? Yes. Simply put; The hub and spoke op-eration as observed, can be an EGREGIOUS happening--in the worsesense.

Dave Kuhn.

*********

You will recall that back in the January 1987 issue of the TOPICSwe carried a letter by HARRY WARD about ferrying 1049H for the "SAVEA-Connie" group in KC. I learned from Harry,while in Tucson thathe,FRANK FITZGIBBON, STAN SCROGGINS and HAP CHANDLER were calledupon last November to ferry another surplus Connie. This time itwas a C-121, you know, the type with all the radar domes, top andbottom. They took the aircraft from Davis - Monthan AFB in Tucsonto Warner Robbins AFB, south of Macon, Georgia where it is to beput on static display at an Air Force Museum.

Frank informed me that although much work had been done on the planeprior to their arrival on the scene, they spent 3 1/2 days preparingthe aircraft ( and themselves) for the flight which took about 7hours. Again they lacked radio equipment and had to resort to ahand held VHF and to pilotage to make the trip. On more than oneoccasion they had to depend on other aircraft to relay their posi-tion to the FSC.

On departure from Tucson, the military controllers refused them per-mission to circle the base for altitude so they had to go out overthe desert and take about three circles to get the old machine highenough to clear the mountains. From there on, since they weren'tpressurized and lacked oxygen equipment, they cruised at 9500'.Harry told me it didn't fly too well and that they used max powermost of the way but Frank said the engines were in better shape thantheir previous ferry and wished he had them for the SAC.

And what was their compensation for this adventure? Expenses and acase of beer. Thats dedication! And at that, the contractor com-plained about paying for a fourth man.

*********

Later on the same group was contacted to bring a 1049 from Van Nuysto Dulles. This aircraft was donated to Smithsonian for the newannex being built at Dulles. HAP CHANDLER was the only one of thegroup that worked that flight.

*********

DICK BECK submitted the following, about the water problems inSouthern California. He did such a nice typing job we'll print itas received. Enjoy! - - -

47

48

49

COULD THIS BE FROM THE HOSPITALITY ROOM IN TUCSON?

Courtesy HERB BECKER, Prescott,AZ

50

Our S/T received a very nice note from MAXINE SMILEY thanking himfor the contribution to the Retired Pilots Foundation in WALTsname. She says that she and WALTs 16 fine grand children will behappy to see his name listed in the Memorial section of TARPA.

********

ARBY ARBUTHNOT sent Joe a new address and 'phone number. Says howmuch he enjoyed the 049 Connie story. It brought back alot of mem -

ories as he said he was in the first group of Domestic pilots to goto the International Division in New Castle.

*********

Remember Aloha Airlines?

*********

BOB MIDDLEKAUFF, (Eagle) sent a note to our S/T along with a check.Says he enjoys reading the TOPICS and seeing names in print of manyof the friends he made during his 30 years with TWA. It bringsback many memories and he is happy that he qualifies for membershipbeing a former ICD Radio Operator.---Thanks for your contribution,Bob.

*********

More about flying 1O49s in this jet age from HANK GASTRICH:

" As you know I have been doing a bit of traveling; in December Ileft this area for Koror, Republic of Palau...and actually flew a1049H Constellation...until it was seized by the government ( or thefuel company in Manila) for unpaid fuel bills. So ended a prettygood adventure as well as a relatively lucrative one.

I flew 4 trips from Palau to Nagoya, Japan and back (once via Manila)carrying 33,000 + (mostly plus) of live tuna for Sushi. The planewas formerly a Navy plane and I was surprised to find it so muchlike TWA's...even had an hydraulic cross-over valve. I had twotouch-and-gos landings and a full stop...with no brakes. We hadthe #3 Hyd Pump in "By-Pass" because of a leak, and when I landedI only reversed 2 and 3. No. 4 quit in idle...and tho' I calledfor "Emergency Brakes both the co-pilot and the FE moved the sel-ector handle...from Gear to Brakes to Gear. We stopped with re-

51

HANK GASTRICH (Cont'd)

verse before I thought of the X-over valve.

We used 100 octane and 0430 take-offs at 130,000+ (Mostly plus)were not unlike flying a simulator—including the building. Theairspeed got to 105 Kts and would stay there until we cleaned up...climbing at 100-300' fpm. Our track was 003 degrees and while Icouldn't see Polaris, I could see most of the big dipper and justheaded toward where the North star should have been until dawn...then another 2+ hours until we could get a Loran fix. Lucked in at16-20 miles of course' everytime .

I was on my way back when we lost the plane. My co-pilot latertold me his last pay-check bounced AND he had to pay his own ex-penses back to the US. I had been paid in cash AND had a ticketsince I was supposed to pick up another plane in Camarillo. Ofcourse, I was unable to contact anybody here and finally after myco-pilot called, drove up to Camarillo. NOTHING had been done onthe other plane...so obvously it wasn't ready to ferry back toPalau.

I enjoyed (to a point) flying the Connie again...my girl was sup-posed to be out in February...and I probably would be there yet.WE ( World Fish and Agriculture) were getting $1.10 a pound to flythe fish...which sold at auction in Japan for between $15/25. Fuelin Japan is $4.50/gallon, so , we used $24,000 fuel per trip...and there was no way to even break even. (Our expenses in Palau,Japan and Manila were paid. Captains got $50/hr., F/E's $40 and oneco-pilot got $30+...the other 20 or so). We also used considerableoil, hydraulic fluid and "used tires".

The plane had NO auto-pilot or de-icing boots. We had not problemwith that in Nagoya, but they were there to be had. We would leavePalau in the 70's and temps in Japan were in the lo 40s. The G/Swas inop and the life-raft was behind the cargo and would havenecessitated going outside the plane to open the cargo doors fromthe outside...if the need arose. "

G/V Editors note: Hank also had a few notes in his letter for theS/T which I did not include. I thank Hank for this report and hopethat it will inspire others to send in accounts of their activities.

*********

I heard a story about a pilot who ditched his airplane near a de-serted Pacific Island and for fifteen years survived alone. Oneday while strolling the beach he saw this apparition appear closeto shore. Finally this figure emerged from the water and aftertaking off mask and breathing equipment equipment, turned out to bea beautiful girl. Their initial conversation went as follows:Girl: How long have you been here?Pilot: 15 years.Girl: How long since you had a cigarette?Pilot: 15 years.So she reached into her wet suit and pulled out a pack of Camelsand offered them to him.

Girl: How long since you've had a drink of liquor?Pilot: 15 years.So she reached into her wet suit and pulled out a flask and offer-ed it to him.

52

DESERT ISLAND (Cont'd)

Girl:( Unzipping her suit) How long since you played around?Pilot:Don't tell me youv've got a set of golf clubs in there too!

*********

A note from A. T. regarding deadlines, also included a report thatwhen he and Betty returned from Tucson, Betty was experiencing someserious back pains. After a visit to the local Doctor they discov-ered she had a fractured vertebrae. She has been fitted with abrace and must forego the water skiing for this season. A. T. sayshe has no idea how or when it happened but guess it will teach hernot to talk back to me. NOW COME ON A. T. ! Speedy recovery Betty!

*********

Just 10 days after returning from Tucson, Peggy and I went to Nash-ville, Tenn. to attend a Hardware show sponsored by Coast to CoastHardware. The site of the show was the famous Opreyland Hotel, afabulous place, consisting of almost 2000 rooms with several rest-aurants, shops,etc. and a beautiful conservatory with all sorts oftropical plants. If you are considering a trip to Opreyland Park,I'd certainly recommend staying at this hotel which borders thePark. It isn't cheap but if you like luxury accommodations you'denjoy this place. It might be a consideration for a future Con-vention site for TARPA.

*********

I hope that many of you will respond to the"Membership News Request"which first appeared in the May issue of the TOPICS. The responseso far has been very disappointing. I know you folks out there aredoing interesting things that our membership would like to hearabout. So PLEASE use the form provided or send me a card or letter.The next issue of the TOPICS will be out in November, so please tryand get the material to me by the last week of September. We areconsidering printing the GRAPEVINE in every other issue unless moreitems are received. Its up to you. I enjoy doing the section andfrom talking with people in Tucson know you enjoy reading it.

Hope all of you have a good summer. AND PLEASE PRAY FOR RAIN!

*********

SENT IN BY PARKY

53

TARPA TALES

From Cleo Mattke;My first trip with TWA was from Kansas City to Alberquerque on 11-7-44 withCaptain Jack Asire.

My most memorable trip was from KC to AB on 11-10-44. My second trip was withCaptain Bob Overman and he let me fly from Wichita to Amarillo. It was VFRand I was really watching the beacons. Nearing Amarillo I got a little leftand had to make a complete pattern to land to the southeast. There was a lotof wind and I really struggled with the DC-3 in the air as well as on theground. It appeared that my three landings at KC didn't help me very much.It was difficult for me to unlock the tail wheel. The cross wind on the runway,then parking it was an experience. On engine shutdown Capt. Overman arosefrom the right seat and said, "Mattke, I am not sure you'll ever learn tofly this airplane, in fact, I'm not sure you'll ever learn to taxi it!". Helet my past and future life pass though my mind for about ten seconds, andthen said, "Let's get off this S.O.B. before it burns!". I then knew he wasonly partly serious and I have always considered him to be a good friend sincethat day. I don't know why I should have worried; I was an apprentice memberof ALPA and in a year I would have one half vote.

Sincerely, Cleo Mattke* * * * * * * *

From Barry Otto;Still living on Long Island in Northport. Will put the house up for sale oneof these days. Will move on down to Stuart, Florida, to the home we've hadhere since 1978 - permanent residence.

Doing the usual retirement things. Also driving for London Ride, a limosinceservice based in Northport. Use London cabs converted in Coventry to limos.Have had to learn everyone else's terminals at Kennedy and Manhattan not tomention many different places on Long Island.

Going for my glider license, try something new and different.

* * * * * * * *

Don't know how your editor ended up with the following;

Interoffice CorrespondenceTRANSCONTINENTAL & WESTERN AIR, INC.

October 24, 1936First Officer Busch VoigtsKansas City, Missouri

Effective November 1, 1936, you will be transferred to Newark, New Jersey.

You will be allowed expenses of $.03 per mile and $4.00 per day, for maximumof four days, for driving your car through to Newark.

L.G. FritzSupt., Eastern Region

CC: H. H. Gallup, J. A. Collings, Harlan Hull, Lee Flanagin

* * * * * * * *

54

MAY 2, 1947: HOWARD HUGHES MAKING A "CANYON APPROACH" WHILE DEMONSTRATING HIS TERRAIN WARNING INDICATOR

THE 049 CONNIES

by Ed Betts

The first part of the "Original Connie" article (February 1988 "Topics") dealtwith the first 6 years, from July 1939 to late 1945, which was the development

period from Howard Hughes' idea for a "Super Airliner" to the military versiondubbed the C-69. TWA's wartime ICD used a few for test and evaluation purposes

until the war ended (August 1945), when the military abruptly cancelled all of

their contracts. The second article (May 1988 "Topics") covered the introduc-

tion of the civilian version (dubbed the 049) in February 1946, and ended withJack Frye's Christmas message to all employees (in the "Skyliner") predicting

a bright future for the company in 1947, and spiking the rumor of his resigna-tion.

The year 1946 was the best in the company's history so far as operating income

(number of passengers, revenue miles flown, income etc.); but it was the worstever so far as losses...a net loss of $14,348,000. The loss was due to several

reasons: the cost of starting the International Division, the grounding of the

Connie fleet, the pilot's strike, the loss of four Connies, the postwar infla-tion and an over-estimate of the potential domestic market. The following CAB

statistics of net incomes by the 16 major airlines in the US shows the magni-tude of TWA's loss, after four years of an operating profit:

NET INCOME OF UNITED STATES AIRLINES(000 omitted)

1940 1941 1942 1943

American Airlines ...... $1,859 $2,473 $3,852 $3,193Braniff Airways............ 75 (84) 635 958Chicago & Southern......... 30 (112) 129 128

Colonial Airlines......... (21) 53 108 16Continental Air Lines * 37 (35) 56 281

Delta Air Lines *.......... 60 (86) 359 404Eastern Air Lines....... 1,575 1,610 1,886 1,427

Mid-Continent Airlines..... 46 (159) 69 171National Airlines *........ 29 10 170 193

Northeast Airlines......... 10 (56) (51) (97)Northwest Airlines *...... 296 327 430 300Pan American Airways.... 2,256 3,361 3,780 1,930Penn-Central Airlines..... 143 127 408 280Transcon'l & Western Air (98) (488) 2,176 2,051United Air Lines.......... 453 598 3,134 4,203Western Air Lines......... 140 6 694 90

TOTAL $6,890 $7,545 $17,835 $15,528( ) Deficit.* Fiscal years ended June 30.

TWA's operating expenses during 1946 totalled $72,281,000, revenues (with an84% passenger load factor) were $57,361,000...it couldn't meet the payroll to-ward the end of the year without borrowing more money. Equitable Life had itin the contract that TWA could not obtain any further loans without their per-mission. Also, during the pilot strike, TWA was forced to cancel the order for8 (out of the order for 13) undelivered 049 Connies, and shortly after thestrike the order for 18 of the model 649's. It was no secret that Equitable

Life and Howard Hughes (through Noah Dietrich) were dissatisfied with the TWAtop management.

1944 1945 1946$4,396 $4,399 $(252)

774 850 34

128 169 (1,006)

(29) 109 (375)199 344 312

429 551 3621,499 2,126 3,505

139 171 263

3 170 227

(77) (166) 191518 728 989

1,619 7,566 2,983405 441 (2,550)

2,753 1,814 (14,348)6,615 4,204 1,087

136 208 (943)

$19,507 $23,684 (9,521)

56

THE 049 CONNIES

On 1/1/47, Senator Owen Brewster took over as Chairman of the Committee to In-vestigate the National Defense Program (once headed by then-Senator Harry Tru-

man). A month later he chose to probe the Hughes Toolco wartime contracts withHughes his "star witness". According to several accounts, including testimony

by Hughes, Brewster had offered a deal to Hughes; to call off the investiga-tion if he (Hughes) would consent to a merger of TWA with PanAm. Hughes madea flat refusal to any such deal. As it later turned out, Brewster was the one

who received the "roasting".

This was about the time when Hughes made a deal with Equitable to rescue TWA:Toolco would lend $10,000,000. Toolco, in return, would receive notes payable

(convertible into common stock) and the power to name the majority of the air-line's directors. If TWA defaulted on the payments, Toolco's TWA stock would

go into an Equitable voting trust (which would give the insurance company con-trol of the airline). TWA stock, during 1946, had dropped from $71 to $9 pershare. In 1948 the $10,000,000 loan, plus $344,230 accrued interest, was con-

verted to TWA stock at $10 a share. There was a great deal of fluctuation inthe years that followed; the value peaked in 1966 at $101 a share, which was

the time when the Hughes Toolco sold all of its 6,584,937 shares at $86 each.

There have been many variations written of the reasons why certain TWA execu-

tives, such as Board Ch'm. T. B. Wilson, Pres. Jack Frye and Vice Presidents PaulRichter, Lee Talman and Jack Franklin resigned in early 1947...the above isjust an outline of the financial situation at the time.

Starting in January 1947, the International schedules (with the DC-4) extendedto Bombay. The 049 was still used on the LGA-Shannon-Paris daily flight, andon Friday went on to Rome (and returned Sunday), and the Wednesday flight went

to Geneva. The Domestic 049 schedules had one LGA-LAX (with a fuel stop & crew

change), one LGA-MDW-MKC, one LGA-MDW-MKC-LAX and one LGA-MDW-MKC-LAX-SFO. TheStratoliners were operating in the Eastern Region only (east of MKC). Starting

in January was an all-cargo DC-4 flight (one day a week, dubbed "The Shanghai

Merchant"), operating DCA/LGA (with all of the stops) to Palestine. The fourengine fleet, after one year of operations, consisted of 20 Connies (12 Domes-tic, 7 International and one C-69 for crew training), 13 DC-4's, and 5 Strat-

oliners. The LA (LAX) Airport became a regular stop for TWA in December 1946.

Several record times were set in early 1947. On January 2, the crew of RogerDon Rae, Jack Schnaubelt and Ted Mrencso made the trip from MDW to LAX in 6 hr

48 min (schedule time was 8 hr 25 min including a 30 min fuel stop at MKC). OnJanuary 28th, the crew of Wendell Peterson, Elwin Bavis and Larry Applegate on

Flight 36 set a record of 3 hr 48 min (average speed 369 mph, top 418 mph) onthe leg from LAX to MKC. This record didn't last long. That afternoon the crew

of Busch Voigts, Don McKenzie and Ken Kidd made the same trip in 3 hr 28 1/2 min(average speed 405 mph,top 425). The same flight (94) continued to MDW in 1 hr

20 min flying time, and to LGA in 2 hr 12 min for a total coast-to-coast timeof 7 hr and 30 seconds. The record for the fastest trip MDW-LGA had been madeby Bronson White of 1 hr 55 min (on December 24, 1946).

On April 6, the crew of William Miller, Walt Eason and Dick Trischler regained

the westbound Atlantic crossing record for TWA when they flew (non stop) fromShannon to LGA in 11 hr 55 min (the old record of 12 hr 16 min was held by Am-

erican Overseas). The fastest eastbound time had been set by Dale Fulton, back

in December, with a nonstop 10 hr 16 min LGA-Shannon trip.

57

THE 049 CONNIES

On March 11, 1947, a rare (and only) incident / accident occurred when NavigatorGeorge Hart was literally blown out of the airplane on a flight between Gander

and the Azores while taking a position fix through the plexiglass astrodome (abubble located on top of the fuselage and just behind the cockpit). The exact

cause was not known, other than a fault in the installation, as the astrodome

was permanently bolted to the fuselage and not of the removable type. This was

the first incident involving a pressurized cabin where a window (or astrodome)

had failed and the resulting tragic consequences. The "fix" was to have theNavigator wear a cumbersome body harness, which was bolted to the cabin floor,

when he took a celestial sighting through the astrodome with the sextant.

The astrodome also had a tendency to fog up with outside freezing temperaturesand the best way to clear the buildup of frost on the interior side was to use

a rag soaked with whiskey borrowed from a cabin attendant. There was no anti-

icing or de-icing method for the exterior.

The one addition to the International fleet of Connies came in late March with#561, a converted Army C-69 (the one formerly used for pilot training), which

had been purchased in December for $350,000 (as is, a "fixer upper"). The mod-ification to 049 status was done by TWA's overhaul base at KCK. Bob Loomis had

received special permission from the Executive Committee for his department to

do the work cheaper than the estimate of $275,000 by an outside contractor. Ittook over two months (a total of 48,779 man hours) to take the plane apart and

rebuild it: the engines, wings and landing gear removed and the plane strippedto the bare. The engines were reworked (including fuel injection) at a cost of

$5,000 each. The plane was beefed up for the 90,000 lb maximum gross weight. Atotal of 5 1/2 miles of new electric cables were strung throughout the wings and

fuselage. The windows were re-arranged to TWA standards, and new soundproofinginsulation installed. 48 new seats, at a cost of $19,000 were installed. The

total cost for the conversion was $193,000, which included some 500 engineer-ing changes (some were major, others minor such as carpet attachments, shift-

ing a radio position etc.) which TWA was making to the fleet. A new "Connie"cost about $800,000. The cost of #561 (including purchase plus modifications)was $553,000.

Starting April 1, The Connies were scheduled (two days a week) beyond Rome, toAthens and Cairo. On Domestic there were three transcontinental trips between

LGA and LAX (one on to SFO), two by way of MDW and MKC and the one direct withthe fuel stop.

On April 27, the domestic fleet of Connies had some stiff competition; Unitedand American simultaneously inaugurated service with the DC-6. The DC-6, which

cost about $720,000, was powered by 4-P&W R-2800 Twin Wasp (2,400 hp) engines.On a demonstration / publicity flight (on March 29) a DC-6 flew from California

to New York in 6 hrs 47 min (an average groundspeed of 364 mph). A month afterthe DC-6 was introduced, Eastern inaugurated service with the "Gold Plate" 649model Connie (the same as the later 749 model, except for shorter range capa-bility). The 649 was powered by the new Wright 3350-BD engines (2,500 hp) andwith 1,200 hp for cruise could keep up with (or pass) the DC-6. When the DC-6was introduced, TWA lowered the surcharge for a transcon trip to $13.50.

At the April meeting of the TWA stockholders Warren Lee Pierson was elected to

be Chairman of the Board of Directors, and LaMotte Cohu the company President.

58

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THE 049 CONNIES

Also in April, Howard Hughes was again flying a TWA Connie, with Bob Loomis asCopilot and Bill Brandes the F/E. A large group of aviation writers, from allover the nation, had been brought to LA (at Toolco expense) to witness a firsthand demonstration of Hughes' latest project, the "Terrain Warning Indicator".This device, using the principal of the radio altimeter (which was perfectedduring the war for dropping paratroopers, and used by the International fleetfor "pressure pattern flying" over water) was developed by Dale Evans of TWA'sElectronics Department. The 16 pound instrument would sound a warning hornlocated in the cockpit, plus a brilliant red light on the pilot's instrumentpanel the instant it sensed an object in a zone 2000' in front of, to 2,000'below the aircraft. A toggle switch allowed the pilot to set the warning for500'. Hughes made a series of 3 flights (2 hours each) with his guests takingturns in the cockpit observing as he flew into canyons until the alarm soundedand the light flashed; he would then "pour the coal to it"...with a very steepclimbing turn to a safe altitude (maybe this is the origin of the "canyon ap-poach" which was a standard maneuver during an instrument check). He also flewover some of LA's tall buildings to show how the alarm worked at the 500' set-ting. It would go off when 75' above ground on a normal approach to land.

Hughes announced the device would be available, at cost, to all airline opera-tors, as soon as he could produce the equipment...naturally, TWA was a readymarket. There were modifications to the production model, such as an addition-al selection for 1,000', smaller warning lights which didn't jar the pilot outof his seat and the loud bell was replaced by a gentle chime. The TWA pilotsgenerally accepted the indicator as a part of their instrument panel. It was awarning device (and was not a required item for dispatching a flight).

During the early days of checking out a pilot on the airplane there were a fewmaneuvers required by the CAA (or the company) which the pilots considered un-necessary or dangerous. These included losing two engines (actually feathered)after take off, an approach and landing with 3 engines out (simulated), and a"dead stick" landing where all 4 engines were pulled back to idle on the baseleg and no additional power was used on the approach. A landing with no flapswas not considered dangerous. However, a landing with no-boost (all 3 flightcontrols) was (under the best of conditions such as: no weather, turbulence, acrosswind, engine out etc.) considered risky. It took several very hard land-ings causing engines to droop over an inch or so from the top of their mountson the nacelles, before the CAA consented to simulate this maneuver at a safealtitude above the ground.

On 4/11/47, Check Pilot Robert Weeks was giving transition to Domestic CaptainPatrick McKeirnan, who was checking out on the International Division (and theConnie). F/E instructor Luke Vollack was training his student, Melvin Heller,at the panel. What actually happened was never determined, only surmised, asthe plane crashed into the Delaware Bay (Cape May, NJ, near the lighthouse atBrandywine Shoals), killing all aboard. There were no radio broadcasts of anemergency, or any clues to the cause, other than observers from the ground whosaw the plane start a turn at about 2,500' which gradually tightened and de-veloped into a spiral. The spiral was stopped, but the aircraft continued in-to a steep descent (a 45 degree angle), and just before the crash there was aloud roar of the engines. The suspected cause was a malfunction with the ele-vator boost system. Warren Pierson issued a statement to the press: "At thisstage of a check-out program the plane is deliberately placed in unusual posi-tions in order to qualify new pilots in command. None of these maneuvers areperformed in commercial operations".

60

THE 049 CONNIES

TWA's order for Connies had varied during the years: four more 049's (domesticconfiguration) were delivered in May of 1947. Fleet #515 (NC90826 ) was the lastof the total of 88 C-69/049 series produced by Lockheed. Although the finan-cial arrangements were not completed (until almost delivery time in mid-1948),TWA ordered 12 of the modern 749 series Connies for its International fleet.

Starting 5/19/47, TWA began hiring copilots again, the first since February of

1946. The hiring continued until July 1948, with about 1,000 hired (before thebig furlough which lasted until May of 1951). During this period there were 26F/E's hired in 1947, 97 in 1948 and 18 in 1949.

With the additional Connies for domestic use, the June schedules had six dailyflights originating from LGA; four were nonstops to MDW (3 continued west) oneto CVG-STL-MKC, and the transcon (with fuel stop). One flight originated from

MKC to LA with a PHX stop. Nonstop service between SFO and MDW (Flights 38 and37) was inaugurated, a 1925 mile trip. The ALPA stood by its ultimatum wherebyany flight scheduled for over 8 hours flying had to have a relief pilot aboardor an intervening rest period. TWA circumvented this requirement by scheduling

the westbound Flight 37 for just under 8 hours (7:55 summer and winter)...thiswas possible with just a 15 mph average headwind, which was rare in the winter

and many a flight was about an hour late arriving (plus many a flight took thesouthern route in order to make a fuel stop). Although there were CAA airways

on the MDW-DEN-SFO and DEN-LAX routes, they were considered "off airways" forTWA flights, which required a minimum cruise altitude of 17,000' west of DEN

and 13,000' to the east. This restriction made it difficult, or impossible, tocruise at low altitudes where the winds (sometimes) were more favorable.

The second group of SFO Captains to check out on the 049 went to LAX for theirtraining (using the Palmdale Airport). Pilots with previous 4-engine time re-

ceived 3 hours day and 3 hours night transition time, those without received 6additional hours. Rudy Truesdale told of numerous engine problems; all of his

approaches (under the hood) to LAX were with an engine actually feathered witha malfunction. John George was receiving his final line check from Bob Larson:

over Tucumcari (NM) they had to feather an engine, and headed for Amarillo...before they had finished the checklist a second engine had to be feathered!

Long before Denver and Salt Lake City became part of the TWA system, they were

popular alternates for landing with an engine out (the Captain's choice ratherthan proceeding on to destination or nearest TWA station). George Duvall told

of a SFO-MDW trip with some heavy thunderstorm buildups as they approached theRocky Mountains. They climbed to 23,000' to try and top them. Over Wendover the#1 cabin supercharger bearing overheated, and they had to feather the engine(still the direct drive without a disconnect). Over the Ogden area they were

in and out of the tops and George hoped to get beyond the Cheynenne area and

then proceed to MKC or possibly on to MDW. However, after passing Rock Springsthe #4 engine lost a valve and had to be feathered. There was no choice but to

return to SLC...descending through thunderstorms, with the tower reporting therunway flooded. A range approach was made (with all of the usual static con-

ditions), and they landed in several inches of water.

George told of another flight on the SFO-MDW run where a valve broke in the #3engine after passing Cheyenne. The weather was reported good east, so he con-tinued towards Omaha were he could make the decision to divert to MKC or go on

to MDW. All went well and over Iowa City he requested a slow decent to MOW...

over Moline the #4 got rough and had to be feathered. The two-engine landing

was routine, and he was able to taxi to the terminal and gate without the helpof ground equipment (much to the tower operator's amazement).

61

THE 049 CONNIES

An engine-out landing normally doesn't make the headlines of the press, unlessthere is a well known personality aboard. Rudy Truesdale told of one trip onthe MDW-SFO run, with Thomas Dewey a passenger, when they lost an engine overDes Moines (while Rudy was eating his lunch). They diverted to MKC where theychanged planes and continued on to SFO. That night Rudy was home and listeningto the radio when Walter Winchell came on the air screaming: "DEWEY IS SAFE!,DEWEY IS SAFE!", with a harrowing account of how Dewey's life was in danger.

Lex Klotz was piloting a trip while the F/E was having trouble with the cabinpressurization system, when suddenly a hostess came up to the cockpit with theannouncement that a female passenger was stuck to the toilet seat! As it waslater determined; Fleet Service had not properly secured the fitting where thetoilets are emptied and serviced on the ground...the cap had blown off and thelady's bottom was now serving as the stopper to keep the cabin pressure fromdumping overboard through the drainage system. The "immediate fix" was to de-pressurize the cabin, and the lady was freed from her embarrassing situation.

Frequent departure or arrival delays and accidents plagued the airlines duringthe year due to overcrowded airports and an antiquated airway/approach controlsystem which couldn't handle the volume of traffic (regardless of the weather)at the major airports. For example: in June, which is regarded as a month withgood flying weather in the NYC area, 41% of all departures from LGA were late(16% at least an hour) and 89% of all arrivals (46% over an hour).

There had been a number of DC-4 accidents during the year. On May 29th a DC-4flown by United crashed at LGA, the next day an Eastern DC-4 crashed at PointDeposit (Md) and on June 13th, a PennCentral DC-4 crashed at Leesburg, Va. Allairline loads were affected with a drop of 50,000 passengers in June. On June15, President Truman appointed a committee (headed by Judge James Landis) toinvestigate the problem of airline safety. The committee found the accidentshad nothing in common (nor a pattern established) and no recommendations weremade for improvement at the time. The year 1947, as it later turned out, wasone of the worst in the history of the US carriers: 199 fatalities on Domesticoperations and 15 on International. The CAA yardstick for safety, the numberof passenger fatalities per 100,000,000 passenger miles flown, went from 1.24in 1946 to 3.21 in 1947 (1.30 in 1948).

The 15 killed on International occured on June 19, when a PanAm Connie made anemergency crash landing near Mayadine, Syria. They had been cruising at 18,000'when they feathered #1 engine. With added power the other 3 were overheating,and descent was made to 10,000'. About 75 miles from Habbaniya a fire brokeout in #2 engine and they initiated a rapid descent but, within a few minutes,the engine fell from the airplane and the wing continued to burn. The wing wasburning as they bellied in on the hard-packed desert sand, and the plane wasi mmediately engulfed in flames after it stopped. #1 engine had failed due to abroken exhaust rocker arm, #2 due a thrust bearing failure, which had blockedoil from prop feathering motor to the prop dome. It, in turn, ruptured due tothe high pressure buildup when they feathered the propeller.

On July 26, a TWA Connie was damaged after landing at Shannon on a wet runway(the weather at the time was a 300' to 400' ceiling with 1 mile visibility andmoderate rain). The brakes were ineffective and about mid-way down the runwaythe right gear started to fail (the two tension straps on top of the gear werelater found mid-way down the runway). The plane was slow to decellerate as all4 engines were idling too fast (just out of overhaul). The plane had slowed toa speed where a turn could have been made with a steerable nosewheel, had onebeen available, but the right brakes also failed and the plane slowly slid offof the end into the mud (the tail of the plane was still above the concrete),and the gear collapsed. There were no injuries.

62

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THE 049 CONNIES

As a result of this incident, TWA immediately began modifying the Connie land-ing gear assembly with a Drag Strut Damper which would absorb the fore and aftshock loads on the gear during landing. This was known as the "walking gear".This protected the main gear strut from failing where it was attached to thewing spar (or popping rivets) and it made smooth landings more frequent as themain strut wasn't so rigid. The term "walking gear" could be illustrated withthe following example: the parking brakes have been set and the engines are atidle (such as waiting for takeoff at the end of a runway); when ready for the"mag check" the 1 & 4 (or 2 & 3) engines are run up and, with this increase inpower, there is a lurch with the plane's fuselage when the gear moves forwardagainst the hydraulic pressure of the Drag Strut Damper. There was no movementof the wheels at the time, but the fuselage moved forward (and a bit up) about18" (and moved back when the power was decreased).

In August of 1947, Northwest Airlines introduced the 40-passenger Martin 202.This two-engine (unpressurized) transport was the first (US built) to gradual-ly replace the venerable DC-3 for short haul work with the major airlines. The202, however, was to have major structural problems about a year later and wasgrounded twice for modifications and a third and final time when the pilots ofNorthwest refused to fly the plane.

On November 12, 1947 (until March 21, 1948), American and United voluntarilygrounded their fleets of DC-6's for extensive modifications. This followed twoin-flight fires (United's resulted in a fatal crash landing at Bryce Canyon,and American an emergency landing at Gallup, NM), which were attributed to afault in the fuel system. When fuel was transferred from the auxiliary to themain tanks, gas (or the volatile fumes) was sucked into the cabin heater.

On November 18th, a TWA Connie crashed during a training flight landing at NewCastle (Wilmington). The weather was clear and according to eye witnesses onthe ground, the approach appeared normal until the plane struck a ditch shortof the runway and burst into flames. All on board were instantly killed whichincluded Check Capt.Francis Winkler, Student Capt.(from Domestic) Virgil Ken-nedy, Student Capt.Emery Christensen (from Domestic on board as observer), F/ERichard DeCampo and CAA Inspector Herbert Dowsett. There was no definite evi-dence as to the cause other than they were practicing a "no-flap landing", andthe CAA Inspector (Dowsett was in the left seat at the time) was piloting theplane. It was a common practice, after a check ride had been completed, to al-low the CAA Inspector to fly the airplane for a brief period (usually a take-off and landing) as a favor to him (the Inspectors were qualified as pilots onthe equipment). This "favor" helped to insure their presence (if required) fora rating ride or other qualification check. This was not done on the line withpassengers aboard.

During 1947, there had been a great deal of progress with the development andinstallation of ground and air equipment needed with the ILS approach system,as well as the installation of radar at certain airports (and the training ofthe operators) for GCA (Ground Controlled Approach). TWA's program for testingand evaluation of the two systems began in September 1946, when Joe Mountainheaded the company's All-Weather Research (reporting to Jack Franklin). At thetime, the minimum ceiling was 500' and 1 mile visibility for a low frequencyrange approach. ILS had been developed before the war, but had not been per-fected. GCA was a product of the war (commands from a radar controller as todesired headings, position and altitude for an approach to land), having beensuccessfully used to get allied aircraft on the ground during fog or other in-strument conditions on the North Atlantic route (or returning from a bomb mis-sion over Germany).

64

THE 049 CONNIES

The first radar-equipped control tower in the US was installed at Indianapolisin March of 1946. In January of 1947, Dave Spain was the pilot (with the DC-4)demonstrating to a number of aviation authors approaches with both the ILS and

GCA (at Wilmington). By April the GCA was available at MDW and DCA, and with-in a few months the CAA installed ILS at a few airports (TWA was using ILS at

17 stations by the end of the year 1947, with 300' and 3/4 mile minimums).

The expected growth for the nation's airlines in 1947, as predicted by various

sources and the government, failed to materialize. The passenger load factorsdropped from an average of 80.3% in 1946, to 65.1% in 1947 (TWA's from 84.2 to68.2%). TWA's operating revenues had increased, from $57.36 million to $78.52million in 1947...but operating expenses had increased, from $72.29 million to

$85.35 million for a net loss of $6.83 million for the year (compared to theloss of $14.9 million in 1946). On January 1, 1948, TWA was the first carrierto go off government subsidy on its International operation.

There were more resignations of TWA executives by mid-1948, including LaMotteCohu, Otis Bryan and Bob Loomis. Ray Dunn succeeded Loomis as the Director of

Domestic Engineering and Overhaul, and Al Jordan the same for International.John Collings was VP of Operations and Oz Cocke VP of Traffic, as TWA contin-

ued the program to consolidate the two divisions (part of a master cost-cut-ting plan). The hiring of pilots stopped (July 6) and a few months later therewas a large furlough of many employees.

One of the very few 049's on a scheduled flight with passengers aboard to makea flight from LAX to LGA, non-stop, was Flight 12 of February 3, 1948. The

crew was Roger Don Rae, Jack Schnaubelt and Watt Smith. Jack tells the story:

Starting in late March and continuing until the end of July 1948, the 12 model749 Connies were delivered to TWA, the flight crews checked out, and were used

on the International flights (until about early 1950, when they were also usedby Domestic Operations). The 749 had the same exterior look and shape of the

049 (wings, fuselage, tail etc.), but it had most of the refinements includedwhich had been requested by TWA with the original post-war order of 049's. The

major improvements were numerous (such as the Pioneer PB-10 auto pilot); mostimportant was the 3350-BD engine (2,500 hp). With the addional power and fuelcapacity (plus higher takeoff and landing weights), the 749 far out-performed

any commercial aircraft of its day. There were initial problems with the Curt-iss Electric Propellers. The BD engine proved to be the most reliable of anypiston-powered engine TWA ever had in its fleet. With the introduction of the

749's, the six 049's were modified and transferred to the Domestic operation.

65

THE 049 CONNIES

On April 15, a PanAm 049 crashed while making an approach for landing at Shan-non during fog conditions. They were making an ILS approach (a second attempt)and hit the ground about a 1/2 mile short of the runway. There was only one sur-vivor of the crash (they hit a stone wall, wiped out the gear and a fuel tankexploded). No definite cause was determined other than they were too low, andthe failure of the fluorescent lights for the pilot instruments may have beena contributing factor. This was, as it later turned out, the first of 3 acci-dents during 1948 which involved an 049 Connie during an instrument approach.

In June 1948, after nearly 3 years of construction, the Idlewild Airport waspartially open to commercial operations (TWA's International flights) with tworunways completed. TWA's original agreement with the city of NY was for theaggregate cost of about $16 million for hangars and other facilities be paidoff over a 25 to 30 year period,

The first 2-engine transport with cabin pressurization, the Convair 240, wasintroduced on July 1, by American. It was powered by the P&W Twin Wasp engine(2,400 hp).

On October 21, a KLM 049 flew into some high-tension cables on the approach toPrestwick (5 miles ENE of the airport), caught fire and crashed. There was onesurvivor. Among those killed was KLM's Chief Pilot. The weather report, at thetime, was a 700' ceiling (and deteriorating). They had made a GCA approach torunway 31, aborted due to strong crosswind, and were making a circle to landon runway 26 when they hit the power cables. Other than the deterioratingweather conditions and possible disorientation by the pilots, there were nopositive clues as to the cause of the accident except: the altitude of the ob-struction which they hit was listed on the approach chart as 45' instead of theactual 450'(a "typo error" in printing!).

In September 1948, the CAA approved a new hydraulic-driven cabin superchargersystem with a disconnect available from the cockpit. This replaced the for-mer mechanical drive shaft. Most important, it could be disconnected in flight.

Two more 049's were added to the domestic fleet in late 1948. Both planes hadbeen among the original C-69's built for the Army, purchased by Hughes Toolcoin early 1948, and completely modified by Lockheed Air Service for TWA. Fleet#516 had been #10317 in Army colors and had a total of 274 flying hours at thetime of sale. Fleet #517 had been #94549 had 286 hours, and is the plane thatTWA volunteers later helped restore for the Pima Air Museum in Tucson.

The TWA flight crews (except cabin attendants) took on a new look in Novemberwith the double-breasted grey uniform. The Domestic crews were identified withdark grey stripes on their sleeves, International crews with gold stripes.

Also in November, the service charge for domestic Connie flights was dropped.The standard (still all-First Class) transcon fare was $143.15. TWA introducedan all-sleeper flight with the 749 in October (NY-Paris without the usual stopat Shannon); the eastbound flight was dubbed "The Paris Sky Chief", westbound"The New York Sky Chief". A special surcharge of $125 was charged for this de-lux service and berth ($150 for double occupancy, no proof of marriage needed),

There is no accurate comparison with the fares in 1948 and those in 1988, wheninflation and other factors are taken into account, such as: the total sched-uled enroute time, comfort, quality of service etc. However, the followingcomparison will give an idea of what it was like "then and now" for a FirstClass trip between NYC and Paris.

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THE 049 CONNIES

FIRST CLASS NEW YORK CITY to PARIS (or roundtrip)

1948... CONSTELLATION 1988...BOEING 747

Eastbound schedule 15 hrs 45 min.............. Eastbound schedule 7 hrs 10 min(includes 1 hr ground time at Gander)......... (non-stop 747)Westbound schedule 18 hours ....................Westbound schedule 7 hrs 50 min(includes 1 hr ground time at Gander)......... (non-stop 747)First Class fare was $370 one way............. First Class is $1927 one way$666 round trip................................ no round trip discount.TOTAL one way with berth (single) $495........ $1927, no berths available

round trip " $916 Round trip $3854.

The 1948 figures do not include the government transportation tax, or the 1988charges for security or airport departures. There are, of course, many cheaper

fares available with TWA in 1988 between NYC and Paris, such as: Ambassador($1021), Coach ($700) and the special Apex (with certain restrictions) ratesof $660 (round trip) in the high season ($525 in the low season)...both of thespecial Apex rates available in 1988 (for a round trip) are less than the 1948

fares and take less than half the time to travel. In addition there is a more

comfortable cabin, inflight entertainment, jetways for boarding in any kind ofweather conditions, radar for the pilots to avoid severe weather and the elec-

tronic aids for navigation or approaches to near zero-zero weather. What otherindustry can boast of such progress in the post-war years: a better product ata lower price after 40 years of inflation?

On Thanksgiving morning, November 25, Flight 211 (DCA-DAY-MDW-PHX-LAX) departedPHX on the last leg to LAX with a load of 18 passengers. The cockpit crew was

Evan Lewis, Leon Pierson and Virgil "Bud" James. The LA weather was forecastedto have variable fog conditions, and the weather report they received when ar-

riving over the area at 5:30am was one mile visibility. However, the remarks

section of the report had been omitted, which added: ground visibility 1/2 milevariable 1/4, estimated 10 to 50' deep. As was a frequent custom in the early AM

hours, and traffic permitted, they made a pass over the airport to observe theconditions below and then returned to the east, and made an approach to runway25L. Although small puffs of clouds were encountered, the approach lights werevisible, as were the high-intensity runway lights (which extended 1,160' downthe runway).

Where the high-intensity lights ended a patch of fog was encountered, and theplane hit the ground about 2,300' down the run way with a force strong enoughto deform the wing structure and deflect the #4 engine downward. The propeller

struck the runway, and a fire was observed in #4 nacelle. Brakes were vigor-ously applied and they stopped 1,500' from the point of landing, and 197' from

the left edge of the runway. Flames rapidly engulfed the right wing and fuse-lage, but all passengers were evacuated without serious injury.

The tower had observed most of the approach until the flare for landing; after

that the plane was obscured by the fog. Several attempts were made to contactthe flight by radio as a red glow was observed in the area. There was no an-swer. The tower then called PanAm operations (located in the area) and was in-formed "something is burning". It was 6 minutes after the landing before the

fire department was called, and another 2 minutes before they arrived. By thattime the plane was completely engulfed in flames!

What took place inside the cabin of the plane during the few precious minutes

used to evacuate all passengers and crew can best be described by quoting froma letter Leon Pierson sent:

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THE 049 CONNIES

This emergency evacuation proved what the flight crews had contended from thebeginning of the Connie operations: the "Jacob's Ladder" was a lousy arrange-ment. The term "Jacob's Ladder" has two sources: biblical and nautical. WithTWA it was a flexible rope with solid rungs...which took a trapeze artist tonegotiate with both hands and feet. Although it wasn't a panacea, and it tooksome time for the modification, chutes were eventually installed near the rearcabin door and the crew door in the cockpit.

For the second year in a row the expected gain in passenger travel had failedto materialize for the major US airlines: in 1946 there was a total of 6,068million passenger seat miles occupied, 6,308 in 1947 and 5,963 in 1948. Pas-senger load factors had dropped from 80.31 to 65.12 in 1947, to a low of 57.87in 1948. Total operating revenues (domestic operations) were $343,289,730 in1948, operating expenses were $431,634,277 for a net industry loss of $88 mil-lion. TWA's load factor for the year was 57.9%; the total operating revenueswere $101,049,959, operating expenses $99,727,313 (a net gain of $1,326,646).However, other charges (loan interest etc.) of $3,220,811 made a net loss forthe year of $1,277,591 (not a good year, but a big improvement over 1946 and1947). The Domestic Division had a net loss of $1,135,000 for the year, Inter-national had a profit of $656,000.

There had also been the continued rise in the number of charter and "Non-Sked"operators (and the frequency of their operations), which were more than just athorn for the scheduled airlines with their cut rate fares on the more lucra-tive routes. TWA had plenty of competition on the North Atlantic to Europe andCairo as the airlines now included: Air France, American Overseas, BOA, KLM,PanAm, Sabenia and SAS...one or more were operating from the east coast to thesame cities served by TWA as far as Cairo. All except AOA served Rome, all ex-cept AOA and PanAm served Paris (using Lockheed or Douglas aircraft).

Quoting figures from the "Skyliner" with regard to the direct costs of operat-ing the fleet in 1948: the DC-3 was based on a block-to-block speed of 152 mphand cost $65.15 an hour, the Stratoliner at 172 mph cost $151.10 and the 049at 237 mph with a $276.65 cost. By percent the 049 direct flying cost brokedown to: crew (15.3%), gas/oil (24.6%), insurance (8.7%), maintenance (26.2%),depreciation or rental (19.5%) and passenger supplies (5.7%).

On January 25, 1949, Ralph S. Damon was elected President and Chief ExecutiveOfficer of the Company, a post which had been vacant since June 1, 1948.

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THE 049 CONNIES

With the addition of the six 049's from the International Division, the Domes-tic fleet now totalled 24. By early 1949 there were a total of 9 flights orig-

inating and terminating at LGA, 1 from DCA and 1 from MDW; with a total of 9which were transcontinental trips (3 to SFO). The oneway fare for the NYC-LAX

(or SFO) trip was $157.85 (5% discount round trip) plus 15% Federal tax (andno pets allowed aboard a Connie). The Stratoliners were still in use between

LGA and MDW with 4 flights a day, and one to MKC. Normally Eastern did not flyBUR to LGA, but they did make a record-setting trip with a 649 on February 5th

when they made it nonstop in 6 hr 18 min (average speed 390 mph) The best ever

for a piston-type transport was 5 hr 10 min, set by an American Airlines DC-7in March 1954.

In addition to the 6 Connies, several DC-4's were transferred to Domestic and

modified to an all-coach configuration. Effective February 6, TWA began itsfirst "Sky Coach" service competing against the "Non-Skeds", with two nightly

flights between MKC and LAX. This was a "Dawn Patrol" operation: Flight 5 de-

parted MKC at 10:30pm and arrived LAX at 7:05am, after stops at ICT, AMA, ABQ

and PHX; Flight 7 departed at 12:10am, with the same enroute stops and arrivedLAX at 8:25am. The eastbound flights were also "all-nighters", but not as latedepartures: Flight 6 left LAX at 7:05pm, Flight 8 at 9:00pm, with the same en-

route stops to MKC. The one way fare for the "Sky Coach" MKC to LAX was $59.50

(standard fare was $91.40 with a 5% roundtrip discount) plus 15% tax.

Starting in early 1949 all maintenance and overhaul was consolidated at the KC(Fairfax) base. Also International and Domestic Traffic and Sales Departments

were combined in the NYC office.

In 1949, the CAA released a bit of information to the press with a list of thenation's 50 most experienced airline pilots so far as logged flying time. All

had more than 20 years of flying with the airlines at the time. Basil Rowe, of

PanAm headed the list with 30,021 flying hours followed by United's E.HamiltonLee with 27,811 (he retired that year). Tops among the TWA group (#6) was Jack

Walsh with 23,407 hours. Others from TWA were: Felix Preeg (#16) with 21,800,"Dutch" Holloway (#18) 21,385, Russ Dick (#20) 21,000, Amos Collins (#26) with

20,210, Ted Moffitt (#30) 20,049 and Lex Klotz (#31) 20,046. The last 19 list-ed all had more than 20,000 hours, but the exact time was not known; which in-

cluded Ted Hereford (who never could keep his records straight!).

In March TWA announced its order for 40 Martin twin-engine model 404 aircraft.Pending delivery of the 44-passenger (pressurized) version, arrangements were

made to lease 12 of the 202A models (40-passenger, unpressurized) for delivery

in 1950 (they were later purchased).

The last of the post-war 4-engine airliners, the giant Boeing "Stratocruiser",was introduced by PanAm in April, on their SFO-Honolulu route. The double deckplane was powered by the 3,500 hp P&W "Wasp Major" ("Corn-Cob") engines.

In December of 1949, TWA inaugurated coast-to-coast all-coach service (1 stopat MKC) with the 60-passenger DC-4. The fare was $110 one way (First Class was$157.85) plus tax, which was as low as any of the current "Non-Sked" rates. Aspecial waiver by the CAA permitted the DC-4 to be operated without a FlightEngineer; they were used in that crew configuration on the Domestic Division.

On December 18, a TWA Connie was severely damaged landing at MDW on a wet run-way. The crew was Stan"Toots" Kasper, Herb Shively and Dudley Grimes. They had

made one attempt to land and on the second landing, it was impossible to stop

and they plowed through a fence, hit a concrete abutment and wound up at theintersection of Cicero Avenue and 63rd Street. There were no injuries. This

was another incident which might have been avoided with reverse pitch props.

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THE 049 CONNIES

In 1949, the first since 1945, TWA had a net profit, and this was with an av-

erage load factor of only 61%. Earnings from the Domestic Operations totalled$722,543, from International $2,986,302. Operating revenues were $105,985,000and expenses totalled $98,864,000; the net earnings for 1949 was $3,709,000.

Also in 1949 (for the second year in a row) TWA received the National SafetyAward (from the National Safety Council) for operating without a passenger fa-

tality. A total of 3,440,872,000 passenger-miles had been flown during 1948and 1949 in achieving this record.

In late 1949 an extensive modification program was started on the 049 aircraft

which increased the maximum takeoff weight from 93,000 to 96,000 lbs, and themax weight for landing to 83,000 lbs. No increase in power; which made for a

lot longer takeoff run, slower climb and a longer period to get sufficient

cruise airspeed to keep the engines cool! Normal cruise was 1,100 hp per en-gine, but with weights above 88,000 lbs, or on the MDW-SFO flight, 1,200 hp

was authorized. The increased weight allowances made it possible for higherpayloads for the Traffic Department even when high fuel loads were necessary.

Other modifications included the addition of 3 more cabin windows and 8 moreseats (total of 57), plus a change from the light beige and maroon seat covers

to a green and cream motif. The modifications were in preparation for a futurechange in the 049 fleet; to the all-coach configuration.

Hughes Toolco had purchased three 049's formerly used by Air France which weresent to Lockheed for a complete overhaul and modification to the 81-passengerconfiguration. The galley was moved back to the rear cabin; the "new look" was

nothing but coach seats (5 per row with a narrow aisle between) all the way tothe cockpit door. The planes had from 4,316 to 4,986 flying hours at the time

of overhaul and were sold to TWA by Hughes, at cost. The all-coach service was

the pet project of Oz Cocke and, within a few years, all of the 049 fleet plusadditional purchases of used planes, would be modified the same way.

In April of 1950, and continuing until June of 1951, TWA added 25 of the model749A's to the fleet (plus another 3 purchased from Delta in 1954). The 749Awas basically the same as the 749, with added improvements such as: increased

max gross weight for takeoff to 107,000 lbs (landing 89,500), the Hamilton hy-dromatic propeller (reversing type), electrically heated (NESA) cockpit wind-

shield panels, NACA under-cowl air scoop (instead of alternate A) and a peri-scopic sextant to replace the astrodome atop the fuselage for the navigator.

The Stratoliner had it's last flight with TWA on May 19, on a trip from LGA toMKC. They were retired with a perfect safety record and a year later all five

were sold for $525,000. Also in May, TWA officially changed its title to TransWorld Airlines, Inc.

On June 1, TWA inaugurated all-coach service with the converted (81 passenger)

049 Connie. Bill Campbell, Evan Lewis and Jack Evans were the crew out of LAXon the first flight. There was a record 114 on board the plane, which included

5 crew, 77 adults and 32 infants under two years age (a second section, usinga DC-4 was necessary to accommodate another 51 adults). The eastbound trip wasa 10 1/2 hour schedule, westbound 11 hrs. The fare was $110 for a transcontinen-

tal trip (the usual First Class was $157.85, one way).

In the summer of 1950 there were two accidents involving the Connies in which

everyone on board was killed. On July 28, a PanAir do Brazil (48% owned by Pan

Am) 049 hit a power line on the approach to Porto Alegre, Brazil. On August 31a TWA 749A made a crash landing, and burned, soon after departing Cairo. Thiswas the only fatal accident of a 749/749A flown by TWA.

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THE 049 CONNIES

On 11/18/50, TWA might have lost another Connie (049) had it not been for theskills among the crew of Mel "Mo" Bowen, Bert Schaar and "Mike" McLaughlin. ThereMike" McLaughlin. There

are many problems and emergencies which are demonstrated by a crew during thesemi-annual proficiency check, such as an instrument approach with one or more

engines inoperative...they had many more which were not part of a checkride.

Flight 94 departed LAX with a full load of passengers (all First Class) includ-ing Liz Taylor and her bridegroom Nickie Hilton, John Ford, Nancy Olson, Ward

Bond and Nate Blumberg (head of Universal Studios). It had rained steadily all

night and at the time of departure the weather was bare minimums for takeoff of

1/2 mile visibility. Soon after they departed the weather went to zero-zero. When

climb power was established both inboard engines had high oil and cylinder headtemperatures and soon #3 became excessive. It was feathered and the climb rate

decreased and the airspeed increased in an attempt to cool down #2. It too ex-ceeded the temperature limits, was running rough, and had to be feathered. They

couldn't dump fuel as radio communications were vital at the time. Another com-plication was the VHF radio was stuck on the LAX tower frequency...all communi-

cations had to be with LAX and relayed by them to other concerned parties. Theywere too heavy (without dumping fuel) to clear the mountains and proceed to asuitable alternate, and the only airport in the LA area with landing minimumswas Long Beach...then reporting a 300' ceiling with light rain and a tailwindcomponent for an ILS approach (no back course was authorized).

The #3 engine was unfeathered for the approach, but since the power output was

questionable it was left in the idle position. During the approach the glide-slope warning flag came on and off intermittently as did the indicator. Mo made

a perfect landing; but with the combination of wet runway, a tailwind and over-weight conditions (and no reverse pitch propellers), it was impossible to stop

by the end of the runway. They slid 300 yards beyond, hit a railroad track andabutment which knocked off the right gear and spun the plane around on the wingtip. The LGB fire department was immediately on the scene. As a precaution allpassengers were evacuated from the left exits by ropes. There were no injuries

and the entire crew received the highest praise for the professional job doneduring the 35 minutes from when the #3 engine failed to the final evacuation.

Both engines had failed master bearings; on the ground they were frozen solidand it was impossible to rotate them. Ironically, the same plane (#555 NC86511)

was the one on which the right gear had failed after landing at Shannon on awet runway. The "fix" was to cease the practice of diluting the engine oil sys-

tem with gas (dating back to the DC-3 days) prior to shutting down during coldweather conditions (depending on the temperature and expected time the engines

would be shut down). This dilution of the oil with gas made engine rotation andstarts easier (the gas was soon burned off or evaporated after starting andwarmup), but it was determined the gas could loosen particles of sludge whichwould restrict or block oil to the bearing, causing a failure.

In addition to the three all-coach 049's purchased by Toolco and resold to TWA

(all were former Air France), three other standard-class planes were bought andplaced into service during the year. All were "trade ins" to Lockheed (two by

KLM and one Air France on the 749A model). Late in the year the overhaul basemodified a fourth plane to the all-coach configuration. At the end of the year1950 there were 29 model 049 Connies in the company fleet (4 all-coach), 12 of

the model 749 and 19 model 749A. Other post-war aircraft included the 12 Martin202A's. Five 749A's were scheduled for 1951 delivery plus 30 Martin 404's. TheStratoliners had been retired in 1950 and ten DC-3's sold. Orders for 10 model

1049 "stretched" Constellations were made in 1950 with a 1952 delivery date.

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THE 049 CONNIES

In August 1951 TWA purchased one of the original Army C-69's from the CAA. TWA

crews had flown it as NX54214, on lease to TWA in mid-1946, for crew training.It had 20 hours before and 82 hours after the use by TWA. At the time of thepurchase the plane was based at the CAA headquarters in Oklahoma City, and had

a total of 181 flying hours (most of its use had been for ground instruction).It took three weeks to ferry the plane to KCK; due to numerous problems a land-

ing was made at Stillwater, Oklahoma, where all four engines had to be changed.

It was modified to the all-coach style and entered service in October 1952. TWApurchased two other 049's in 1952 (both were former AOA/PanAm), and they were

converted to all-coach which brought the total 049 fleet to 32. By the end of1952 twelve aircraft had been converted to all-coach (all 32 by June of 1955).

In April 1952 plane #520 was the first of the 049 fleet to come out of overhaul

with a new cabin supercharging and other equipment which included improved ven-tilation and heating, a high capacity cabin supercharger, automatic control

system for cabin temperature and pressure and a complete new ducting installa-tion similar to the type used on the 749's. The improved circulation was ob-

tained from the Garrett AiResearch supercharger unit (driven by #4 engine) thatnearly tripled the former output.

The 1049A "Super Connie" was introduced on September 10, 1952. One was severely

damaged on December 7, after landing at Fallon (Nev) with the #3 and #4 enginesout. These engines were the source of the secondary hydraulic pressure (gear,

flaps, nosewheel steering etc.). The nosewheel somehow did not line up with therunway and the plane, after landing, was impossible to control with only the

brakes and went off on a tangent to the runway and one gear was wiped out afterhitting an obstruction. Had hydraulic pressure been available for the nosewheel

steering, there would have been no problem. As a result of this accident a twoway crossover valve was installed on all Connies; by use of an electric switch

the crew could open the valve, making primary hydraulic pressure available tothe secondary system (provided there was no fluid loss).

In late 1956 the CAA gave its approval to another improvement designed by TWA'sEngineering department, a refrigerator system for cooling air plus the instal-lation of individual air outlets for the passengers and crew. Plane #515 wasused for the tests and #517 was the first to be equipped. After 11 years of op-

erating the 049's, air conditioning was available to cool the cabin (as long as

#4 engine was running). Also installed at the time was the BD-type engine rearcase and drive unit for the cabin refrigerator.

Starting in 1959, when a BA engine went through overhaul, a major improvementwas the conversion to the forged head cylinders. TWA received kits (18 cylin-

ders each) from Wright for the modification, but they were slow in delivery andnot all engines were modified by the time the 049's were phased out. The forged

heads ran considerably cooler, were far more reliable and the frequencies ofthe chronic problems of roughness and failures were reduced.

There is some question as to when (if ever) other modifications were made, suchas retrofitting the original (delivered to TWA prior to July 1946) 049's with

nosewheel steering (wheel in the cockpit) and reverse pitch propellers. Accord-ing to Connie historian Peter Marson, the first test by TWA with the Hamiltonreversible pitch props was in October 1952 (on the inboard engines only) which

continued until May 1953. Bill Byard confirmed, from notes in his logbook, thathe was F/E on plane #526 which was undergoing tests for TWA and the CAA in May

1953 with reverse pitch props on #2 and #3 engines. However, a number of first-hand accounts of where this feature was not available date several years later.

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THE 049 CONNIES

For examples: On 2/23/55 plane #505 (NC86509, the last of the First Class 049s)had an incident after landing at LGA with up to 2" of water on the runway. Thecrew was Ben Gigstad, Vic Yuska and Walt Kinate. According to Walt, the planewas landed as short and slow as possible, then rocked back in a nose-high posi-tion (for maximum drag) before the nosewheel was lowered. The breaking actionwas nil, so a groundloop was attempted near the end of the runway. The aircraftskidded sideways, hit a ditch beyond the end of the runway, which wiped out themain landing gears and buckled the left wing and fuselage. There were no injur-ies. According to Walt, there were no reverse pitch props or a steerable nose-wheel installed at the time.

I had a minor experience on 9/22/55 (plane #560), while on a checkride with MaxParkison (and a CAA inspector in the jumpseat) landing at MKC with a very wetrunway. There were no reverse pitch props, but a steerable nosewheel was avail-able. The braking action was poor to nil, although we had slowed down enough soI could make a semi-groundloop (a very sharp 90 degree turn) to a taxiway justas the runway ended. No damage done except Max and the inspector got a few ex-tra gray hairs. There was no criticism of my approach and landing; however, theincident was witnessed by John Collings from his office window nearby, and thatafternoon I was scheduled for an 18 minute flight around the airport pattern todemonstrate (with Bob Norris) I knew how to operate the brakes on a wet runway.

Dave Kuhn told of an incident he experienced landing at MKC on 3/17/56 (plane#506) using the short SW runway:

The maintenance crews out on the line also made their contributions which aidedthe trouble-shooting of certain chronic engine problems and speeded up the timefor repairs. Larry Shannon, foreman at LAX, worked out a method of checking andsetting magneto points, which was a rapid cure for certain roughness problems.Sticking exhaust valves was another problem solved: with a pressurized tank itwas possible to inject kerosene into the carburetor air scoop, which was oftensuccessful in freeing sticky valves. Another source of rough engines was withthe fuel injection pump or a bad nozzle: maintenance developed a testing de-vice which was connected to any one of the injection nozzle lines and, with theengine running, it could be determined if the output to that cylinder was with-in limits. These remedies for a rough engine came after the usual "wand check"(a thermocouple to determine each cylinder head temperature while the enginewas still hot) and a change of plugs didn't help.

By late 1958, a few months before the jets were introduced on TWA, the piston-powered fleet for passengers was utilized as follows: International was usuallyall 1649A model Connies (combination of First Class, Tourist and Economy). TheDomestic Division also used the 1649A on the transcontinental nonstops, the "G"and 1049A's for other long-haul work (combination First Class and Tourist), the749/749A/Martin 404 (all First Class) for the short haul flights and the 049'sfor the all-Tourist. First Class fare NYC-LAX was $166.25 (ow), coach was $104(plus 10% tax). The bargain round-trip, on the 049 which made most of the localstops, was $168.40...a box lunch was available for purchase before boarding.

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THE 049 CONNIES

When the Boeing 707 was introduced the 049 flights were all numbered in the 500series (the longest leg was STL-LAX). On 6/15/59, TWA inaugurated its new ver-sion of "Sky Club Air Coach Service", with the 049's refurbished in an inviting

new decor: headrest covers in alternating colors of beige, green and orange a-long with window curtains in pastel shades and dark blue aisle runners (fleckedwith gold) were part of the motif. A single seat in the rear of the cabin wasremoved to make room for a small food compartment...sandwiches or snacks were

now available for purchase!

The year 1961 saw many changes in the TWA top management: Ernest Breech was the

new Chairman of the Board and Charles Tillinghast the company President. Senior

VPs included Oz Cocke (Industry Affairs), Floyd Hall (System General Manager)and A.V. Leslie (Finance and Treasurer). Other VPs, from our TARPA members, in-cluded Frank Busch, Ed Frankum, Larry Trimble and the late Ray Dunn.

Frank Busch, then VP Equipment Retirement, had a busy office selling all of thepiston fleet which TWA didn't intend to utilize beyond the 1/1/62 deadline set

by the CAA for all scheduled airline passenger planes to be equipped with air-borne radar for avoiding severe weather. The schedule for retirement (and sale)

was speeded up once TWA finally took delivery and inaugurated service with theCV880 in January of 1961. The last of the M202A's had been sold in late 1959,the 404 models were phased out and sold by May 1961. The last DC-4 was sold in

November 1961. The 1049A's were phased out at the end of 1960, the 1049H (cargo)by September 1961. Twelve 1649A's were converted to all-cargo. Additional saleswere four 1649A, two 749A, one 1049G and six 049 aircraft by the end of 1961.

On 9/1/61, Flight 529 (an 049) crashed just a few minutes after taking off fromthe MDW Airport killing all 73 passengers on board and the crew of Jim Sanders,

Dale Tarrant, Jim Newlin, Barbara Pearson and Nanette Fidger. The cause of theaccident was a failure of the elevator controls; the immediate search focused

on a 5/16" bolt which was missing from the parallelogram-type linkage that waspart of the boost system located in the tail of the airplane. The bolt was not

found in the wreckage or along the flight path prior to the crash. The "fix"

was to inspect the entire fleet of Connies to insure the bolt was properly in-stalled along with a cotter key to prevent the nut from working loose. Although

it had no bearing on this accident, the same plane (#555) had been damaged when

the right gear collapsed after landing at Shannon in 1947, and again when thesame gear collapsed on the 2-engine landing at Long Beach in 1950.

Another note by the author: my bid flight for the month of August 1961 was the

combination 520 (LAX-DEN-MDW) and 529 (MDW-LAS-LAX) along with the crew of DickCruickshank, Jim Newlin, Barbara Pearson and Sue Kelly (wife of Joe Kelly). The

return Flight 529 originated BOS on 8/31 and departed MDW on 9/1...which was mynormal rotation except that Jim Sanders had requested a mutual trade (Sue Kellyhad called in sick and I don't recall why Dick wasn't on it, probably a move up

to a better flight). I counted my blessings.

Most of the remaining 25 049's flew right up to the deadline for radar, weregrounded and sold in March 1962 to Al Paulson's (former TWA F/E) Nevada Airmo-

tive Co. After 16 full years of operating the 049's the total flying time forthe fleet (according to notes compiled from TWA records by Harry Sievers) was

about 1,360,000 hours. Plane #511 had the highest time with 47,542 hours. Theexodus of the 049 from TWA operations was unceremonious and hardly noticed asthe company and its personnel advanced to the jet age. Some of the stories and

adjectives used to tell about the 049 may not have been complimentary and too

much on the negative side; she was a beautiful and productive lady, but it took

a lot of writeups in the logbook to make her respectable.

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THE 049 CONNIES

The following brief biographies of the 049 Connies used by TWA was gleaned from

records kept by aircraft historians Louie Barr (TARPA) and Harry Sievers of TWA,and British author Peter Marson. Abbreviations include: del (delivered), cc

(date re-entered service after conversion to the all-coach 81-passenger config-uration), w/o (wiped out or written off the books), ret (retired from service)and NevA (Nevada Airmotive).

500 NC86500 'Star of the Mediterranean'. Originally a C-69 for USAAF, converted to 049 and del TWA11/15/45. Damaged PIT 5/23/50 left main gear and wing fuel cell. Repaired at Fairfax and ccat same time. Re-entered service 12/17/50 as fleet #524. Ret mid-1961, sold NevA 3/31/6245,709 hours. Broken up for scrap 1964.

501 NC86501 'Star of the Persian Gulf'. Original order by USAAF as C-69 but not taken up.Del TWA as 049 12/7/45. Damaged MDW 12/18/49 overshot landing on wet runway. Re-enteredservice 4/16/50. cc 1/2/52. Sold NevA 3/31/62 44,479 hrs. Scrapped at LAS 1964.

502 NC86502 'Star of the Pyramids'. Del 12/20/45. cc 11/28/53 Leased to Eastern 11/17/57 to4/26/58 Sold NevA 3/31/62 45,985 hrs. Scrapped in 1964.

503 NC86503 'Navahoe Skychief'. Del 1/1/46 also named 'Star of California'. Inaugurated domestic

service 2/15/46. Later named 'Star of the Nile'. cc 2/14/54 Sold NevA 3/31/62 46,953 hoursDid some flying with ASA ('flying freight to SoAmerica) and broken up for scrap late 1969.

504 NC86504 'Star of France'. Used by Lockheed for demonstration flights prior to del TWA 2/5/46.

Damaged by fire on ground (hydraulic leak) at SFO 1/31/48, returned to sv 6/3/48. cc 4/20/54Sold NevA 3/31/62 44,777 hours. Flew for Futura Airlines 5/62-6/63. Leased to Paradise

Airlines, crashed 3/1/64 making approach in snowstorm to Lake Tahoe, killing all on board.

505 NC86509 'Star of Africa '. Del 1/30/46 (original fleet #509). Damaged LGA 2/23/55 after landing

on wet runway, failed to stop. Repaired at KCK and cc same time, re-entered sv 6/27/55. Hitauto with propeller at DEN 3/11/56. Retired mid-1961, sold to NevA 3/31/62 42,955 hours.Scrapped 1964.

506 NC86514 'Star of India'. Del 2/9/46 (original fleet #514) cc 4/4/54 Leased to Eastern11/25/57 to 4/23/58. Sold NevA 3/31/62 45,459 hours. Scrapped in 1964.

507 NC86515 'Star of Arabia'. Del 2/15/46 (original fleet #515). cc 1/1/55 Sold NevA 3/31/6245,591 hours. Scrapped in 1964.

508 NC86516 'Star of Ireland'. Del 2/19/46 (original fleet #516) cc 1/22/55 Leased to Eastern12/15/56 to 5/17/57. Sold NevA 3/31/62 44,692 hours, Scrapped in 1964.

509 NC86517 'Star of Tripoli'. Del 2/19/46 (original fleet #517) cc 5/20/53 Sold to HaciendaHotel 5/24/61 41,924 hours. Several other owners until 1969 when used by the San FranciscoSchool (Jr.College) system for aeronautical training (ground). Similar use until 1973 when atruck knocked off the nosewheel and fuselage was scrapped.

510 NC90817 'Star of the Adriatic' del 9/29/46 cc 6/8/52 Sold NevA 3/31/62 47,100 hrsScrapped in 1964

511 NC90818 'Star of the Red Sea'. Del 10/5/46 cc 2/15/52 Leased to Eastern 11/30/47 to 4/24/58Sold NevA 3/31/62 47,542 hours. Scrapped in 1964

512 NC90823 'Star of the Yellow Sea'. Del 5/27/47 cc 2/12/53 Sold NevA 3/31/62 45,523 hours.

Used by McCulloch Properties Inc. to 7/5/64. Numerous owners after. Was the last 049 inscheduled service (So America) until 4/3/78. Broken up for scrap in Peru 7/80.

513 NC90824 (title not known). Del 5/6/47. w/o landing LAX in fog 11/25/48, no injuries.

514 NC90825 "Star of China'. Del 5/17/47. cc 5/3/53 Leased to Eastern 12/25/56 to 5/18/57ret mid-1961, sold to NevA 3/31/62 44,754 hours. scrapped in 1964.

78

THE 049 CONNIES

515 NC90826 'Star of the China Sea'. Del 5/19/47. Was the last 049 built by Lockheed. Damaged PHX

1/5/51 belly landing. cc 5/2/53 Damaged on ground BAL oxygen bottle exploded and fire in

cockpit and forward cabin. Damaged SFO 8/13/58 when jack collapsed during maintenance check.

Sold NevA 3/31/62. 44,575 hours. Scrapped in 1964.

516 NC90830 'Star of Zurich'. Originally USAAF C-69 (used by ICD in mid-1945 as 43-10317. Bought

by Hughes Toolco and modified by Lockheed. Del to TWA 11/30/48 (total time 274 hrs) cc 4/23/53

Sold to Falcon Airways 6/21/61 38,008 hrs. Flew out of Vienna, Austria, until seized by the

government for non-payment of airport charges in 4/64. Stored there until 1966, then scrapped

517 NC90831 'Star of Switzerland'. Originally USAAF C-69, sold to Hughes Toolco 1948 and modified

by Lockheed. Del TWA 10/1/48 287 hours. cc 5/29/53. Damaged STL 12/19/57 when ground loop

occurred turning off wet runway, right gear collapsed. Damaged LAS 3/30/61 when left gear

retracted while parked at ramp. Sold to Hacienda (as is) 4/13/61 37,905 hrs. Leased several

times until sold to McCullock 11/65. Several owners until traded to the Pima Museum in Tucson

2/5/71 (total time 41,908 hrs). Exterior restored by TWA volunteers, after 7,000 man hours of

work, was handed over to museum.

518 NC86526 'Star of Greece'. Del KLM 5/47. First model 049 to use "Speedpak" traded in to Lock-

heed for 749A aircraft. Sold to Hughes Toolco and converted by Lockheed for TWA. Del 2/4/50

(5,940 hrs). Used for training. Damaged St.Joseph 6/21/50 when fire broke out #1 nacelle be-

for takeoff (gear and wing damaged by fire). cc 2/18/53 Leased to Eastern 12/15/56 - 6/16/57

and 12/2/57 - 4/16/58. Ret mid-1961, sold 3/31/62 to NevA. 37,135 hrs. Scrapped in 1964.

519 NC6000C 'Star of New Foundland'. Del KLM 6/46. Traded in to Lockheed 11/49. Purchased by

Hughes Toolco and modified by Lockheed. Used by Hughes until sold to TWA 2/26/50 6,782 hrs.

cc 3/27/53. Sold Hacienda Hotel 5/15/61. 39,638 hrs. Leased several companies until sold to

McCulloch 3/11/65. Numerous owners. Damaged beyond repair while stored at Santo Domingo

during hurricane 8/31/79. Scrapped 6/80.

520 NC9412H 'Star of Azores'. Del Air France 6/46. Sold Hughes Toolco 2/20/50 94,390 hrs and del

6/3/50. cc 3/23/52 Sold to Calif. Airmotive 8/26/59 34,970 hrs. Resold to Hacienda Hotel.

Several leases until sold McCulloch 5/66. Numerous owners until 5/76 became part of an exotic

restaurant complex at Greenwood Lake, NJ.

521 NC9409H 'Star of Egypt'. Del Air France 6/46. Sold to TWA 1/26/50 4,316 hrs. cc 5/31/50.

Leased to Lockheed 4/13/51 for Jet Stack tests, returned 5/17/51 as first 049 with Jet Stacks.

Sold to Hacienda 5/15/61. 38,887 hrs. Scrapped in 1966.

522 NC9410H 'Star of London'. Del Air France 6/46. Sold to TWA 2/2/50. 4,986 hrs. cc 5/18/50

Leased to Eastern 11/28/57 to 4/18/58. Ret mid-1961, sold 3/31/62 to NevA. 37,744 hrs.

Scrapped in 1964

523 NC9414H 'Star of Lebanon'. Del Air France 6/46. Sold to TWA 2/11/50. 4,687 hrs cc 5/26/50

Leased to Eastern 12/25/56 to 5/18/57. Sold to NevA 3/31/62 41,630 hrs. Leased to Futura in

1962, Paradise in 1963. Several owners until scrapped in 1970 at Miami.

524 See plane #500 (original company serial number until 11/13/50)

525 NC54214 'Star of Piccadilly'. Originally USAAF C-69. Leased by TWA 5/15/46 to 7/27/46 for

pilot training (NX54214, fleet #549). Used 62 hrs by TWA. Several uses until 6/47 when used

by CAA for ground instruction at OKC. Sold to TWA 8/23/51. 181 hrs. Ferried to Lockheed Air

Service (IDL) for cc 10/18/52. Sold NevA 3/31/62. 27,395 hrs. Sold to McCulloch 2/15/64.

Stored at LGB and scrapped 8/65.

526 NC90926 'Star of Tunis' Del American Overseas 5/46, to PanAm 9/50. Sold to TWA 4/15/52

11,661 hrs. cc 10/3/52. Special test with Standard Integral Reversing Propellers on #2 & 3

engines 5/10/53. Leased Eastern 1/8/57 to 5/17/57. Sold NevA 3/31/62 38,783 hrs. Leased to

several companies until 10/65. Fuselage used by Oakland Fire Department for fire practice

until about 10/76, then scrapped.

79

THE 049 CONNIES

527 NC90924 'Star of Algeria'. Del AOA 4/46, to PanAm 9/50. Sold to TWA 5/12/52. 11,185 hrs.

Used for pilot training 6/3 to 9/21/52. cc 12/7/52. Ret mid-161. Sold to NevA 3/31/62

38,586 hrs. Scrapped in 1964.

548 NX54212 C-69 del USAAF 8/45. Leased by TWA 6/10/46 to 7/30/46 for pilot training. Aircraft

had 285 hours before and 472 hours after used by TWA.

549 NX54214 See Fleet #525 for history.

550 NC86505 'Paris Sky Chief'. Del 11/20/45 w/o 12/28/46 approach to Shannon. 13 killed.

551 NC86506 'Star of Dublin'. Del 12/13/45. To Domestic 8/2/47 cc 5/21/55 with new Fleet #506.

(applied in late 1959). Sold NevA 3/31/62. 45,671 hrs. Leased to Paradise until airline

grounded in 3/64. Several owners until 1970. Scrapped late 1972.

552 NC86507 'Star of Madrid'. Del 12/13/45. Flew inaugural schedule LGA-Geneva 3/31/46.

w/o Newcastle training accident 11/18/47, four killed. 1,256 hours.

553 NC86508 'Star of Athens'. del 12/30/45. w/o training flight 5/11/47 Cape may, NJ, killing

crew of four. 2,213 hours.

554 NC86510 'Star of Rome' Del 11/30/45 Severely damaged overshot landing at DCA 3/29/46. Ferry

flight, no injuries. Plane not rebuilt. 489 hours.

555 NC86511 'Star of Paris'. Del 12/19/45. Inaugurated DCA/LGA-Shannon/Paris 2/5/46. Title

changed to 'Star of Dublin'. Damaged after landing Shannon 7/26/47 right gear collapsed, no

injuries. To domestic 7/24/48 (4,634 hrs). Damaged landing LGB 11/18/50 on 2-engine approach

wet runway, overshot and hit ditch, right gear collapsed. No injuries. 12,082 hrs. Repaired

and re-entered service 3/2/51. cc 4/1/55. w/o 9/1/61 after departing MDW due to control

boost malfunction, 78 killed. 43,112 hours.

556 NC86512 'Star of India'. Del 1/11/46. w/o ferry flight New Castle 10/12/46, overshot

landing on wet runway and hit cars, no injuries. 1,195 hours.

557 NC86513 'Star of Lisbon'. Del 2/8/46. w/o training flight Reading, Pa, 7/11/46, fire of

electrical origin in forward baggage area. Five killed, one seriously injured.

558 NC90814 'Star of Cairo'. Del 10/7/46 Navigator blown out of astrodome over North Atlantic

on 3/11/47. Transferred to domestic 7/14/48 4,600 hrs. cc 1/20/54 Sold NevA 3/31/62

46,922 hrs. Scrapped in late 1964.

559 NC90815 'Star of Lisbon'. Del 9/22/46 (also known as 'Star of Detroit'). Transferred to

domestic 7/18/48 4.339 hrs. Damaged 10/10/48 at LAX when left gear collapsed in a work dock.

cc 12/20/54. Leased to Eastern 12/15/56 to 5/16/57. Sold NevA 3/31/62 43,861 hrs. Several

owners until scrapped in early 1965.

560 NC90816 'Star of Geneva'. Del 9/25/46 Transferred domestic 7/27/48. cc 2/27/54. Sold

NevA 3/31/62. 46,958 hrs. Numerous owners (not scheduled airlines). Once sold in 5/78 for

$35,000 to be used in crash scene by Universal Pictures, but not done. Was fitted to

86-passenger configuration 3/79 for work out of Miami until 5/80. Was last 049 to have flown

and as of 4/81 was advertised for sale at $195,000 in Florida.

561 NC86536 'Star of Rome'. Originally C-69 for USAAF del 8/31,45 (42-94558). Used for "Speed

Pak" tests. Leased, then sold to TWA 10/10/46 (pilot training). Converted to 049 by KCK over-

haul base. In service 4/1/47. Transferred to domestic 8/17/48. cc 3/19/54. Leased to

Eastern 12/5/57 to 4/20/58. Sold NevA 3/31/62. 44,781 hrs. Scrapped 1964.

Once again my sincere thanks to the men who answered my appeal for help withthe imput and editing for corrections on the series about the 049 Connies, es-

pecially Joe Carr, Ray Dunn, Bob Rummel and Johnny Guy. (Ed Betts)

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RECOMMENDATIONS AND SUGGESTIONS

Heading our list is the TWA Pilots Retirement Foundation. Hardly a worthiercause could be found for your contributions. TARPA makes a twenty five dollardonation as a memorial to each of our deceased members. This fund providesmonetary help to our less fortunate fellow pilots and their widows.

THE TWA PILOTS RETIREMENT FOUNDATION, INC.ALPA Federal Credit Union

825 Midway DriveWillow Brook, IL 60521

Put Account Number 90-17470 on your check.

* * * * * * * *

For an interesting narrative of life during the Great Depression in Carolinaand many good soul food recipes send $5.00 to;

A TASTE OF CAROLINAP.O. Box 100

Blounts Creek, NC 27817

* * * * * * * *

If you're sixty or better, or belong toany national seniors' organization, you canget 50% off the regular rate at any participat-ing hotel or lodge. Simply call 1-800-634-3464and make an advance reservation* (Or ifyou're in a hurry, you can still get 15% offanytime without a reservation.)

As the Road Rally Official, Willardsays, "This is one special --offer from HowardJohnson you don't wantto sleep on:' So call1-800-634-3464 today.

OLD TIMER: A person who remembers when peoplestopped spending when they ranout of money!

"We're gettin' old, Jake."

83

NEW MEMBERS & NEW SUBSCRIBERS SINCE LAST TOPICS

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(A) BASINGER, DAVID R. CAPT. (SUSAN)

3614 CORONADO DRIVE

LOUISVILLE, KY 40241

502-425-3141

(H) HOOPER, JACQUELINE A. MRS. (THOMAS A.)

12368 VIEWOAK DRIVE

SARATOGA, CA95070

408-257-1288

(E) KORF **, EARL W. FRO (SUZANNE)

P.O. BOX 153

LINCROFT, NJ 07738

201-747-3884

(S) PROCTOR, JON MR.

P.O. BOX 188

BETHEL. CT 06801

(R) SMITH, ADRIAN R. CAPT. (JEANE)

ONE TEAL LANE

SMITHTOWN, NY 11787

516-265-6837

ADDRESS CHANGES SINCE DIRECTORY PRINTED

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(R) FRIDAY, C. ROBERT FIE (LA VERGNE)

5848 SUNRISE DRIVE

SHAWNEE MISSION, KS 66205

913-362-7079

(S) JURGENSEN, JOHN T. FSM (JOYCE)

1746 DENKINGER ROAD

CONCORD, CA 94521

415-689-8764

(R) OLDER, JOSEPH F. FRO

RFD #4, BOX 163

WARRENTON, VA 22186

703-347-0357

(S) Rush, Dorothy Mrs. RUSH,DORrUSH

HC 34, BOX 200-9

MIDLAND, TX 79701

915-682-2178

(A) YECK, KENNETH R. CAPT. (JEAN)

14252 CULVER DRIVE. SUITE #A623

IRVINE, CA 92714

(A) COOMES, JOSEPH D. "JOE" CAPT.

187 SPRING OAKS DRIVE

BALLWIN, MO 63011

( R) JONES, CECIL L. CAPT. (THELMA)

11180 THELMA LANE

CAMARILLO, CA 93010

805-482-2083

( R) LOCK, RONALD G. CAPT. (MARY)

800 - 119th AVENUE

TREASURE ISLAND FL 33706

813-360-4186

(R) MEAGHER, JAMES F. "JIM" CAPT. (PATRICIA - "PATTI")

25436 DAY LILY DRIVE

MURRIETA, CA 92362

714-677-7742

84