2005.03.TARPA_TOPICS

CONTENTS

TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION

FEATURES:

FIRST... LAST TRIP TO.. .by Dick Nicklas 19

DEPARTMENTS:

PRESIDENT'S MESSAGE 3

Charles Wilder

MAYAN ADVENTURE EDITOR'S NOTE 4by Bob Dedman 36

OLD WARRIORS REUNITE

by Michael Larkin 39

John P. Gratz

SECRETARY/TREASURER 5Rufus Mosely

LIFE AFTER THE CONNIE FLOWN WEST 47

by Rod Zapf 53

MOTION PICTURES AND

AIR TRANSPORT (Reprint) 65

CAIRO DC-3 (Reprint) 69

BEAUTIFUL SILENCEby Arthur Ruhanen 85

Material contained in TARPA Topics may be used bynon-profit or charitable organizations. All other useof material must be by permission of the Editor. Allinquires concerning the is publication should be ad-dressed to :

John P. Gratz, EditorTARPA TOPICS1646 Timberlake Manor ParkwayChesterfield, MO 63017

TOPICS is an official publication of TAR-PA, a non-profit corporation. The Editorbears no responsibility for accuracy orunauthorized use of contents.

GRAPEVINE 55Gene Richards

TARPA TOURSJean Thompson 86

Front Cover: The PhiladelphiaConvention and Visitors BureauBack Cover: Roger Martin,RC Printing. Idea: Mary O 'Neill

PAGE 1 ... TARPA TOPICS

John P. Gratz 1646 Timberlake Manor PkwyChesterfield, MO 63017-5500 (636) [email protected] R. GratzSt. Louis, MO [email protected] RichardsModesto, CA 95350gene _richards @pacbell.netFelix M. Usis IIIVirginia Beach, VA [email protected]

John S. Bybee 2616 Saklan Indian Drive #1Walnut Creek, CA 94595 (925)938-3492

[email protected] Irwin 2466 White Stable RoadTown and Country, MO 6

3131 (314) 432-3272

[email protected] Thompson 63 Birdsong Way Apt115Hilton Head Island, S.C. 29926 (863) [email protected]

OFFICERS AND DIRECTORS, 2003 - 2004

Charles L. WilderJackson, NJ 08

527-405 8

[email protected] A. FortierIncline Village, NV [email protected]

William A. KirschnerState Line, NV 89449-359 6

shooter1 @compuserve.comEd MadiganIncline Village, NV 89450

[email protected] C. ShermanSan Jose, CA [email protected] DollarhideCrescent, MO [email protected] KientzChesterfield, MO 63017-77

01

[email protected] IrwinTown and Country, MO [email protected] W. DedmanVirginia Beach, VA 2

3452

[email protected] P. Gratz 1646 Timberlake Manor PkwyChesterfield, MO 63017-5500 (636) [email protected]


EDITOR

ASSOCIATE EDITOR

GRAPEVINE EDITOR

HISTORIAN

FLOWN WEST COORDINATOR

INTERNET WEBMASTER

TARPA TOURS COORDINATOR

1034 Carroll(3 14) 241-9353

284oB Sherwood Ave(209) 492-0391

1276 Belvoir Lane(757) 420-5445

PRESIDENT

FIRST VICE-PRESIDENT

SECOND VICE PRESIDENT

SECRETARY/TREASURER

SENIOR DIRECTOR

DIRECTOR

DIRECTOR

INTERNET WEBMASTER

PAST-PRESIDENT

EDITOR

122 Wild Dunes Way(732) 833-2205

Box 6065(775) 831-3040

Box 3596

(775) 588-4223

P.O. Box3565(775) 831-1265

1201 Phelps Ave.(408) 246-7754

#1Riverside Farm Dr.(636) 938-4727

14981 Chateau Village(636) 391-5454

2466 White Stable Rd.(314) 432-3 272

3728 Lynfield Drive(757) 463-2032

PRESIDENT'S MESSAGE

Now that our very successful cruise and 2004 Convention is over, we are looking forward to 2005in the "City of Brotherly Love," Philadelphia, Pennsylvania. As I write this, some of the final detailshave not been completed, but we have selected the Hyatt as our hotel. It is a new hotel, some 4or 5 years old, on the Delaware River in the Society Hill section of Philadelphia. The hotel is only4 or 5 blocks from the historic district and is near numerous excellent restaurants. Applicationforms and more detailed information are included later in this issue.

The cruise and pre-cruise in New Orleans was outstanding. Everyone pitched in to help makeit a great success – too many to list in this short message. But several deserve special mention.Vicki McGowen's planning before and assistance during the cruise contributed greatly to thesuccess. Also, Katie Buchanan ran the hospitality room, both in New Orleans and on the ship.Our Treasurer, Ed Madigan, did a tremendous job; without his help we probably would not haveended up in the black. Bob Eaton provided transportation and help in New Orleans with theHospitality Room supplies. The Board of Directors gave a great deal of assistance throughout theperiod. Guy Fortier, TARPA First Vice-President and Bob Dedman, past President were Johnny-on- the-spot. The list goes on and on.

Since our conventions are the highlight of the year for TARPA, we really need to make Philadelphiaanother great success. Philly was one of the most important cities in the foundation of our nationand is full of our historical sites. Plus, the location on the bank of the Delaware is beautiful; onthe opposite side of the hotel tower the exclusive high-rise condominiums, which are surroundedby dozens of neat restaurants.

At the convention this past November, we started two new programs for our TWA/AMR pilots;one for those still on the active list and the other for our furloughed brothers and sisters. Thefirst program is for individual retired TARPA members to "adopt" a furloughed pilot and pay hisdues until he can get back on his feet financially.

The second is for those TARPA members who volunteer, to contribute a few extra dollars eachyear in addition to their dues. This will establish a fund to send TARPA TOPICS to the TWA/AMR pilots occasionally. This is an attempt to keep them interested in our organization and to-sponsor" them as members when their circumstances permit.

If you wish to participate in the first program, simple e-mail me or write to me. My e-mail addressis [email protected] and my address is 122 Wild Dunes Way, Jackson, NJ 08527.

If you wish to contribute to the second fund, send a separate check with your check for your duesin the dues envelope. If you have already mailed your dues in, please send a check to Ed Madigan,P.O. Box 3565, Incline Village, NV 89450 .

Charlie


EDITOR'S NOTE

As you can see from our front cover, this issue of TARPA TOPICS features all the necessaryinformation and sign-up pages for our TARPA Convention 2005 in Philadelphia. Many Membershave been looking forward to visiting the historic City of Brotherly Love since our 2001 Conventionthere was cancelled following the tragic events of 9/11/01 and so, the Board of Directors rescheduled

it for this year.

Because of the late date of the Convention Cruise in 2004, we were prevented from highlightingthe usual souvenir stories and photographs in the November issue last year. Those items areincluded in this issue. Bob Dedman wrote about, and included pictures of his visit to the Mayanruins. Roger Leach sent many photographs that he took on the cruise as well. In addition, we havestories from Dick Nicklas, Jeff Hill, some prose and poetry from Mike Larkin and another briefstory from Art Ruhanen. Don Peters sent a detailed description of the Wright Brothers

"Master

Airman Award" with the hope that some of our readers may qualify. Finally, we are pleased topublish more small bits and stories than we usually. For that, we are grateful. Some small bitsmay even have to be saved for next time. For us, a surplus is always better than a deficit.

We included parts of the December 1984 TOPICS in our last issue, November 2004. One of thearticles, a reprint from the 1984 TOPICS was from a former RAF pilot asking for information abouta TWA DC-3 that spotted his RAF Dakota (C-47/DC-3) in the Egyptian desert in 1948 after it hadbeen brought down by mechanical problems. That lucky sighting led to his rescue and after manyyears he wanted to thank that "TWA crew." We received several responses about that reprinted1984 story. One was from Lyle D. Bobzin, and Buck Pratt delivered one. What Buck brought wasa copy of a 1985 TWA Skyliner, and that article turned out to be a reprint of another TOPICS storyon the subject authored by Larry Trimble. Now, are you confounded by this convoluted trail ofconfusion? One thing seems crystal clear however, and that is, there is still some interest in thissubject, and that is why we have decided to reprint Larry Trimble 's story, Lyle Bobzin's recent

note and others relative to the Cairo DC-3 story and from the March 1985 TARPA TOPICS.

The back cover is based on ideas from former TWAers Marc Brecy and Mary O'Neill. They bothused flags of nations served by TWA in the past. We were greatly impressed and decided to usethe flags to see how many you can identify. Answers next TOPICS!

TARPA Tours coordinator Jean Thompson is considering several possibilities for post-conventiontours. She would appreciate any of your suggestions and indications of interest. Jean would alsolike to call your attention to the cruise tour advertised in the last issue of TOPICS and again inthis edition. There are still places available for this fabulous travel experience.

Photos in this issue of TOPICS courtesy of: Bob Dedman, Editor, Jeff Hill, Mike Larkin,

Don Peters, Roger Leach and Rod zapf.


SECRETARY/TREASURER REPORT

JANUARY 4, 2005

As of January 4, 2005, the membership is as follows:

(R) Retired:(A) Active:(E) Eagle(H) Honorary:

TOTAL:

There are also 43 subscribers to Topics, and 19 who receive complimentary copies.We have added 9 new members since the last Topics, they are listed later in this issue.

Here is the financial report for period from September 1' 2004 thru December 31, 2004

9/1/2004:

83758

548507

1,950

Opening BalanceIncomeExpensesCash Flow

Balance 12/31/04

$ 65,416.10$ 17 ,106.71$ 16,713 .83

$ 392.88

$65,808.98

We had a great convention and cruise aboard the "Grandeur of the Seas". We do not have the finalfinancial numbers, as there are still some outstanding bills.

This is my first report as your new Secretary/Treasurer; believe me it's a very busy time with all

your dues checks coming in. Keep up the good work. We all owe RUFUS MOSLEY a huge thankyou for a job very well done over the last few years. I'm sure I'll still keep him busy as I move

forward in this new position.

Respectfully Submitted,

Ed Madigan


TARPA ANNUAL MEMBERSHIP MEETING MINUTES

11/11/2004

ABOARD "GRANDEUR OF THE SEAS"

SOMEWHERE IN THE WESTERN CARRIBEAN

The meeting was called to order by President Charles Wilder at 8:3o AM. Approximately 100members were present, along with some spouses and others.

The Pledge of Allegiance was said, followed by the whistling of the various armed forces songs byBill Kirschner in honor of Veterans Day.

The list of those "Flown West" was read by Bob Sherman, there have been over 90 since our lastmeeting. Bob follow with a tribute to the 4th oldest member, Joe Grant, who was present withus. "Jose" will be 97 in a few months.

President Charles Wilder gave thanks to several people who were instrumental in organizing thisCruise/Convention.

First Vice President Guy Fortier added his thanks, especially to Charlie, Ed Madigan, and VickyMcGowen. Guy then led a discussion of how we can increase our membership. Suggestions wereput forth on recruiting our contemporaries who are not members, gift memberships, and a fundfor those financially unable to belong.

Charlie reported that Second Vice President H. O. Van Zandt will be stepping down from hisposition, but will continue his work in the communications and e-mail areas.

Secretary/Treasurer Rufus Mosely stated that membership is around 1900. He also reported thatwe have $62,000 in the bank, with $12,000 in expenses coming in the remainder of the year. Somedues income for next year will be received this year, as usual. He gave the following statistics:the member with the latest seniority date is Andrew Mandel, hired in 1999, the member presentwith the oldest seniority date is J. D. Boren, hired in March, 1942, the member present with thelatest seniority date is Jerry Sokolik, hired in January, 1969, and the hire class with the mostmembers present is the class of 11/18/1963 with John Callamaro, Bill Kirschner, Rich Wetherell,Rick Molinario and Bill Polk in attendance.

Convention Treasurer Ed Madigan reviewed finances for the Convention, they are in good shape,and gave the good news that Hospitality Room contributions will no longer be solicited

Director Rocky Dollarhide reported that less than 900 former TWA pilots are still flying for Amer-ican Airlines, 435 of them being Captains. A furlough is coming in January, but a flight attendantrecall may take place next year.

Topics Editor John Gratz said that the November issue will be in the mail next week, but due to


the late Convention date this year the usual Convention stories and photos will be in the March,2005 issue.

Tours Director Jean Thompson gave an outline of the next Tarpa tour, which will be a British Isles10 day cruise next June. Information sheets on the cruise are available for those interested.

The Directory is now on the Tarpa website, links to and from other websites, such as twapilots.comand smilinjack.com, was discussed.Special thanks were given to Community America Credit Union for their generous donation toour Convention.Charlie Wilder and Vicky McGowen covered preliminary planning for the 2005 Convention tobe held in Philadelphia.

Capt. Al Mundo gave the recommendations of the Nominating Committee for Officers and Directorsfor the coming year:

President- Charles Wilder1st Vice President- Guy Fortier

2nd Vice President- William KirschnerSecretary/Treasurer- Ed MadiganSenior Director- Robert ShermanDirector- Rockney Dollarhide

Director- William Kientz

Nominations were closed, and these gentlemen were elected by a unanimous vote.

Capt. Joe Montanaro gave a review of the status and plans for the TWA Pilot's Directed AccountPlan (the D.A.P.).

The meeting was adjourned by President Wilder at 10:30 AM.

TARPA BOARD OF DIRECTORS

11/07/2004 MEETING MINUTES

ABOARD "GRANDEUR OF THE SEAS "

SOMEWHERE IN THE WESTERN CARRIBEAN

Present: Charles Wilder, Guy Fortier, Rufus Mosely, Bob Dedman, Rocky Dollarhide, Ed Madigan,Bob Sherman, John Gratz, Vicky McGowen.

Absent: Bill Kientz, Jack Irwin, H. O. Van Zandt.

The meeting was called to order at 12:35 PM by President Wilder, who then reported on thecurrent status of TARPA.


Sec/Treas Rufus Mosely stated that we have approximately $62,000 in the bank, with $12,000in expenses anticipated for the remainder of this year. Some dues for 2005 will come in beforeyear end. The membership count is steady at around 2,000, but the future will start to show adecline.Director Rocky Dollarhide reported on current status at AA: there are about 900 former TWApilots still flying, but another furlough is coming.

Ed Madigan, Convention 2004 Treasurer, gave a summary of the current Convention. Thingsare going well, thanks to, among others, our coordinator Vicky McGowen. He pointed out thatdue to the high cost of onboard liquor we need to solicit cash donations in the hospitality roomto help defray this expense.

Topics editor John Gratz said that the November issue is ready to mail. A picture of aTWA Constellation which had been donated to Tarpa could possibly be raffled at the 2005Convention.

Charlie and Vicky summarized their preliminary planning for the 2005 Convention which will bein Philadelphia. Two hotels are being considered, the Hyatt and the Sheraton, the pros and consof each were discussed, one will be chosen soon. They are both in the historic district. The secondweek of October is the most likely date, with a slight possibility of the last week of September.It was suggested that from now on the March Board meeting be held in the convention city forthat year.

The Directory is now on the Tarpa website, changes to keep it current can be made by personswith the proper password, such as the sec/treas. The project to put all issues of Topics onCD is still being worked on by Jeff Hill and others. There has been no news from IATAN.

Gift memberships were discussed, with the possibility of setting up a fund to provide them forthose wishing to belong but in financial difficulty.

There being no further business, President Wilder adjourned the meeting at 2:05 PM.

Respectfully submitted

C. Rufus MoselySecretary/Treasurer


Schedule for TARPA 2005 Convention

Philadelphia, PA

Date Depart Return Event

MONDAY. SEPTEMBER 26Registration OpenBoard of Directors Meeting — Board RoomHospitality - Presidential SuiteOpen for dinner

TUESDAY , September 27Registration OpenFranklin Institute Science Museumor Philadelphia Museum of ArtS.S. New Jersey Battleship Tour and LunchWelcome Reception — Independence Visitors CenterPhiladelphia Pig Roast, Hors d'oeuvres and Cash Bar

Wednesday, September 28

Noon14001600Evening

180016001800

9001000

17001600

11001630

15001900

900100016302030

1700150020002200

RegistrationHistorical Tour of Philadelphia & Constitution CenterS.S. New Jersey Battleship Tour and DinnerHospitality Suite Open — Presidential Suite

Thursday, September 29Registration OpenGeneral Membership MeetingLongwood Gardens & LunchHospitality Suite Open - Presidential SuiteFarewell ReceptionBanquet Dinner & Dancing - Special Guest Entertainment

Friday, September 30Check-out

We have a small block of rooms for those that might like to stay a few more days inPhiladelphiaThe times listed above are bus departure times, please be in the hotel lobby at least 10 minutesprior to assure an On-Time Departure.

800 130083 0 10001030160018001900

1100

1600180019002300


2005 Convention Philadelphia

Tour Information

Handicapped: All of the tours and sites listed are accessible for handicapped or those withlimited mobility. There may be a few limitations at historical sites and aboard the Battleship. Ifyou will require assistance or have mobility issues please make a note on the comment sectionof the registration form.

Franklin Institute Science MuseumTuesday, September 27, 10:00am – 4:00pm

The Franklin Institute is the most visited site in Philadelphia; with over a dozen newattractions including a 3D Theater, indoor Sky Bike, the sports Challenge, a giant walk-throughheart, four floors of interactive, electrifying exhibits, IMAX movies and the Fels Planetarium.Currently the showcase exhibit is on the Titanic in the main hall. Of great interest to TARPAmembers will be the Franklin Mr Show. This exhibit contains a pilot training center showcasingthe historical and contemporary facets of aviation and aeronautical technologies, and the lifestories of a broad spectrum of aviation pioneers. The exhibit includes original Wright Brothers'drawings, a Wright Model B Flyer, a T-33 jet, and an interactive flight simulator. The IMAXtheater presents; Lewis & Clark: Great Journey West; Forces of Nature; and Titanic; and Homeof Freedom: a vibrant seven-minute signature film that captures the pulse of Philadelphia andthe voices of its people. The daily demonstrations include fascinating project such as the LiquidAir Show, Paper making, Space Boot Camp Show, the Observatory, and the Spin ride. This tourincludes motor coach transportation, admission to the museum, IMAX Theater, and lunch in theFranklin Café .

- OR-

Philadelphia Museum of ArtTuesday, September 27, 10:00am – 4:00pm

Showcasing more than 2,000 years of human creativity; the collections and specialexhibitions at the Philadelphia Museum of Art present masterpieces of painting, sculpture,decorative arts and architectural settings from Europe, Asia and the Americas. The strikingneoclassical building is an oasis of beauty and enriching activities including lectures, concerts,films, and interactive family programs. This is truly an outstanding art museum presenting worksby Cezanne, Monet, Poussin, Renoir, Rubens and Van Gogh. Works of modern artists are alsoincluded. The tour will include round trip motor coach transportation, admission to the museum,and lunch in the Bistro Restaurant.


S.S. New Jersey BattleshipTuesday, September 27, 11:ooam - 3:00pm

History comes to life on our tour of one of the largest and most decorated ships in the U.S.fleet. ii stories high, nearly 3 football fields long, and at 45,000 tons of living history, this is the"must-see " on the Camden Waterfront. During WWII, Korean, Vietnam, and Beirut, thousandsof sailors and Marines sailed with the Battleship New Jersey proudly serving on the nation'smost decorated ship. The ship is permanently berthed as a museum and memorial. We will tourthe ship and enjoy cocktails and dinner on the ships Fantail. The tour will include round triptransportation, admission, and a casual lunch before we return to the hotel in time to get for theopening reception.

Welcome Reception — Independence Hall Visitors CenterTuesday, September 27, 4:30pm — 7:00pm

We are going to welcome the TARPA members in style this year with a welcome receptionincluding hosted Philadelphia Pig Roast, hors d'oeuvres and a cash bar on the terrace of theIndependence Visitors Center. Centrally located in historic district, the center overlooks the NewLiberty Bell Center; Independence Hall, Carpenters Hall, and the new multi-million dollar ConstitutionCenter. The Visitors Center features interactive kiosks introducing you to the history of Philadelphiaand gives you an introduction to all there is to do and see. The tour includes round trip motor coachtransportation, admission to the center, and the reception. There will be a cash bar.

Historical Trolley Tour of PhiladelphiaWednesday, September 28, am — 3:00pm

This tour promises to be one of the most interesting and entertaining of the week. We havechartered the popular Philadelphia Trolleys with guides to provide a 2-hour comprehensive guideto the city. This will include all of the fascinating intrigue of Philadelphia including the Art district,City Hall, Lemon Hill, Philadelphia Zoo, Chinatown, Antique Row, Old City, Market Street, andfinally the historic district including the Liberty Bell, Independence Hall, Carpenters Hall, ChristChurch, and admission to the all new multi-million dollar National Constitution Center. The centerAmerica's first and only museum devoted to the Unites States Constitution. This contemporaryand moving experience includes over 200 interactive and multimedia exhibits, film, photographs,text, sculpture and artifacts to engage and inspire every American. Lunch will be on your ownat the intriguing Reading Terminal. One of the most interesting spots in Philadelphia, themarket is regarded as the largest farmers market in America. This food emporium houses over 8omerchants selling every imaginable variety of produce and prepared foods. Enjoy PennsylvaniaDutch breakfast, authentic Philadelphia Cheese steaks, or award winning chefs that preparesandwiches, seafood, or salads, and Amish homemade breads, pies, and jams. We have allowedfor an hour at lunch and an hour at the Constitution Center. The tour includes transportation,guides, and admission to the National Constitution Center.


Philadelphia in 2005!Longwood Gardens

Thursday, September 29, 10:30am — 4:00pm

This magnificent garden was originally created by industrialist Pierre S. Dupont and offers1,050 acres of breathtaking landscapes, woodlands and meadows, 40 indoor/outdoor gardens,11,000 types of plants, spectacular fountains, 400 performing arts events, festivals, and holidaydisplays. The gardens are located about 45 minutes from Philadelphia in Kennett Square. Thetour includes round trip motor coach transportation, admission including a 90 minute guidedtour, and lunch at the Terrace Restaurant. We will return in time for you to freshen up beforedeparting for the evening dinner aboard the SS New Jersey.

Final Banquet DinnerThursday, September 29, 6:oopm — 11:oopm

Join us for a final evening of friends, laughter, entertainment, and fine foods in the ColumbiaBallroom at the Hyatt Regency Penn's Landing. The evening will include a no-host reception;your choice of a complete grilled fillet of beef or grilled shrimp & seared scallops dinner, wine,and special entertainment.


Philadelphia in 2005!There is nowhere else in the world where so much American history comes to life than in

Philadelphia. This is the city where American democracy was born, where culture, music and thearts abound, and where incredible dining and shopping options are endless.

Although Philadelphia proudly honors our nation's strong heritage, it is by no meansstranded in the past. When you visit this celebrated city, be prepared for more than just a historylesson. What makes Philadelphia and its countryside so special is the unique blend of experiencesyou have to come here in person to discover. This might be four centuries of history or modern dayneighborhoods, legendary battlefields, cobblestone streets and Colonial architecture; old-fashionedcovered bridges, quirky museums, hidden gardens in quaint city enclaves, bountiful gardens, upscaleshopping, and of course world-class dining.

The city offers so much to do and see we struggled to fit it all in for our TARPA members.We will visit exciting sites such as Independence Hall, overlooking the new Liberty Bell Center; theFranklin Institute Science Museum, or the Philadelphia Art Museum; the SS Battleship New Jersey,the nations most decorated battleship; Longwood Gardens, a spectacular botanical garden; and havean opportunity to tour the entire city on a guided trolley tour. All tours will include transportation,admission fees, and lunch (except the Historic Philadelphia tour. We will have a lunch stop atReading terminal however lunch is at your own expense.)

There are so many other wonderful options that we encourage you to come in a few daysearly or stay a few days later and enjoy all this wonderful city has to offer; The Kimmel PerformingArts Center, the all new Constitution Center, the Philadelphia Zoo, Betsy Ross's House, the RodinMuseum, the Academy of Fine Art, Chinatown, the U.S. Mint and the Aquarium across the river inNew Jersey.

Philadelphia is the largest city in Pennsylvania and the fifth largest city in the United States(approximately 1.5 million people). William Penn founded the city back in 1682. During theAmerican Revolution, the fight for freedom took hold here at Carpenter 's Hall in 1774. In Julyof 1776 the Declaration of Independence was signed here at the Independence Hall. In 1787, ournations founders came to Philadelphia for the Constitutional Convention. Once the Constitutionwas written, Philadelphia served at the capital city of the new nation from 1790 to 1800.

We hope you will join us for a truly memorable convention in Philadelphia in 2005.

"The City of Brotherly Love"


2005 Convention PhiladelphiaLodging and Transportation

The site for the TARPA 2005 Convention will be the Hyatt Regency at Penn 's Landing.

This luxurious hotel is only four years old and is located at 201 Columbus Blvd., on the Delaware

River. Many of the 346 rooms will offer lovely views of the water. The hotel has been awardedfour diamonds by AAA and has an award winning restaurant; Keating's River Grill and Bar. TheHyatt has a fabulous location only minutes from Society Hill, South Street, Market Street, andthe historical mile. Each room is equipped with:

Data ports for internet access (nominal fee)HairdryersCoffee makersIn room safesIron and ironing boardDaily newspaper

The facility also has a complimentary health club, indoor pool, sundeck, and sauna.

For reservations, you can go to our website www.tarpa.com website and click on the Hyatt

Regency Penn 's Landing link or call the hotel directly at 215-928-1234 or utilize Hyatt CentralReservation at 800-233-1234. Be sure and mention you are with the TARPA group to be extendedthe special group rate of $149.00 per night plus tax (14%).

The hotel offers valet parking or self-parking. Valet is $21.00 per night while self-parkingis $16.00 per night. For specific driving directions to the hotel please see their website at www.pennslanding.hyatt.com, click on area guide, and then click on maps & directions.

Airport shuttle service is offered by a number of companies including Liberty tours at $ 8.00per person. It is not necessary to purchase shuttle tickets in advance. You will find the airportservice counter in the transportation area adjacent to baggage claim. Taxi service is available for

about $22.00.

See you in Philadelphia in September!


"My First and, Insh'Allah, Last Trip to Iraq"

byDick Nicklas

I hope this doesn't get too tedious and drawn out but I do want to start at the beginning...whichwas March of 1957 when I was hired by TWA as a copilot. I was furloughed in December of thatyear and rehired by TWA the following spring as a flight navigator. And frankly what I didn't knowabout navigation then would fill several volumes of the Air Almanac.

TWA had about 135 navigators working at the time and I was the most junior and also the youngest;which accounts for the fact that I was on perpetual reserve. One afternoon the phone rang..."crewschedule, we have a trip for you this evening. You are to deadhead to Cairo and work some flightsbetween Cairo and Dhahran."

I was single, I had never been east of Paris and the whole idea brought to my mind tales of the

Arabian Nights. But the "some flights " part seemed a little vague, even to someone as junior as Iwas. "How long will I be gone", I asked. "Your flight leaves at 1900", was the reply and he hung

up.

This was July of 1958 and another, or more properly, the continuing Mid-East crisis was in effect.On the deadhead from Paris to Cairo I was informed by the cabin crew that due to the currentunrest, TWA crew members were no longer laying over in Cairo and that the crew including theParis-based flight attendants, would be continuing on to Dhahran for rest. "Sigh". A very friendlyEgyptian agent who had no more idea what I was doing there than I did met me in operations."If you are sure that you want to lay over in Cairo then you should stay at the Heliopolis PalaceHotel. Let me get you a taxi. "

Shortly after I got to my room there was a knock on the door and when I opened it I was introducedto Mr. Earl Korf, TWA navigator, bon vivant, a true gentleman and sole member of the TWA Cairodomicile. Earl held in his hands a tray of ice cold Stella beer and roasted peanuts. He informedme that due to the current crisis TWA could no longer fly the normal Cairo-Dhahran route thatwent over Aqaba, Jordan and then down the radio-beacon pipe-line route to Dhahran. Instead wewere flying the 1000-mile direct route across the Arabian Desert, a route that had no electronicnavigation aids. I finally knew what I was doing there.

I was twenty-four at the time and it is probable that Earl was almost three times my age andwith a thousand times my experience. "What's the best way to navigate the route", I asked. EvenI knew we couldn't use pressure pattern over land, there were no LORAN stations and besides,TWA aircraft had no LORAN receivers installed. "7oomb winds are generally from 090 at 15 thistime of year, you won 't have any problem. Just DR. Let 's get some more beer, you won 't have a

flight for a day or two and they usually operate a day or two late anyway."

Two days later I had my first trip, about 4hrs30min to Dhahran, a 24 hour layover in the USAFBOQ, no liquor on the base and shattered dreams of life in a harem. I had an uneventful returntrip to Cairo, it was a night flight with plenty of stars to use for navigation.

Theoretically I was supposed to be based in Dhahran but I found life in Cairo a lot more pleasant.And occasionally, on the other end, I would continue on to Bombay or Colombo and lay over withthe crew. In Colombo we stayed at the lovely Mount Lavinia Hotel and since the layover was two


or three days long we were able to go up into the mountains and visit the ancient and beautifulcapital of Candi. There was another navigator, Ed Damp, stationed in Bombay whose only dutywas to cover the weekly two hour flight between Bombay and Ceylon.

Back to Cairo. The city and its hotels were deserted. The tourists were staying away in drovesand the museums were all sandbagged inside and out. The government had the people believingthat they would be invaded any day. Everyone feared a war and that may be relevant to the restof the story.

I didn't keep much of a logbook in those days. The U.S. Navy philosophy was that nav time in alog book was like VD in a health record but I think the event in question occurred on my thirdwestbound trip. I reported to operations early, made out a flight plan and checked the inbound crewlist. The captain was Don Terry a.k.a. "The Terrible Turk". I had flown in his crew several monthsbefore on my nav fam flight JFK-LON and the experience had not been a pleasant one, at least forme.'Nuf said. In any case I was sure he would not remember me as I was only a navigator.

We left Cairo in bright sunshine, flew southeast over the Suez and Sinai Peninsula and madeour first position report, "Abeam Aqaba", to Cairo on HF. It was severe VFR. I was navigating bystanding between the pilots and looking out the window, following our progress on a sectionalchart I held in my hand. Suddenly, three fighter jets appeared out of nowhere and began doingformation barrel-rolls around our Connie. Capt. Terry never batted an eye, continued on courseand after five minutes or so the air show stopped as suddenly as it had started. We continued onto Dhahran and landed four hours later, exactly on my ETA as I recall. A TWA agent met us andhanded the captain a teletype message. It was from the Egyptian Air Ministry and said that wehad been intercepted 250 miles off course leaving Cairo and that the captain was to report to theMinistry on his return to Cairo. 250 miles! Not even I could get that far off course 30 minutesinto flight in a 250 knot airplane. The captain seemed very unhappy but his only comment to mewas "I want you on my airplane when we come back through westbound."

Three days later I was back in operations preparing a flight plan to Cairo when we were told thatwe would be making an enroute flag stop in Basra, Iraq. We left Dhahran at about 3 AM localand flew airways to Basra. We arrived just as dawn was breaking and made a visual approach tothe airport and had received our landing clearance. At about 300 feet the co-pilot called "fouledrunway, go around!", which we did. We circled the field and as it grew lighter we were able tosee a line of what appeared to be 50 gallon oil drums spaced every l00 feet or so right down the

runway centerline. We advised the tower and their response was "Oh, we will have them removedand then you may land." Thirty minutes later we were at the ramp and the agent advised us thatonly the captain could deplane and go to meteorology. Capt. Terry pointed at me and said, "He'scoming too."

As we descended the rear ramp, each of us was escorted by a young Iraqi soldier; escorted I mightadd while we each had a machine gun nestled snugly in our backs. We visited meteorology andfiled the flight plan, all the while with the guns pointed at us. I'll say this, Capt. Terry walked talland never conceded a thing. My opinion of him was changing. We re-boarded, started enginesand departed for Cairo. I never heard the oil drums mentioned again but I think we all realizedthat if we had arrived 30 minutes earlier and made a nighttime approach, the story might havehad a very different ending.


Upon arrival in Cairo, none of the station personnel knew anything about any "violation". I thinkto all of us it was then obvious that the Egyptian Air Force had just filed the violation to coverthemselves in case we had filed a complaint.

I went to the hotel, the rest of the crew went on to Rome. Shortly thereafter I tired of life in thedesert, sent Bill Hoeveler, the superintendent of navigators, a message saying that I wanted toreturn to N.Y. for a few days for personal reasons. When I got there I called the aviator's assignmentdesk in the Pentagon and managed to go back on active duty in the navy for five years to ride outthe furlough. Which is where I met Gene Richards but that is another story.

AN ALTERNATIVE RETIREMENT HOMEsubmitted by John Bybee

There will be no nursing home in my future... When I get old and feeble, I am going to get on aPrincess Cruise Ship. The average cost for a nursing home is $200 per day. I have checked onreservations at Princess and I can get a long term discount and senior discount price of $135 perday. That leaves $65 a day for:

Gratuities which will only be $10 per day.

I will have as many as 10 meals a day if I can waddle to the restaurant, or I can have roomservice ( which means I can have breakfast in bed every day of the week).

Princess has as many as three swimming pools, a workout room, free washers and dryers,and shows every night.

They have free toothpaste and razors, and free soap and shampoo.

They will even treat you like a customer, not a patient. An extra $5 worth of tips will havethe entire staff scrambling to help you.

I will get to meet new people every or 14 days.

T.V. broken? Light bulb need changing? Need to have the mattress replaced?No Problem! They will fix everything and apologize for your inconvenience.

Clean sheets and towels every day, and you don't even have to ask for them.

If you fall in the nursing home and break a hip you are on Medicare. If you fall and break ahip on the Princess ship they will upgrade you to a suite for the rest of your life.

Now hold on for the best! Do you want to see South America, the Panama Canal, Tahiti, Australia,New Zealand, Asia, or name where you want to go? Princess will have a ship ready to go. So don 'tlook for me in a nursing home, just call shore to ship.

P.S. And don't forget, when you die, they just dump you over the side at no charge.


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WRIGHT BROTHERS "MASTER PILOT

AWARD" INFORMATION GUIDE

August 11, 2003

U.S. DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATION

Flight Standards ServiceGeneral Aviation and Commercial Division


Preface

The Federal Aviation Administration (FAA) recognizes the efforts of pilots who have followedand continue to follow the precaution and awareness of safe flight operations. Most of all, theFAA recognizes pilots who have contributed and maintained safe flight operations for 50 or moreconsecutive years of piloting aircraft. Therefore , the FAA has a program set forth to recognizethose pilots who have 50 or more consecutive years of safe flight operations: the Wright BrothersMaster Pilot Award Program. This information guide:

•Describes the award

•Describes the eligibility requirements to qualify for the award

•Explains how to submit an application

•Explains the selection process of candidates for the award

Robert A. WrightManager, General Aviation and Commercial Division

THE WRIGHT BROTHERS MASTER PILOT AWARD PROGRAM

1.PURPOSE. This information publication outlines the requirements for participation in theFAA's Wright Brothers Master Pilot Award Program. The Wright Brothers Master Pilot Awardrecognizes pilots who have contributed to building and maintaining the safest aviation systemin the world, through practicing and promoting safe flight for 50 consecutive years or more. Theaward is named in honor of Wilbur and Orville Wright, two early pioneers of flight.

2.BACKGROUND. Similar pilot awards with other names (such as the Golden Eagle Award)have been presented by various FAA Flight Standards District Offices (FSDO) over the years. Theawards were issued to recognize local pilots who exhibited professionalism, skill, and aviationexpertise for 50 consecutive years or more as an active pilot. This national award consolidatesthese local awards into one national program.

3.DESCRIPTION. The award will be in the form of an FAA award certificate and lapel pin. Inaddition, a smaller version of the pin will be awarded to the spouse, if appropriate. The awardcertificate will be signed by the FAA Administrator. A "Roll of Honor" book with recipients' name,city, and State will be kept in a prominent place in the FAA Washington, D.C., headquartersbuilding.


4. ELIGIBILITY.

a. To be eligible for the Wright Brothers Master Pilot Award, candidates must:

(1)Have completed either a flight review or equivalent within the 24 months beforequalifying for the award, to verify currency as a pilot, in accordance with Title 14 of the Codeof Federal Regulations, part 61, section 61.56. This may include completion of a phase of theFAA Pilot Proficiency Award (WINGS) Program.

(2)Have held a CAA/FAA pilot certificate with:

•50 consecutive years or more civil experience, or

•Up to 20 years of which may be military experience in combination with civilexperience, to total 50 consecutive years

(5)Have three letters of recommendation from holders of FAA pilot certificates.

(6)Have been a U.S. citizen for the 5 0 consecutive years.

b. Revocation of any airman certificate will disqualify a nominee for this award.

c. Prior accident history will be considered and may be disqualifying.

d. Civil penalty or suspension will automatically disqualify a nominee for this award.

5. APPLICATION PROCESS. Anyone meeting the eligibility criteria, or anyone on behalfof an eligible person, may submit a Wright Brothers Master Pilot Award nomination packageto the local FSDO Safety Program Manager (SPM) at any time. The package must contain

the following:

a.Completed Wright Brothers Master Pilot Award application form. (See Appendix 1.)

b.A resume or brief summary of aviation activities past and present to help document

50 years or more of pilot qualification.

6. SELECTION PROCESS. The SPM or operations supervisor will validate the nominee 's

qualifications through the Airmen Certification Branch, AFS-76o, and/or the appropriatemilitary authority or archive center. At least once each calendar year or as often as needed, theSPM will form a selection committee to review application forms with recommendation lettersfor eligibility and selection. The committee will consist of either three or five members whowill choose those individuals qualified to receive the Wright Brothers Master Pilot Award.

a.There is no limit to the number of awards a FSDO can issue to qualified persons (oneper pilot) within its geographic area of responsibility.

b.The award will be presented publicly at a suitable FAA or industry function.

c.The award may be presented posthumously for 2 years after the nominee's death.


From a friend, Re: Space Ship One

I just had the extreme pleasure of speaking with Mike Melvill yesterday, the pilot of SpaceShipOne'sfirst two flights above the Karman line of 100 lan.MSL. and with his wife. He gave a 45 minutepresentation to the Aircraft Owners and Pilots Association conference in Long Beach on Thurs-day, and got a several-minute standing ovation. I was able to speak with him for a short whileafter his talk.

Since he was speaking to pilots, he didn't have to translate for the "general public" or pull manypunches. He spent almost half of his time going over the flight controls and the entire cockpitlayout inside of SpaceShipOne, explaining how it is flown. I think this is the first time this hasbeen explained publicly in such detail. and it each is flown differently. Just after launch, it flieslike a piper cub, using a joystick and rudder pedals with mechanical linkages to the controls (nohydraulic assists). When it goes supersonic. the aerodynamic forces are too high to be able tomove the stick, and the controls are subject to flutter. So they use an electrically powered trimsystem, flown using the "top hat" switch on the joystick and a couple of grips on the arm rest of


the pilot's seat. (There are backup switches to the left of the instrument panel, which had to beused on one flight.) This moves the entire horizontal stabilizers, not just the elevons on the trail-ing edges. Eventually, they get high enough and the air gets thin enough that they can again usemanual controls, although the response is totally different than lower down. But that goes away asthey exit the atmosphere; the Reaction Control System nozzles are then used for maneuvering inspace. Coming back down, the pilot has to reverse the sequence. There is no automated switchoverof control systems; the pilot has to remember to movefrom one system to the next at the right times.

The rudder pedals are not linked. Each controls one ofthe two vertical stabilizer rudders separately. You canpush both rudder pedals at the same time, and get afairly effective speed brake, with both rudders cantedoutward. Push both fully forward and they engage thewheel brakes. But these are not very effective and areonly really useful for steering input during rollout. Thereal brake is on the nose skid: a piece of maple wood,with the grain aligned down the centerline of the air-plane. He said it was the most effective braking materialthey could find.

Stephen, we talked about G forces on Tuesday, and Igot some of it wrong. He says that he gets hit with about3Gs kicking him backwards as soon as he lights the rocket motor. He's supersonic within about 9seconds later. But he immediately starts to pull up into an almost vertical climb. So he also getsover 4.3Gs pushing him down into his seat just from that maneuver. The combined force is "verystressful" and Mike says it's "important not to black out" at that point. He's going 188o knotsstraight up within 70 seconds. On re-entry, the aircraft goes from being absolutely silent while inspace to generating a deafening roar as it hits the atmosphere again. He 's going about Mach 3.2 bythat time, and has to survive about 5.5Gs for over 30 seconds, and lesser G forces for longer thanthat, as it slows back down. It sounds really intense, both as he explains it and on the radio.

A couple of interesting side notes: SpaceShipOne has a standard "N" registration number; but itis licensed as an experimental "glider". Apparently there was a huge bureaucratic hassle tryingto license it as a rocket powered spacecraft, which they just sidestepped by calling it a glider. Iasked him if it had a yaw string; he laughed and said that would have burned off. By the way, theregistration number is N328KF, where 328K is the number of Feet in 100km . (White Knight isN318SL - Burt Rutan's 318th design.)

Mike says that the flight director system (called a TINU) was developed completely in-houseby a couple of 28-year-old programmers, and is absolutely fantastic to fly. That's why they don'tneed a yaw string. But I had heard over the radio that Brian Binnie had re-booted the TINU justbefore the landing approach during the X2 flight, and it took quite a while for it to come back up.So I asked Mike what that was about. He says that during re-entry, the TINU loses its GPS lock.So it keeps trying to go back to catch up, re-interpolate and compensate for the missing data,and this keeps it a little behind in its actual position calculations. The pilot has no straight-ahead


vision at all, so they have a real issue landing: they can't see the runway! The way they do it is tofly directly down the runway at 9000 feet; then they do a (military style) break and fly a full 360degree pattern right to the landing. The TINU gives the pilot a "blue line" to follow and a targetairspeed (which produces a given rate of descent). If the pilot follows the blue line, right to thebreak point and through the two 18o degree turns, it will put him right onto the runway at what-ever touchdown point he selects. But the TINU has to be absolutely current when this is goingon. So at something above 15,000 feet they reboot the TINU and get it re-synched with the GPSsatellites again before setting up for the landing!

He also talked in detail about the rocket motor, and had photos of its insides after firing. Thenozzle throat actually ablates as the motor burns, enlarging the interior throat diameter as the burnprogresses. He described the problem they had on the June 21 flight: The rocket motor nozzlewas skewed by about * degree to one side. This generated a surprisingly high lateral torque tryingto turn the aircraft. If it had been up or down pitch rather than lateral, the controls could havehandled it; but the lateral yawing forces were too great for Mike to compensate as the atmospherethinned. The result was that he was pretty far off course. Mike says he reached apogee, rolled thespacecraft over, and was surprised to see the Palmdale VOR directly beneath him. That was 30miles away from Mojave and a long glide home. He says its amazing how fast a relatively smalldeviation can produce large distances when you're going Mach 3!

For one of the static burn tests, they had fire and safety crews all standing a mile away, ready toduck if anything went wrong. In the middle of the test, Mike and Burt Rutan walked up to thefront of the motor assembly and felt the pressure vessel that contains the N2O. Mike knew hewas going to have this same thing strapped onto his back soon, anyway, and he wanted to knowhow much it vibrated, how hot it got, and how loud it was. It was deafening, literally. It turns outthat, with the nozzles they use at high altitudes, it's actually not that noisy inside the spacecraft.But he still wears hearing protection.

Scaled Composites seem to have fabricated quite a bit of the rocket motor themselves, includingthe N2O tank (which is also the structural core of the spacecraft) and the nozzle casings. It wouldbe interesting to hear from Michael's friend exactly what parts SpaceDev designed and what theymanufactured.


Cruise Convention PhotosRoger Leach has compiled a large number of the photographs taken on the Cruise and in New Orleansprior to the embarkation. He has produced a DVD of them, which includes appropriate backgroundmusic. It is a great souvenir for the attendees and should also be of interest for those members whowere unable to attend this very successful gathering. Roger is asking that all of those who would liketo have a copy contact him by email or by tel. at: [email protected] or 775-83 1-1615


.. TARPA TOPICS

Gordon Jones (Judy)470 Cherry Dr.Steamboat Springs, CO [email protected]

Richard Murray (Gretchen)1707 Park Av.Fernandina Bch, FL 3 [email protected]

Frank Cronkite (Jan)Box 122Albion, ME [email protected]

R.T. Armani (Jean)17462 SE t4th Raes Hall AveThe Villages, FL [email protected]

NEW MEMBERS

Lloyd F. Pope (Eula Mae)

7205 W. 54 St.Overland Park, KS 66202-1202

Jerry Franz

3366 Caminu MarzaganEscondido, CA [email protected]

Charlie W. Parker Jr.P. O. Box 1026So. Glen Falls, NY12803-1026

Jack Utsick (Jennifer)300 S. Pointe Dr.Portofino Towers, #

35 03Miami, FL 33 139

Bob Yeager (Donna)141 Fashion Blvd.Hahnville, LA [email protected]

Russ LongleyP.O. Box 19164Lenexa, KS [email protected]

Wayne C. Boyd (Joyce)25055 159th St.Leavenworth, KX [email protected]

Sam Todd Joyce)407 N. Willie St.Mt. Prospect, IL [email protected]


MAYAN ADVENTUREby

Bob Dedman

The highlights of the TARPA 2004 Convention cruise had to be the visits to several Mayan ruins.The main problem we ran into was the poor handling of the bookings by the cruise ship. I wastold the trip was sold out and put on standby. I later found that people behind me got tickets soI decided to join up with the Mosely's and get our own transportation. Since I am fluent in Span-ish, I had no problem booking the tour once we were ashore. To make it even sweeter, I got thetour for $29/per/person less than the ship and we had a private coach with 4 other persons, plusbeer ... a big plus.

The trip to the Chacchoben ruins (pronounced CHACHO Bin) took about 45 minutes on an absolutelystraight road in very nice condition. The driver ex-plained that the government had built the road about10 years before, in concrete yet, and since weather isnot a problem, repairs are at a minimum. The modernhistory of the ruins can be traced back to the "4o's whena farmer settled down and upon clearing the land foundthe covered ruins. In 1972, an archeologist from TulaneUniversity, Dr. Peter Harrison, made the first maps ofthe 6 square kilometers of various sites, including Chacchoben. In 1994, the Mexican Governmentexpropriated the land from the resident farmer and the site was begun to be excavated and restoredand it was finally opened to the public in 2002. There is still ongoing restoration and excavationbut I spoke with the site director and she informed me that they only had enough funds for threemore months. Sad, since they have made great progress.

Based on material analysis by Dr. Harrison, it is possible to determine that the surrounding ar-eas were occupied by different groups as early as 1000B.C. althoughevidence suggests that the site reached it splendor around A.D. 300-600 and was occupied until late in the Post classic period, probablyin the 1400's. The main activity of the Mayan's was agriculture andthey used the slash and burn method to extricate land for cultivationof beans, peppers, cocoa beans, squash and their main staple, maize.This was ground into flour and made into tamales and tortillas, aswe know them.

Now, for Chacchoben itself, the site was believed to either be a retreat for royalty and family tostay or it was a religious site for priests to meditate and study. In any case, the site consisted oflarge rooms in courtyard layouts. The walls were thick, for keeping cold and heat out, and mostwere covered with stucco and painted with bright murals. The roofs were thatched and waterproof(good thing for the rainy season), the bed frames were covered with small branches or twigs andthen covered with various skins or pelts to give softness and comfort. The courtyards were usedfor games, ceremonies and religious events.

Upon entering the site, the first ruin that appears is called Templo 24, or Temple #24. As most


structures in Chacchoben, the Templo started as a smallstructure and was enlarged over theirs. Excavations foundthe first structure decorated with figures modeled in stucco,which were covered by the 50-foot high pyramid with stairson all four sides. Templo 24 is the only structure unearthed inthe first compound but there are other untouched structureson both sides. Again, the lack of money leaves one wondering,what wonderful mysteries still lie covered. We next proceededto the area called El Gran Basamento, meaning Great Foun-

dation. The Ceremonial center of ancient Chacchoben, this area consisted of a raised quadrangularplatform with a pyramidal shape measuring roughly 325 by 325 feet and varying in height from25 to 36 feet and five structures distributed on two terraces at the top. Here we find the beautifulTemplo Uno..number 1. Built in the classic era (A.D. 250-A.D.9o9). This 6o foot high pyramidalstructure represents the highest temple in the site and probably the most important since it islocated in the heart of the ceremonial center. I quote from a travel guide."Excavations reveal thatlate in the Post Classic period, another temple consisting in a quadrangular room with its sidesoriented to four cardinal points was erected on the base of Templo Uno, making it evident that withthis new structure the constructors of Chacchoben were trying to block the access to its stairway.Six squared altars were also built in front of it, indicating that after the final abandonment of thesite, it remained as a ceremonial center where offerings to the gods were still placed." Very littlein the way of information is available to us since this is a relatively new "people" site. There arereports that some excavations revealed human and animal bones but nothing has been verifiedas sacrificial.

On this same foundation, we find the Templo de Jas Vasijas, which roughly means, the templeof the vessels, like for wine, found during some digs. This small, 30 foot high structure crownedwith a temple on top can be reached by a narrow stairway. Not much is mentioned about thispyramid but the vessels found indicate that these artifacts were alike to those found in the city ofDzibanche, many miles Southwest, towards Belize. The last structures on the Gran Basamento arethe twins. Los Gemelos. Both platforms, 10 feet high have stairs East and West. It is not clear whatthe use was for these platforms but it certainly had aspects of religious activities, mainly becauseof their locations in the midst of two pyramids. The last part of the site is called Las Vias, or theways, and it only consisted of parallel low platforms in various stages of reconstruction or initialexcavations. Maybe the future will bring us another Via Apia like in Rome. The Gran Basamentounderwent modifications several times, each time presenting notable changes in size, decorationand possibly, changes in its use as well. We left with great thoughts and glad to have been able tovisit such a nice site. Next, we set our sights for Belize, our next port of call where we are againgoing to visit some more Mayan ruins, this time very near to the Guatemalan border.

When we moored at Belize, it was rather windy with 4-foot sea swells, so we were motor boatedto the main pier. Here we waited for our bus and guide. The terminal was packed and noisy butwas very clean. After about a half hour wait, our bus and guide, Nathan, showed up and we wereunderway to our next Mayan ruins. Since so much of this are is really "new" to tourists, it is verydifficult finding much information on the sites. Even our libraries here in the USA have very littlewritten about them. Going back in time to A.D. 1000 shows the ending of the Mayan influence andshortly after that, the dissolution of the larger cities. The Spanish had no problem conquering thearea and in the 1720's, we saw the beginning of the slave trade from Africa. We also witness


the gradual mixing of the races and the country becoming a British Colony. On 1 January 1964,the colony became self-governing when a new constitution was adopted. In 1970 the old capitalcity of Belize City was changed to Belmopan and in 1981; they joined the Commonwealth andthe United Nations as a nonaligned member.

Belize is mainly an agricultural country with large exports of citrus concentrates. This alongwith lumber and sugar provide the major incomes to the people. Our guide indicated that unem-ployment was quite high but school and medical services were provided. He also pointed out thatmost of the homes are built on pilings or at least elevated. This serves several purposes, mainly,keeps the flood waters out since the country is very flat and rains and hurricanes occur regularly.It also keeps the homes cooler and lastly, keeps the vermin out. We were now told that we had atwo hours ride to the ruins. The roads are narrow and bumpy and quite frequently at small vil-lages they have speed bumps so going was slow. Not much to see except poverty until we nearedthe ruins area. Here the landscape changed into green hills and it got so much cleaner. We hadthe mandatory rest stop for rest facilities and food and of course, shopping.

Upon arrival at the site, we were shown into a museum which housesmany artifacts found there. Some very beautiful pottery and carvings,shards and tools and a large map of the entire site. Upon exiting, weproceeded up a path along which our guide pointed out the many leavesand plant juices that served the natives as mosquito repellent, scratchhealers and even a numbing juice. Nathan mentioned that bleedingwas a normal sacrifice and women were bled from the breast and themales from the genitals so I told Nathan that it was a good thing they had that "numbing juice"As we proceeded around a small mound, we saw the first of the structures of the site. It was notas spectacular as Costa Maya's ruins but their condition was quite remarkable. Excavation andrestoration seems to have been easier especially since the structures are not nearly as tall. Manytrees have grown in what were the main courtyards but one can visualize the grandeur that oncewas. Many of the passageways and small rooms have been repaired so one can get the feel ofwhat life must have been and the size of the people who resided there. Our guide told us thatthe site appears to have also been a religious one but that there seems to have been local worksresiding on the outer fringes. We spent about an hour viewing the site and then it was back tothe bus for the dreaded two-hour ride back. Upon arrival at Belmopan, we were given a "tour"

of the city. Narrow streets, crowded walks, lots of garbage around butan occasional pretty building or casino. The city has six traffic lights(we went through most of them) but no one really pays any attentionto them. Finally back at the dock, we said good-bye to Nathan andproceeded to get in the long lines for the trip back to the beautifulGrandeur of the Seas.

For those who could not make the cruise, it was quite a wonderfulway to have a Convention and made for a very comfortable and cozyway to visit with old friends. Many have expressed the desire to do itagain but these things are planned several years ahead of time but itcertainly will be considered for the future. Thanks to all who attended,you made it happen. We will certainly be looking forward to you join-ing us in Philadelphia in 2005.


TWO OLD WARRIORS REUNITE AT RENO 2004by

Michael J. Larkin

Thanks to many friends, comrades, and acquaintances, two World War Two fighter pilots, bothbailing out, captured and imprisoned by the Luftwaffe just weeks apart, were reunited at the RenoNational Championship Air Races in 2004. Except for a Dining In at Williams AFB around 1962,they had not seen each other for nearly sixty years.

The story begins when the author met retired Major General Eddie Bracken, USAF, at the RenoNational Championship Air races in 2001. Eddie and his lovely wife, Joan, were guests in theVIP box of Gene York, also a retired TWA Captain and a former Marine F- u driver. I related toGeneral Bracken that I had been trying for several years to locate my former Wing Commander,a Col. Donald H. Ross from Bartow AFB, Florida, circa 196o. My aviation cadet classmates (61-Foxtrot) and I had been led to believe that Col. Ross was shot down and killed in Vietnam in anF-4 around 1966. However, the Internet revealed that Col. Ross attained the rank of Major Generaland retired in 1974. Eddie volunteered to search the USAF General Officers list he receives eachyear to find General Ross. He succeeded, and we found the General and his bride Ruth living just30 miles from Reno near Carson City. I wrote to General Ross and invited him to be our guest atReno 2004. He accepted the invitation.

(There is a story within a story here, which would explain my mission to find the General. Suffice itto say his intercession in 196o was responsible for my forty year flying career.) By now you may bewondering who the other pilot was imprisoned with Don Ross in Stalag Luft 1 during 1944-1945 :

none other than the greatest fighter/aerobatic pilot who ever lived ... Robert A. (Bob) Hoover.Thanks to a mutual friend, John Towner, aviator and President of Central Air here in Kansas City,and who was responsible for the maintenance of Hoover's Shrike Commander 5ooRA for manyyears, I had the privilege of having dinner with John and Bob in Kansas City in 2001, and havingthe honor of driving Bob and his lovely wife Colleen to KCI after an air show at Downtown airportin which Bob performed on Sunday.

Bob and Colleen Hoover have cele-brated every wedding anniversarysince 1964 at the Reno NationalChampionship Air Races. If anyoneever deserved an Air Medal, it's Col-leen Hoover! General Ross was onlyable to attend the Sunday show dueto sister-in-law having surgery thatweekend in Reno. However, the twopilots were able to meet and chat ata luncheon of the Checkered FlagClub on Sunday where Bob was thefeatured speaker. Always graciousand humble, Bob invited Don tothe podium to tell a war story or two

say, the quintessential rebel Bob Hoover wasabout their POW days in Stalag Luft 1. Needless to


less than a model prisoner. In one celebrated incident, he was to provide the "diversion" whiletwelve prisoners escaped. This resulted in Bob throwing a "slop bucket" on a German guard. Theescapees were re-captured, and thankfully for world aviation, Bob was not executed on the spot.Don later wrote that, "we were young and we gave the German guards a hard time. On manyoccasions, even the guards laughed at our antics."

To be in the company of these warriors is a great honor in itself, to write about their history is atask that humbles me, but I wanted to share their story with all fellow aviation buffs in the worldthat admire and respect great aviators such as these.

(Authors note: For a complete bio of Major General Donald H. Ross and his exemplary USAF career,go to www.usafpilotclass6lf.corn and click on "One in a Million", a poem dedicated by the authorto him and all former aviation cadets. The career of Bob Hoover can be read in his autobiography,"Forever Flying ", Pocket Books, a division of Simon and Schuster, NewYork,NewYork.)


This could be yours!

Mrs. Betty Green has donated this beautiful oil painting by John Pettijohn to be raffled by TARPAas a fund-raiser. Clancy suggested that to her before he passed away. She has informed us thatClancy obtained this painting himself by winning a raffle at an early TARPA Convention. As youcan see, the old wings and cap emblems and the last versions have been added to the frame mak-ing a more dramatic presentation. We intend to have it on display at the Philadelphia Conventionto promote greater interest and participation.

Boeing 747 fitted with fifth engine transport pod.


LaG Airport Celebrates 65th

Officials celebrated the 65th anniversary of LaGuardia Airport's first scheduled flight by rededi-cating the historic Marine Air Terminal, an Art Deco landmark that recently underwent a $6.5million rehabilitation, on December 1.

The rededication took place 65 years to the day that a TWA DC-3 with a seating capacity of 32passengers flew from Chicago to Queens—the first scheduled flight ever at LaGuardia Airport.

Governor George E. Pataki said,"For 65 years, LaGuardia Airporthas been many things for manypeople. In 1940, brave aviationpioneers flew 26 hours to reachEurope from LaGuardia. Later,`Flying Boats' carried passengersacross the country and enthralledcrowds of onlookers at the MarineAir Terminal. Today, travelers atLaGuardia take one-hour shuttles

to business meetings in cities hundreds of miles away, or come here to fly home for the holidays.It's safe to say that this airport's legacy is secure. Named for Mayor Fiorello LaGuardia, a NewYork legend, the airport has become a legend in its own right."

Port Authority Chairman Anthony R. Coscia said, "As the steward of this great airport, the PortAuthority recognizes its responsibility to preserve LaGuardia's record of accomplishment andachievement, and also to make certain that the airport remains a safe and secure environmentfor travelers. The Port Authority and its private partners have invested more than $83o million toexpand and modernize the airport's Central Terminal Building, reconfigure and widen roadwaysand improve runways and taxiways. And as demonstrated by our board's recent $15 million au-thorization to study further modernization of the Central Terminal Building, we expect to continuemaking investments to ensure a strong and prosperous outlook for LaGuardia Airport."

Port Authority Vice Chairman Charles A. Gargano said, "As we celebrate this historic milestone,


The rehabilitation project at the Marine Air Terminal includedrestoration of the terra cotta friezes of flying fish, representing thefamous seaplanes, on the exterior of the building.

By the following summer, 250daily landings and takeoffs werethe norm. Today, in 2004, theairport averages more than 1,000flights a day and about 23 millionpassengers a year.

we also should celebrate LaGuardia's significant contribution to our local and state economies.More than 9,000 people are employed at LaGuardia, which contributes $6.1 billion in economicactivity to our metropolitan region. Commercial activity at the airport also supports more than63,000 regional jobs generating $2.1 billion in annual wages. That's the sort of success that makesa real difference in the lives of New Yorkers, and we are committed to a future at LaGuardia thatpromises more jobs and even greater economic strength. "

Port Authority Executive Director Kenneth J. Ringler Jr.said, "Visiting New York for the first time is an experienceno one ever forgets, and for countless millions of people,that special experience has taken place at LaGuardiaAirport. We are proud of our record at LaGuardia for somany reasons, but one issue in particular has improvedtravel experience for our customers in the 21st century:unprecedented step we took in October 2000 of issuingon new flights to combat growing delays. We continue

to work closely with the Federal Avia- tion Administration to develop a long-term solution thatpromises a stable future of efficient operations at one of our country's top airport destinations."

The December 1 celebration highlighted the airport's Marine Air Terminal, which is closely tiedto LaGuardia Airport 's early history. Pan American World Airways inaugurated trans-Atlanticservice from the terminal on March 30, 1940, carrying nine passengers aboard a Boeing 314 "Fly-ing Boat" bound for the Azores. The aircraft, which used Bowery Bay as their runway, becamepopular attractions, drawing millions of visitors every year.

The rehabilitation project at the Marine Air Terminal, which began early last year, included resto-ration of the terra cotta friezes of flying fish, representing the famous seaplanes, on the exteriorof the building. The project also features new parapet walls, new windows, a new roofing systemand replacement of the exterior masonry. Significant portions of the work were performed atnight and during times when the terminal was largely inactive, to minimize any inconvenienceto the traveling public.

A rehabilitation of the building's interior, completed in the 198os, restored the 12-foot-high,235-foot-long mural "Flight" by James Brooks. The largest and last mural commissioned by theWorks Progress Administration during the Great Depression, the mural encircling the interiorwall of the terminal's rotunda tells the story of human flight, from Greek mythology through themid-20th century.

The Port Authority of New York and New Jersey operates many of the busiest and most importanttransportation links in the region. They include John F. Kennedy International, Newark LibertyInternational, LaGuardia and Teterboro airports; AirTrain JFK and AirTrain Newark; the GeorgeWashington Bridge; the Lincoln and Holland tunnels; the three bridges between Staten Islandand New Jersey; the PATH (Port Authority Trans-Hudson) rapid transit rail system; the PortAuthority-Downtown Manhattan Heliport; Port Newark; the Elizabeth-Port Authority MarineTerminal; the Howland Hook Marine Terminal on Staten Island; the Brooklyn Piers/Red HookContainer Terminal; and the Port Authority Bus Terminal in midtown Manhattan. The agencyalso owns the 16-acre World Trade Center site in Lower Manhattan.


The Port Authority is financially self-supporting and receives no tax revenue from either state.

This article was taken from the Western Queens Gazette December 9th, 2004 edition.

NOSTALGIA

This is for all crewmembers and those of you that thought flying was so much fun! Here is a homestudy simulator course for those who still hunger for the romance and adventure of night freight.It will all come back to you if you practice the following at home:

1.Stay out of bed all night.

2.Sit in your most uncomfortable chair, in a closet, for nine or tenhours facing a four foot wide panoramic photo of a flight deck.

3.Have two or three noisy vacuum cleaners on high, out of sightbut within hearing distance and operating throughout the night.If a vacuum cleaner fails, do the appropriate restart checklist.

4.Halfway through your nocturnal simulator course, arrange fora bright spotlight to shine directly into your face for two or threehours, simulating an eastbound flight into the sunrise.

5.Have bland overcooked food served on a tray midway throughthe night by a hung-over loadmaster or pissed-off flight engineer.

6.Have cold cups of coffee delivered from time to time. Ask your spouse to slam the doorfrequently.

7.At the time when you must heed nature's call, force yourself to stand outside the bathroom doorfor at least ten minutes, transferring your weight from leg to leg, easing the discomfort.


8.Leave the closet after the prescribed nine or ten hours, turn on your sprinklers and stand outin the cold and "rain" for twenty minutes, simulating the wait for the crew car.

9.Head for your bedroom, wet and with your suitcase and flight bag. Stand outside the door tillyour wife gets up and leaves, simulating the wait you'd have while the maid makes up the hotelroom.

1o. When your spouse inquires, "Just what in the hell have you been doing? " Just say, "Recallingthe allure of all night flying to romantic places" and collapse into bed — after setting the alarmclock for 5:oo PM.

ii. If you are a purist, do this two nights in a row.

The Old Soldierby

Michael J. Larkin

He lies there on his duffel bags, "OldSergeant" is his name;He's seen his share of battles, and He'shad his share of fame.

But he is aged and tired now,And he seems quite content;To dream of glories long ago,His ammunition spent.

He seldom sounds the RevilleFor musket, powder, ball;Tho' often wakes me in the nightTo answer Nature's call!

Once you stood so tall and proud,You had no fear of strife;But now you hide beneath your shroud,So deaf to drum and fife.

Oh! How I wish he'd stand for me,As in the days of yore;As foolish in my youthful lust,I'd follow him to war.

Yes, happily I followed him,With neither fear nor dread;To "engagements" full of dangerWhere angels feared to tread!

We lay upon the desert sand,In valleys deep and wet;Each confrontation memorable,Not one I'll soon forget.

The Captain's here! Ten-hut! I say,Have you no respect for rank?Or would you lie in lethargy,Your pride and honor shrank?

Och! Sergeant sound the bugle!Let us charge into the fray;For the passion and the furyOf our long lost yesterday .

Och! how we feared the enemy!Their weapons Heaven lent;And how meekly you surrendered whenTheir first barrage was sent!

Och! Time has worn the both of us,Our strengths I fear have passed;But prologue to a Paradise whereWe'll soon raise a glass.

We battled Mother NatureIn those olden days ofyore;But the enemy was Father Time:And now He' s won the war!


THE PERKS OF BEING OVER 6o AND THOSE SOON TO BE.

1.Kidnappers are not very interested in you.2. In a hostage situation you are likely to be released first.3. No one expects you to run into a burning building.4. People call at 9 PM and ask, "Did I wake you?"5. People no longer view you as a hypochondriac.6. There is nothing left to learn the hard way.7.Things you buy now won ' t wear out.8. You can eat dinner at 4 P.M.9. You can live without sex but not without glasses.1o. You enjoy hearing about other peoples operations.11.You get into heated arguments about pension plans.12.You have a party and the neighbors don't even realize it.13.You no longer think of speed limits as a challenge.14.You quit trying to hold your stomach in, no matter who walks into the room.15.You sing along with elevator music.16.Your eyes won 't get much worse.17.Your health plan is beginning to pay off.18.Your joints are more accurate meteorologists than the national weather service.19.Your secrets are safe with your friends because they can't remember them either.2o. Your supply of brain cells is finally down to manageable size.21. You can't remember who sent you this list.


IN MEMORY OF

ROBERT S. SCHNEIDER

MAY 17, 1934 — DECEMBER 2, 2004

Robert Schneider was born May 17, 1934 in Nashville, Tennessee. At the age of ten, he movedto Louisville, Kentucky. He attended Eastern Kentucky Teachers College on a full musicscholarship. He played lead clarinet in the band and orchestra and, he also lettered in swimmingand tennis.

After graduating from college, he accepted a Regular Army Commission. He was an accomplishedaviator finishing first in his class in both military fixed wing and rotary wing flight schools. Heearned his MBA degree from the University of Washington. During his Vietnam service, he wasawarded the Vietnam Gallantry Cross with Silver Star, Bronze Star, Purple Heart and Air Medalwith six oak leaf clusters.

In 1966, he accepted a pilot position with TWA, where he flew for twenty-three years. He lived inNew Jersey where he became an avid sailboat racer collecting many trophies.


In 1989, he took early retirement at age 55 to become a rancher in Miles City, Montana.Ranching was marred by the untimely death of his only child, an Air Force Academygraduate and F-15 pilot. He moved to Billings, Montana to wage a hard fight againsthis cancer. He was deeply saddened by the loss of his son, and the thought of leavinghis wife Dory, after 48 years together.

Submitted by Dory Schneider

IN MEMORY OF

CAPTAIN SAMUEL M. LUCKEY

OCTOBER 22, 1920 — OCTOBER 8, 2004

Sam Luckey died October 8, 2004 at Hospice in Stuart, FL. He has been a resident ofMartin County, FL since retiring from Trans World Airlines in 1980.

Sam was born October 22, 1920 in Jefferson City, Missouri, the youngest of threechildren. As a child, he was fascinated by airplanes and wanted to work in the field ofaviation. He first soloed a Rearwin Aircraft in 1937 at the age of 16 He was a prewarcivilian flight instructor and served in the Navy during World War II. Sam remained inthe ready reserves until retirement with the rank of Commander in 1962; He was theoriginal commanding officer of Squadron VR883 at Naval Air Station, Olathe, Kansas.Living in Leawood, Kansas, Sam raised a family and enjoyed a 35-year career as a pilotfor TWA. He was a member of the Navy League, Military Officers Association, QuietBirdman, Stuart Corinthian Yacht Club, and Pipers Landing Yacht and Country Club.He had served as President of the Board of Mariner Cay and had been president of theTreasure Coast Boaters Association. He enjoyed boating, flying, golf and bridge. Sam issurvived by his wife Marjorie, after 58 years of marriage, son, Greg Luckey, daughter.Cindy Hartman. and four grandchildren.

By Marjorie Luckey

IN MEMORY OF

CAPTAIN EUGENE R. BODEN

SEPTEMBER 28, 1927 — AUGUST 23, 2004


IN MEMORY OF

CAPTAIN REX DAVID WAGNER

AUGUST 24, 1921 - JANUARY 23, 2005

Rex David grew up on a farm in a small Iowa town and was introduced to flying by his father whowas one of the first so-called "flying farmers" in the area. He loved being in the air and spentmore time in an airplane than he did in a car as a teenager.

Some of his former high school classmates still love to tell the story of their graduation day whenDavid landed his plane next to the school to come and pick up his diploma! Or when he threwrolls of toilet paper out of his airplane window and then did loops through the cascading paperas it billowed to the ground.

He was voted "least likely to succeed" in his high school class but went on to attend SpartanSchool of Aeronautics in Tulsa, Oklahoma. In 1942 he was hired on with Trans Continental andWestern Airways flying mostly bags of mail and a few passengers. He spent the next 35 years asa commercial airline pilot flying both domestic and international and retired in 1978.

He loved his job and I have a box full of letters sent to TWA by passengers that so enjoyed hiscomments over the P.A. telling them about the route they were flying, the type of aircraft theywere in, pointing out things of interest or comforting them in turbulent weather.

Life with David was never dull. He loved activity and conversation and always welcomed a party!He was very adept at shooting pool and never missed the opportunity to challenge anyone to agame. The pool table he played on as a kid traveled with him from Iowa to Illinois to the Bahamasto South Carolina and back to Illinois! He developed a love of golf late in his life but never couldunderstand why he couldn't hit the golf ball as far as his grandson's could, especially when he wasusing the same type of clubs!!!

David loved all people and never went anywhere that he didn't make a friend. He was my bestfriend and we would have been married 6o years on March 12, 2005. He passed away at our homein Plainfield, IL on January 23, 2005, of complications from Alzheimer's. He was surroundedby most of his children and grandchildren.

He leaves behind twin daughters Lydia and Linda and two sons, David and Terry as well as eightgrandchildren, six great-grandchildren, and his beloved Cocker Spaniel Maggie.


He brought so much joy to the lives of his family and to others as well. He will truly be missed.

If anyone flew with Rex David during his career, I would enjoy hearing from you. My e-mail addressis [email protected]. by Ann Wagner

IN MEMORY OF

CAPTAIN WILLIAM G. HALLIDAY

APRIL 27, 1918 — NOVEMBER 18, 2004

William G. Halliday was born in Long Island City, New York April 27, 1918. He married his soulmate, Virginia Kennell on June 22, 1943. Together, they raised a family of eight children on LongIsland, New York. William proudly served in the Army Air Corps as a B-24 pilot in World War II.After the war, he began a career as an airline pilot with TWA, retiring after 32 years. He was anexemplary convert to the Catholic faith, a devoted husband and loving father. He is remembered asa man of deep faith with an uplifting sense of optimism. He never complained of his own sufferingsbut rather strove to put others at ease with his charming wit and endearing smile.

William is survived by his children, Virginia, William, Patricia, Robert, Margaret, Thomas, Richard,Peter and eleven grandchildren and four great-grandchildren. by editor

IN MEMORY OF

CAPTAIN JAMES A. PAXTON

OCTOBER 30, 1925 — NOVEMBER 1, 2004

James passed away at his home on November 1, 2004 in Tempe, Arizona with his family at hisside. Jim was born in McDonald, Ohio in October 30, 1925. Jim served as a B-29 aviator in theAir Force in World War II. He also served in the Korean War. During those years, Jim flew withthe 55th Strategic Reconnaissance Wing, the 343 rd Strategic Reconnaissance Squadron, the 19 th

and 20th Bombardment Groups.

Jim met his loving wife Anita in Guam, Michigan in 1947. They were married in June of that yearin Chicago. They moved to Louisiana and then to Puerto Rico while Jim was still in the Air Force.After the service, they moved to the Kansas City area when he started work for TWA. After retiringin 1982, Jim and Anita moved to Tempe, Arizona.

Jim loved to go to his cabin at the Lake of the Ozarks. He loved to travel, cook, play golf and flyplanes. He was a sweet loving husband, father and grandfather. He never knew a stranger andwould always help anyone in need. His wife, Anita, children, Patricia, James Junior, Michael andCaralea and nine grandchildren and brother Robert survive him.

Submitted by Rowland Powell

IN MEMORY OF

DONALD JACOBSEN

JULY 8, 1936 — SEPTEMBER 13M 2004


IN MEMORY OF

CAPTAIN RAYMOND GOSEN

SEPTEMBER 19, 1925 - SEPTEMBER 8, 2004

IN MEMORY OF

CAPTAIN ROBERT W. GOUGH

DECEMBER 7, 1921 - OCTOBER 19, 2004

IN MEMORY OF

ROBERT W. LASCH

MAY 23, 1923 - SEPTEMBER 13, 2004

IN MEMORY OF

CAPTAIN NEIL K. WHITEHURST

MAY 15, 1925 - DECEMBER 20, 2004

IN MEMORY OF

CAPTAIN JOHN T. MORRISEY

FEBRUARY 9, 1924 - OCTOBER 15, 2004

IN MEMORY OF

CAPTAIN URBAN J. KAMPSEN

MAY 8, 1918 - OCTOBER 19, 2004


GPWS Flow Chart by Les Bolton


LIFE AFTER THE CONNIEby

Rod Zapf

This is just a short note to let you all know that TWA did have a life after the Constellation!Thanks to the work of Captain Steve Leonard and his Orange County Contingency of retired TWApilots we had a wonderful Christmas Party, renewed a lot of old acquaintances and told a lot of"war" stories that get better each year. The numbers were down a little this year, which gave usa moment to ponder, but once we thought about it the answer was easy. Those who were able toattend have much to be grateful for!

I have included a few pictures that I hope you will enjoy. I won't attempt to name all of the folksin the picture, but you will note one standout who has always been one of TWA's favorites. He isshown with a group of our beautiful flight attendant's who were also invited to the celebration.The name of our still most "eligible bachelor" of course is Howard Chittenden! I remember yearsago, I was flying as engineer, seated behind Howard and his first officer. Once in cruise, I usedto "hang" between the two pilots because I really thought I should be "up-front" with them. Aswe raced across the sky in the mighty 707, things were quiet for a moment, so, in the interest ofconversation, I remarked, "did you hear about that guy that landed at Ohio State University? Thatrunway was only about 5000 feet long!" Howard turned and exclaimed in a very straight face,

it was 4800 feet. The look on the F/O's face told me that I probably shouldn't have gone there!

Howard was a great guy. Once on a TWA ski trip, at 3:00 in the morning, with the gin long sincegone and the fire burning low, I looked across the room at Howard who was trying to keep warmby shaking on a sofa and said to myself, "He may be the most eligible bachelor in the company,but I sure don't want to grow up like that"! I came right home after the ski trip and asked my wifeof today to marry me. That was 33 years ago, thank you Howard! Howard never changes, oncewhen I went off what seemed like a 25-foot ski jump that ended in a horrendous crash I heardhim say as I was coming around, "He sure looked good when he went by me!"

I had great times working for TWA! When I started in 1967, I had already been given starting dateswith United, Northwest and Delta. The lights of Hollywood were more than I could resist, plusmy good friend Captain Dusty Spain, in my company interview, exclaimed with a very confidentlook, "you'll be captain in 5 years"! .... Sold me!

At the time, we had numbers running in the high 4000's. As the years went by, the numbers keptshrinking; I was the number two guy on the furlough list in the early 70's. The numbers keptdropping until they got around 2500 and I was approaching 2000. I thought, this is it, with thepurchase of Ozark, and 800 more pilots under me surely my time has come! I flew as a co-pilotfor the Ozark boys for the next 3 years, and then we traded places. I must say, "they really knewthe DC-9's and I enjoyed flying with every one of them." They enjoyed flying; the take-offs, thelandings, the lousy weather of the mid-west, and more often than not, on the "nines" we gotmore landings in a single pairing than some of our brothers got in a year, and, after the "pay-cut"worked for a lot less money! But I really enjoyed flying for TWA, they were always good to meand I never had a quarrel with the FAA, maybe I was one of the lucky ones.

If you will allow me one more story, sparked by the sight of a dear old friend of many of us at theTWA Christmas Party, Captain Dick Cruickshank. Once again, I was flying engineer for Dick who


was being checked by Captain Bob Eads, a Flight Manager at LAX. We were making approachesat Palmdale airport. On one of the approaches, Captain Cruickshank sensed that he was not theonly person on the controls, so at approximately 50 feet, he simply "let go" of everything andshoved his seat back about a foot or so. Well, Capt. Eads got real busy, real fast! We bounced ondown the runway and everything seemed to come together just about the time we got stopped.Of course I, being a new engineer subjected to going along on these check rides, just sat thereand played with my turbo compressors, waiting for the explosion. Well, Captain Eads questionedCaptain Cruickshank as to what and why he did what he did. To this end Capt. Cruickshank simplyexplained that he was not certain who was flying the airplane and he did the only safe thing hecould do saying "you got it!" As we departed Palmdale, with Captain Dick solely on the controls,he looked over at Bob and said, "now I'll show you how we do it on the line!" Those were goodtimes.

Now a lot of you must remember Betty Ford, one of the best flight attendants TWA ever hired!Betty and her friends are planning another re-union and you don't want to miss it. The last one she"engineered" was held at the Santa Monica airport. There were so many of us there that CaptainMock couldn't get out of his car after he parked it in a space no one else could get into. Hope Ihaven't run too long, but hell when you are retired, life is wonderful. There is not only life after theConnies, but there is life after TWA. American, you have been wonderful to us, keep'm flying!

Thanks to all and to all a great New Year!Captain (ret) Rod Zapf

P.S. Next years party will be December 14 th at the El Adobe restaurant, San Juan Capistrano. Theprice is $27.00 and it would not be too early to get on the mailing list now! If you see a motorhomein the parking lot, you will know I am hosting another "tail-hook" party before the real party. Myparty is simply a one hour "attitude adjustment" before we get serious. Steve Leonard's E-mailis [email protected]

Capt 's John Dunne and RussFleer try to hide the "highspirited antics of Ron Adams

Capt. Rod Zapf, Betty Fordand Jerry Gilles

Capt. Dick Cruickshanktelling his version of "thecheck-ride."


If it is more blessed to givethan to receive, then mostof us are content to let the

other fellow have the greaterblessing.

Shailer Matthews

By Gene Richards

Computeritis

How many times does it have to happen before I get the message? Once more my computercrashed and burned and I didn't have my data backed up properly. I now have a new machineand am up and running again but only after much gnashing of the teeth and a few words thatI haven't used since high school.

I managed to save my email but it has not yet been decoded and won't be in time for thispublication. So if you sent me an email, send it again or hope for the best.

Having a computer meltdown is frustrating, irritating, expensive, time consuming anda couple of other things that I can't remember right now. But in the long run it still beats usingpen and paper and a mimeograph machine.

Memories

For some time now I have intended to write a summery of my life for the education andenjoyment of my family. I have waited patiently for them to ask and since they haven't. I'vedecided to write it anyway.

I recently spent a few days in Pensacola with a roommate from our pre-flight days. Wewandered the base observing at the devastation caused by Hurricane Ivan. Walking about theclassrooms caused us to reminisce about our trials and tribulations of pre flight some 55 yearsago.

As most of us Eagles have experienced, I have difficulty remembering what I had forbreakfast but I can still recite the names of everyone in my high school graduating class. (OK, soit was a small class.) I well remember the good and the bad times as a Naval Aviation Cadet.

In the academic department I enjoyed celestial navigation. It was like a big puzzle whereyou throw all these numbers into a hopper and marvel greatly if it comes out as a pinpoint onthe chart. Later I became adept at real navigation, spending my share of time at the table onthe way up to plane commander. I taught navigation in the squadron and later became thesquadron Navigation Officer.

On the other side of the coin was Aerology. (Meteorology outside the Navy.) The subjectwas always a mystery to me and I have yet to figure out the difference in advection fog and anyother kind of fog.


American women expectto find in their husbandsa perfection that Englishwomen only hope to findin their butlers.

Somerset Maugham

Where is all this leading? Well some time ago the Navy put out a bulletin saying that theywere cleaning out the attic and all of the original flight training records would be destroyedunless they were claimed by the owners. I wrote for mine and, sure enough, six months laterthey showed up.

It was quite interesting to read the comments from the flight instructors. I found that I hada much higher regard for my abilities then they did. Eventually I flipped back through the recordsto academics. To my chagrin I found that I got a 4.0 in Aerology and flunked Navigation notonce but twice. To make matters worse my `roommate' informed me that we weren't roommatesat all. He lived across the passageway in a room with an ocean view.

My life story is now on hold until enough people are dead that I can write it my way.

Back row, right. George Seaborg,Front row, left. Gene Richards

Notes to Ed Madigan

From Gene Schumacher

Although I am an Eagle — I turn 8o in February, 05, I am sending the full rate of $40. The Topicsis worth every penny. Please note the change of address. I have not moved but we are gettingorganized out here and 911 service required a street address. Think I'll wait to call it civilized untila cell phone will work in my back yard.


Four fifths of the perjury inthe world is expended ontombstones, women, and

competitors.

Thomas Dewar

From John Kidd

As discussed at the annual meeting, I am sending an extra membership for a furloughed pilot whowould like to join but cannot afford the dues. Also is a separate check, as requested, for TarpaTopics mailing per the discussion at the meeting. Thank you for taking on this job and the greatjob you did as treasurer for the cruise.

From Lyle Huntly

Keep up the good work. Have enjoyed the magazine every issue since 1979. 04 was a good yearfor us: retired 25 years, married 65 years, lived 85 years and both of us busy and doing OK.

From Louis Barr

As an Eagle I know my dues are $30 but my enjoyment of Tarpa Topics is worth a little extra.

From Dave Wadsworth

I'm sending more because of the good work you people do for Tarpa. I'm still keeping busy withall my volunteer work, but it's getting harder with the "joys" of the golden age.

From Ward Budzien

Although I am an Eagle chronologically, in my head I'm about 35. so in all fairness I have to send$40 as a regular member

From Bud Kuball

Just returned from a one year, 12,000 miles, trip to Panama in my motor home. (8 countries- 14border crossings.) Retired F/F Julie Paradise met me in each country by flying down on AA.

From Phil Livengood

Hi Gene,

Jeff Hills article, "GANDER, GANDER. GANDER " , in the last issue of Tarpa Topics reminded me

of some of the odd communication situations, which were a part of flying international. First


A jury is a groupof twelve people ofaverage ignorance.

Herbert Spencer

let me state unequivocally that I am very glad that English is the universal language of aviation.I'm not sure how that came about; perhaps it was by some law of primogeniture because theWright Brothers were from the U.S.A. Whatever the reason it certainly made the process easierfor those of us who already speak the language. The following comments take into considerationthat if I had been the non-native English speaking controller the situation would not have beenany better.

These incidents all occurred at Cairo, which still had rather primitive equipment in the 8o's—noradar, and radios that sounded like the controller was standing across the room yelling at themike. The controllers spoke English fairly well; at least it was more understandable than theFrench. However from time to time situations would come up that needed words beyond theirvocabulary. The first happened when we arrived in Cairo shortly after dawn from Bombay. Wewere taxiing to our gate when we saw an army helmet (WW I type) on the taxiway. Of coursewe stopped not knowing if it was a steel helmet or a plastic copy and knowing very well what itwould do if sucked into the 1o11 engine. The problem was the word "helmet" was meaninglessto the man on ground control. Fortunately the TWA mechanic waiting to wave us in came out tosee why we had stopped and retrieved the helmet. I imagined the luckless Egyptian private tryingto explain to his sergeant how he had been standing guard during the night when some jet blastblew his helmet away.

The next two events happened when I was flying F/E on the 727 operation based in Rome. BarryHoffman was the captain and Dick Murray was the F/O. Flying from Rome to Cairo we lost enginedriven hydraulic systems, which meant we had to crank the gear down, lower the flaps electrically,air brake only, and no nose wheel steering plus a few other inconveniences. Not a big deal in goodweather and an 11,000 ft runway—if it can be coordinated with approach control. Our problemwas getting Cairo approach to understand what our situation was and what we needed in theway of time and airspace. Somehow we got it all done and got stopped on the runway. Duringthe long tow ride from the end of the runway to the gate we saw a fairly large cardboard box onthe ground between the taxiways. Tried to tell ground control about that—with exactly as muchsuccess as with "Helmet".

New day new problem: On departure from Cairo enroute to Athens the departure controller addedto our departure clearance that we were to maintain a 2000 ft/min rate of climb. Evidently therewas a business jet following us. Well the 727S had a few virtues, but climbing wasn't one of them. Itwasn't long until Miss Piggy could not maintain a climb of 2000 ft/min. Our problem now was toget the controller to understand this. Dick had tried several versions of "Negative 2000 ft/min"


What is the first excellence ina lawyer? Tautology. What isthe second? Tautology. And thethird? Tautology.Richard Steele

without any success. Barry, ever the man with words, picked up his mike and said "Mishmumkin2000 ft/min climb". You could just see the light bulb go on over the controller's head. "RogerTWA 841, maintain 1000 ft/min rate of climb" and then issue the same clearance to the businessjet following us. Now among the three of us we probably didn't know more than a dozen words ofArabic, but it just so happened that a Cairo taxi driver had explained to us only a few days priorthat "mumkin" means "possible" while "mishmumkin" means "not possible". To this day we usethe term "Mishmumkin" around our house.

Phil and Judy Livengood


By all means marry. If you geta good wife you will become

happy. If you get a bad one youwill become a philosopher.

Some interesting information for those of us who intend to grow old at somepoint.

Age-related Macular degeneration

What Is The Outlook For Better Treatment And Prevention?

Provided by YourMedicalSource.com

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Scientists are trying to identify genes that cause AMD, or increase risk for the disease. OnceAMD genes are found, scientists may use gene therapy to replace the defective genes withnormal copies.

• Researchers also are working on medicines that stop the growth of new blood vessels. Suchdrugs could be used to treat wet AMD, and perhaps stop dry AMD from getting worse.

• The clinical trials on dietary supplements, of course, could provide a simple and inexpensiveway to reduce the risk of AMD.

Age-related Hearing loss

Researchers have identified a gene that prevents the regeneration of the inner ear cells thatare critical to hearing, a discovery experts say is the first step toward finding a way to correct themost common form of deafness among the elderly.

"Most deafness is caused by the loss of these hair cells," said Zjeng Yi Chen, leader of thehospital research team. "Now we have the means to regenerate these cells."

The goal, said Chen, is to find a way to turn off this gene in the inner ear of humans, probablywith a drug, and allow the regrowth of hair cells.

"That would lead to recovery of hearing," said Chen. He is senior author of the studyappearing this week in the journal Science.


Jazz will endure as long aspeople hear it through theirfeet instead of their brains.John Philip Sousa

Don't throw away your glasses or hearing aids because a lot of research is still aheadbefore any of this works. But if you live long enough there may be a solution. Who ever thoughta several ton hunk of metal would do anything more than make a hole in the ground? GR

Movie Revue

If you haven 't seen, 'The Aviator `. do so. You won 't be disappointed. I 'm sure there are

some Eagles around that could add to the story. GR

This next letter is from our old friend. Gordon Hargis. When it originally came I didn't put itin because it was hand written and I didn't have enough time to type it up for the next issue. Iput it away for a better time and this is a better time. GR

Dear Gene,Your solicitation of more material to print reminds me of the old "saw" — be careful what

you ask for, you might get it!

So here's an idea for an item for Tarpa, to wit:

How many of youse ole' pilots still have your "short-snorter" bill, if you remember what it

was and its purpose?

Recently, I "exhumed" mine form an old cigar box full of mementos and unfolded it. Doingso brought back many memories. As I recall, it was a one dollar bill signed by the crew after anoverseas flight and kept as proof of the trip. Then a custom came into being of those pilots in agroup in a bar producing theirs on request. If a pilot did not have his, he was required to by a"short-snort" of booze for each other pilot who produced his. Then we began taping bills from othercountries to the original signed dollar mine has (in order) $1 silver cert (USA), 10 peso (Brazil)

$1 (British Guyana), 10 Francs (Morocco), 5 Francs (French West Africa), $1 Gold Seal paid toUS troops overseas), Bank of England 10 shillings, 5 Kroner (Iceland), 10 Lire (Tripolitania),(Also that one has Jack Dempsey 's autograph on it), 10 Lepta (Greece), Some Arab Country, 10something, all Arabic, Maybe Tunisia or Iran, shilling (Cyprus), 10 Piasters (Egypt), 10 Rupees,(India).


My forefathers didn'tcome over on the

Mayflower but they werethere to meet the boat.

Will Rogers

Unfortunately the old tape came off of the middle of the string of bills when I unfolded it, and sofar I have been unable to get it refolded on the nice flat bundle it was ere I opened it!

So you might ask for more info from the readers about short-snorter bills. The signatures onmine have almost faded completely away, and some of the few I can read are by pilots I no longerremember, alas. Incidentally, the Burma-Shave book reminded me that I left 2 words out of thecar fender jingle. The last line is "Send it in for a one pound jar."

All the best,

Gordon

Anybody out there with a Short-Snorter story? Now 's the time. GR

From Jim Schmitt1824 Forest Grove Rd

Box 494Forest Grove, PA 18922

215 794-5305captainjim1928 @comcast.net

I sold my organic farm and passive solar house (which I designed) and now live withCarole Mancini, a British lady recently retired from Merck. We recently moved to a hamlet nearDoylestown, PA. Closed out earth friendly B&B in September after a busy summer with lots oforganic blueberries and blackberries sold. My home now a 140 year old Victorian home in a tinytown with 19 homes, one church and a post office.

I have set up a little challenge for myself and would invite anyone else to join this – TWApilots would be especially eligible.

I have crossed the a\Atlantic every year starting in 1958. Without missing a year. I executedmy 47th year with a trip to London. It tells me A. that I can afford to do it (Usually very cheaply.)B., that I have the health to do it. C. That I am still out in the world. I hope to do 70, which will

make me 10o years old.


Also — anyone is living in Pittsburgh area. I would like to work with my daughter to establisha circumnavigation club there in 2005. She lives on a golf course in a suburb and recently completedher circumnavigation of the earth on a business trip with PPG. To be eligible for this club youmust have crossed every meridian of the globe in either direction some time in your life. It doesnot have to be one trip. East to BKK and west to Bombay will qualify. You meet interesting folksin this club — and a few a—holes.

Jim and Carol Mancini

From Vic Hassler

The east coast TWA pilots had another rendezvous at a place in NJ called Sky Manor, May 27, 04.This time the weather co-operated (no hurricane) and 10 pilots came in their wonderful flyingmachines.

The service and food were excellent. Thanks to Floyd Evans for making the table seatingarrangements. A lot of the conversation focused on our medical problems (We are all gettingolder and older and older.) Every one was smiles and happiness.

By the time the youngestchildren have learned to keep

the place tidy, the oldestgrandchildren are on hand to

tear it to pieces again.Christopher Morley


There is no use in walkingfive miles to fish when youcan depend on it being just asunsuccessful near home.Mark Twain

Some of the pilots came on motorcycles. One pilot (I won't mention his name but his initials areDoug Deutsch) had a beautiful cycle decorated in TWA markings.

Those in attendance were Rich Ackley, Jim Anderson, Ray Bartles, Clark Bille, Ray Bonwell, BobChristenson, Ken Degler, Doug Deutsh, Floyd Evans, Joe Galiger, Keith Kreider, Richard Kreider,Bob Laux, Mario Nicolais, Ephe Oliver, Vic Hassler, Marty Sailer, Frank Self, Art Schwedler,Ray Skomra, Dick Stone, Ed Stroshein, Jack Wilmot, Las Zamolyi and Lou Zimmerman.


6 SPEED August

Motion Pictures

and Air Transport

WHEN better movies are made, theywill feature the airplane as a realtransport machine, as a result of

a campaign just brought to a successful con.clusion by a committee of the CaliforniaState Chamber of Commerce, headed byClancy Dayhoff, aviation publicity expert,with headquarters at Los Angeles.As far as the motion-picture world goes,

Los Angeles is a suburb of Hollywood. Foryears Hollywood has turned out movies,some splendid and some otherwise, and.whenever there was necessity for the heroor heroine to travel hurriedly from oneplace to another, there was always shownthe picture of a railroad station with a traindeparting, or a motor bus might be used,sometimes a steamer or a high-powered auto-mobile.

The airplane has been used in the moviesmany times, of course, but always to dosomething very spectacular. If the picturedid not show the airplane cracking up orbursting into flames, then, in the opinionof the movie director, there was somethingwrong with the picture.

It was all heroic—it was spectacular—itwas very dramatic—but it was not true to thebest there is in aviation.

Clancy Dayhoff and his assistants haveattempted to put a new thought in thepictures, and the results of their efforts willbe apparent during the months and yearsto come.

The effort is to show the airplane as acommercial machine—expertly constructed,carefully operated, reliable, comfortable —controlled more expertly than any othertransport machine in use—deserving of thepatronage of the hero or heroine of even thegreatest motion picture.

The new idea is to use the modern trans-port plane in pictures, where such a scenemay be possible , instead of continually usinga railroad train, motor bus or steamer to con-vince the gaping public that a journey isbeing commenced.

However, the carrying out of this pro-gram was not as simple as it reads. Anymotion-picture company can move to theside of a steamer and, with minor prepara-tion, take the "shots" that may be required;or congregate behind the observation car ofthe train; or use a motor bus—but, with theairplane, the job is different.

The solution has been, this offer, madeby all the air-transport companies serving theHollywood district, and the two airports ac-commodating these companies—at any rea-sonable hour, day or night, with advancenotice, an airplane will be available for mo-tion-picture work without charge to the mo-

Everyone expects to find milk inmilk bottles, but who would expect tofind an opportunity to increase busi-ness reposing in an empty milk bottle?

The experience came to H. G.Andrews, veteran pilot of Transconti-nental & Western Air, who lives inNewark, N. J., when he is not flyingwith mail and passengers betweenNewark and Columbus.

Retrieving the milk for his breakfastone morning he found, besides hisregular milk order, an empty milkbottle with a note inside.

"What is the fare on your planesto Chicago; when do they go, and howlong does it take? " read the note,which was signed "Milkman."The next morning Andrews replied

via the empty milk bottle, telling ofthe seven-hour service, Newark toChicago, and that rates were the equiv-alent of rail, plus Pullman. "May Imake a reservation for you?" Andrewsadded.

"Please make a reservation for myboss on next Wednesday, " read thenext milk bottle communication.

And a few days later the milk bottlemade its final report.

"Boss had a swell trip. Thinks there'snothing like it. Thanks a lot." Signed,"Milkman."

tion.picture company. The airplane may beused for one hour without charge. It will betaxied forward—which, in the picture, wouldindicate a take-off—and arrangements maybe made for spot landings. The transportcompanies will furnish needed pilots, in uni-form, without charge, and the managers ofthe airports will supply all needed attend-ants, also without charge.

Result—some few months hence the mo-tion picture will show the "star " rushing toan airport and boarding an airplane for thejourney that must be made to save the oldmortgage, or whatever it may be, and thehandling of the airplane will be perfect.

In many photoplays the airplane has beenglorified as a weapon of offense and defense,and the aviators guiding these planes havebeen given the roles of great heroes. Nophotoplay has yet been made that truly por-trays airplane transportation, nor has a pic-ture been made that depicts the solid worthof the men and women who are engaged incommercial aviation.

Some time an inspired producer will pre-sent a photoplay that will do credit to thesubject—a photoplay that will reveal thestruggles of mankind for many centuries toconquer the skies—that will give a bit oftribute to those experimenters who made thefirst flights—and then will portray the ro-mance of aviation as it is today—a romanceof reliability and success.

•

Stockholders Do Fly

There used to be a saying in the aviationindustry that if the air lines' own stock-holders would use air transportation whenthey wanted to go anywhere, the passengerproblem would be very nearly solved.

American Airways, Inc., in an endeavor todetermine the interest their stockholders ac-tually had in flying, enclosed a card withtheir annual statement asking stockholders ifthey were interested in having their businessand pleasure trips planned for them byAmerican Airways Business Travel Plan.ning Service, to fill it out and return.

The Business Travel Planning Service co-ordinates all methods of transportation toeffect the greatest saving of hours, naturallyusing air lines wherever possible, whetherAmerican Airways ' own or those of the otherrecognized air transport companies.

The response was immediate and tremen-dous. Of 32,000 stockholders to date morethan 7 per cent have written in outliningtrips they had in mind and the traffic depart-ment has been working overtime mappingout itineraries.


Howard Hughes, the noted motion picture producer, and his powerful Boeing plane, which he pilots himself, and in which he travels to all parts of the nation,as business requires.

Motion- Picture Producer Demands More Speed

HOWARD HUGHES, the air-mindedyoung motion-picture producer, hasturned to speed in his latest quest for

aviation thrills.

The pilot-producer now boasts one of thefastest ships in the country.His United States Army pursuit plane,

which he purchased from the Boeing Com-pany in Seattle, two years ago, has been re-modeled according to his own specifications,to obtain added speed and flying comfort.

Hughes himself put the newly convertedracer-through a series of test-flights recently,in which he averaged 225 mile an hour. Heis now completely satisfied with its speedand maneuverability.The ship was reconstructed at the Lock-

heed plant at Burbank, Calif., under the per-sonal supervision of the owner.

It is powered with a super-charged Wasp-Whitney motor, of 580-horsepower. Orig-

inally a single-seater, an auxiliary seat hasbeen installed, but it is so arranged thatextra gasoline can be carried in the com-partment.

Hughes is said to be the only civilian inAmerica who owns and pilots one of thelatest United States Army pursuit planes.He obtained the craft through special ar-rangements with the Department of Com-merce and officials of the Boeing factory.With its latest embellishments, the planecost approximately $30,000.

Howard Hughes, now twenty-seven yearsold, is one of the most active and skillfulflyers on the Pacific Coast. He is a licensedtransport pilot, and travels almost exclu-sively by air, in his business and pleasurejaunts, to all parts of the country. In addi-tion to the new Boeing, he maintains severalother ships, and he is now negotiating for

purchase of an eight-passenger Sikorsky am-phibian.

In all his flights, Hughes does his ownpiloting. He declares that his real thrill inflying comes from handling the controls.Speed is his forte, in the air and on theground. Besides his hangar of planes, hehas a stable of fine automobiles, all gearedup for fast traveling. And he never keepsa chauffeur.

As a motion-picture producer, Hughes isworld-famous. Among his notable contri-bution to the screen are a number of aviationfilms His "Hell's Angeles," which he di-rected himself, is still considered the No. 1of the air films. Recent air-thrillers, Hughesproduced, are "Sky Devils," and "Cock ofthe Air" comedies. He is now making pre-liminary plans for the production, early nextyear, of another super-air feature, tentativelytitled, "Zeppelin L-27."


1 932 S P E E D 27

TRANSCONTINENTAL & WESTERN AIR, INC.


General Air ExpressTRANSCONTINENTAL & WESTERN AIR, INC., has been a pioneer in the development of air expressfor the past two years. Through a new interline arrangement with six other airlines, known as GeneralAir Express, all points on the TWA system are now linked with 138 cities in the United States .... alsocities in Canada, Mexico and South America. General Air Express planes cover 17,600 miles daily.This "interline system" permits the free exchange of merchandise between all sections of the country onthrough waybills and under standard shipping conditions. Through rates, including store-door pickup anddelivery service by Postal Telegraph, are published in a joint tariff, which may be obtained from anyTWA representative or from any Postal Telegraph office. Cargo insurance at low rates is available to allshippers, and individual packages weighing as much as 200 pounds will be accepted.

NEW YORKNEWARKPHILADELPHIAHARRISBURG

CHICAGOPITTSBURGHCOLUMBUSDAYTONFORT WAYNE

KANSAS CITYINDIANAPOLISST. LOUISSPRINGFIELDWICHITA

LOS ANGELES SAN FRANCISCOTULSA FRESNOWINSLOWOKLAHOMA CITY AMARILLOBAKERSFIELD ALBUQUERQUE


Editor 's note: We reprinted parts of the December 1984 TOPICS in our last issue, November2004. One of the articles in that 1984 TOPICS was from a former RAF pilot asking for informationabout a TWA DC-3 that spotted his RAF Dakota (C-47/DC-3), which had been brought down bymechanical problem in the Egyptian desert in 1948. We have gotten several responses aboutthe reprinted 1984 story recently. One from Lyle D. Bobzin is shown below. Buck Pratt deliveredanother from a 1985 TWA Skyliner, which was in fact, a reprint of another TOPICS story on thesubject authored by Larry Trimble. Now, are you confounded by this convoluted trail of confusion?One thing seems crystal clear. There is still some interest in this subject. So, we will reprint LarryTrimble's story and other notes on the subject from the March 1985 TARPA TOPICS in the July2005 issue.

Cairo DC-3's

DC-3s of the Cairo Theater had their origins as C-47's at Payne Field (later Farouk), and CairoWest. The staging center for the India -Burma Hump, for aircraft were these two airports. Therewere extensive inventories of C-47's, and C-46's stored at both locations. Recall many C-46'swith their floors cut with torches to cut hydraulic lines and make them un flyable. The C-47'sescaped this carnage, and were the aircraft converted by TWA for the fleets of Ethiopian Airline,(TWA operated), and other in the Middle East. These conversions were done by TWA at PayneField. One or more of the C-47's wore the paint of TWA, one perhaps an engine carrier. The DC-3in question a converted C-47, was perhaps flown by Hugh Herdon, or Bob Cummings. This is aperhaps - the records do not exist, thanks to our demise.

Lyle D. Bobzin the middle initial is for Douglas, however my preference has been Boeing.


We received several replies to our request for informationabout a DC-3 operation in Cairo.

From Bud Elliot:

Regarding the article in the December issue of TARPA TOPICSabout the DC-3 in North Africa, perhaps I can help answeryour question.

Twice while I was based in Rome I was a co-pilot on a DC-3engine carrier.

The first flight was January 21, 1948 from Rome to Geneva. Theplane was NC 204, TWA plane number 548. The Captain was StanleyStanton. On the last leg we were vectored to the airport byGCA. We were IFR and we encountered a lot of ice. It was anunforgettable experience.

The second flight was February 24, 1948 from Rome to the Milanarea. We had a CAA man on board. The purpose of the Flightwas to meet with the Milan City engineers to establish theairport.

I don't know of any other TWA DC-3 ' s around at that time, butperhaps some of the crews that were based in Cairo may rememberthe plane.

* * * * * * * * *

Dean Phillips also forwards a note from Idus Inglis which Idussent in along with his 1985 dues.

"DC-3 on International? Yes. TWA had one and flew it betweenCairo and Tel Aviv.

"I flew co-pilot on it with Captain Joe Park. Joe was upsetbecause he was assigned to fly it. I questioned my assignmentbecause I had never been to school or even sat in a DC-3.

"Bob Cummings, the Chief Pilot at that time, said to both ofus, 'Shut up and take the trip'. We did.

"Cairo and Tel Aviv were both British Empire at that time. Weflew a shuttle between the two cities in a TWA DC-3 " .

Idus didn't shed any light on who the TWA crew was that sightedand gave aid to the downed British aircraft.

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

Another letter just received was from Bill Greer who wrote:

TARPA TALES PAGE TWO


"During my stint as a relief pilot in Cairo from February, 1948to December, 1950, TWA operated a DC-3, registry! ETT-12. Check-ing my log book, I find among other entries a local missionwith Captain Neal Lytle. A photographic crew took pictures ofone of our "Connies" with the Sphinx and pyramids in the back-ground. The results appeared on our TWA calendars.

"In a more somber vein, my log shows a local flight on September20, 1950 to the site of our Connie, which crashed and burnedminutes after departing Cairo. Captain Walt Webb and crew, aswell as all passengers perished.

"While I cannot confirm the rescue episode inasmuch as it pre-dates my arrival in Cairo by about a month, I strongly suspectthat it involved ETT-12 and possibly was flown by Hugh Herndon.In any event, I'll wager that Neal Lytle or either of our ChiefPilots - Bob Cummings or Bob McReynolds could or will supplyinformation to solve this mystery.

"I enjoy TARPA TOPICS and hope to attend the convention in LAS".

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

From Bob Gwin:

"Yes, Yes! TWA had DC-3 ' s in Egypt.

"When General Giles was a TWA Vice President and Ray Wells wasDirector of Cairo, Egypt, with offices on the Nile, downtownCairo, TWA had at least one DC-3. ETT-12, I believe, was thenumber on it. This was 1946-52.

" Hugh Herndon was Director in Cairo after Ray Wells, and thisairplane was used to carry engines around the system, untilLarry Trimble set up the engine carrier Fairchild, with thelittle Jet on top, to do this job.

"Did you know TWA was going to overhaul airplanes and enginesat Cairo, and had the staff almost set up? Jim Davis wasDirector of Maintenance, 1947.

"See you at the Southeast Seniors, May 1985."

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

From Werner Romanello:

"With reference to the December 1984 TARPA TOPICS issue, pagesthree and four, DC-3 on International. I was hired by TWA inJune, 1949, but I do recall even in 1949 and following yearsa TWA DC-3 was based in Cairo. Its registration was ETT-12.It showed the TWA red painting and logo and was flown underEthiopian registration. Some of the captains who flew the ETTwere Swede Golien, Neal Lytle, Neftsinger, Joe Carr and JackRobertson."

TARPA TALES


PAGE THREE

MORE ABOUT THE DC-3 AND EARLY INTERNATIONAL OPERATIONS

By Larry Trimble

The December 1984 issue of TARPA TOPICS on pages three and fourof the TARPA TALES section asks for any information on the R. J.Saunders article sent to Ed Betts by Assistant SKYLINER editorAnne Sanders. The inquiry wanted to know about a TWA DC-3operation in Cairo in 1946 and who the TWA crew was who wereflying the DC-3 in this instance. Perhaps I can help on thisbit of TWA history on both pilot and airplane.

The airplane, though painted with TWA markings, was not a DC-3but a C-47 owned by TWA and registered under Ethiopian registryas ETT-12. It was being flown on this occasion by CaptainHugh Herndon, the Director of TWA's Africa Middle East Region.

Hugh Herndon and Clyde Pangborn had made aviation history bymaking the first non-stop trans Pacific crossing from Japan tothe U. S. west coast in a single engine Bellanca during thepioneer days of transoceanic flying.

During the war Herndon was hired by TWA as a pilot for ourIntercontinental Division, operating out of Washington, andworked for me when I was Chief Pilot of the ICD. After the war,Hugh, who was not on the TWA seniority list, was sent to Cairoas Director of Operations of the Africa Middle East Region ofTWA's overseas operation.

I went to Paris as Director Operations of the European Regionof the overseas operation and saw and talked to Hugh at leastonce a week in either Paris or Cairo. He told me the story ofthis spotting of the Saunders Dakota in the desert and how hehad landed at the RAF airdrome at El Adem to report it and ofpicking up a parachute drop kit containing water and food whichhe flew back and dropped at the crash site. I don't recall himsaying who the copilot was. Usually Herndon flew the airplanehimself with a mechanic as copilot or one of the Cairo basedcockpit crew members on their own time.

TWA never conducted any type of a DC-3 commercial operation inCairo and was never based at Cairo West Airport, but rather atPayne Field or Cairo International, as it is now known.

However, there is quite a story here about this particularairplane and a major C-47 modification activity by TWA that,like the history of the ICD and early international, as wellas our other airline operations and support activities, isalmost totally unknown in TWA today.

Following the war', TWA started the International or OverseasOperation as it was originally known, with 10 C-54's and four

TARPA TALES PAGE FOUR

PAGE 72... TARPA TOPICS

L-049 Constellations. We bought the C-54's almost new from theU. S. Army Air Corps, which had declared them surplus, for fortythousand dollars each. The C-69, as the Army called the Connie,had just gone into production for the Air Corps and we had twoof them on ICD which we were shaking down for the Army. Withthe war over, President Truman cancelled all wartime contractsand the C-69's on the production line immediately became avail-able as L-049's. Because of all kinds of problems with theL-049 and three major training accidents, the C-54 was the back-bone of the overseas operation for quite a few months.

Overseas we had two operating regions, the European Division andAfrica Middle East Division or AME. The European Division coveredthe route from Gander to Shannon to Paris and Rome, plus Madrid,Lisbon and Santa Maria, under the direction of John Harlin init-ially. The AME covered Dhahran and Bombay east and North Africa'sTripoli, Tunis and Algier plus Tel Aviv and Athens.

TWA, under the Marshall Plan and other aid programs, startedand began the operation of Saudi Arabian and Ethiopian Airlines.we had assistance programs with the Greek, Italian, French andGerman governments. Under these programs we trained or suppliedother assistance to launch the re-established French Air France,German Lufthansa and the predecessor of today's Greek OlympicAirlines. In Italy we actually owned a 49% interest in LAI andran it under Swede Golien. Eventually LAI was merged by theItalian government into what is today's Al Italia and TWA gotout of the Italian picture.

In regard to the Greek, Saudi and the Ethiopian efforts we sup-plied the airplanes as well as pilots and management. To supplythe airplanes, TWA bought from the Army Air Corps forty fivesurplus C-47's which the Army had simply lined up on Payne Field,as Cairo International was then known, walked off and left. TWAtook over this base and used it to convert the C-47's we hadpurchased to different configurations best suited to the airlineinvolved and their intended use. As I recall it, about fortyor forty one were converted and licensed under Greek, Saudi orEthiopian registry and the rest cannibalized for parts.

Hugh Herndon, as Director of the AME Region, had a difficulttransportation problem across North Africa and out to Bombay,as there was no other airline service east except BOAC twicea week and none in North Africa, as TWA then operated Rome toTripoli, and Hugh had to come up to Rome to get to his NorthAfrican stations via TWA. Herndon looked over the junked remainsof the cannibalized airplanes left and decided to build himselfan airplane. TWA, in the meantime, decided to abandon the over-haul base in Cairo at Payne Field when we couldn't get Egyptianpermission to operate it commercially to serve all present andfuture airlines in the Middle East area as we had hoped to do.We had even bought a complete surplus Army engine overhaulfacility in the Philippines and shipped it half way around theworld to Cairo. The engine overhaul facility was all that was

TARPA TALES


PAGE FIVE

needed to give the Payne base the aircraft and engine overhaulcapability of our Kansas City overhaul base. In addition tothe Egyptian refusal to permit us to operate the base on a com-mercial basis, they demanded that we pay exorbitant customsduties on the new value of every tool and piece of equipment inthe place, as well as on all materials the Army had imported inbuilding the buildings. When we would not pay either the customsduties or the "Baksheese" which would have practically been equalto the customs duty, the Egyptians took over the base, lock,stock and barrel. They did not know how to run it or what todo with it, so they closed it down. Within weeks every bit ofequipment in it had been stolen.

Herndon had used his own TWACairo mechanics to build up aTWA C-47 out of the junked remainsthat TWA owned. The airplanefinally produced had a right wingoff one series C-47 and a leftwing off another series, plus astabilizer off still a third series.Herndon bought two new surplus1830 P&W engines and props inEurope, bought the radios, whichhad been stolen from the overhaulbase at Payne Field, on the blackmarket in Cairo, got the instrumentsfrom old TWA surplus and eventuallyhad an airplane which he placedunder Ethiopian registry as ETT-12.He use the airplane to cover hisregion on company business, flewTWA visiting brass around on sight-seeing tours up the Nile to Luxorto see the temples of Karnak andtombs, and also on hunting trips toEthiopia and Nigeria and on fishingtrips to the Red Sea.

Hugh, flying ETT-12, was on thereturn leg of a trip from Tripolito Cairo when he spotted the RAF

Dakota down in the desert. ETT was to go on and make TWA andairline maintenance history. Because of its illegitimate birthand background it could not be placed under U. S. registryeither in the NC or NL categories. The Egyptians wanted 100%new Douglas cost price as the cost basis for custom duty toimport the airplane and register it as Egyptian, so Hugh talkedDutch Holloway into an Ethiopian registry "Dutch" was runningEthiopian Airlines for TWA as General Manager and also functioningas the Director of Civil Aviation for Ethiopia for Emperor HaileSelassie. Under him, a licensing procedure was set up to iden-tify and give flag status to the eleven converted C-47's TWA had

TARPA TALES PAGE SIX

Hugh Herndon on the firstTWA ICD layover in Paris.


supplied to Ethiopian Airlines. Herndon's patchwork airplanewas given the registry number of ETT-12 as the twelfth airplaneever to be registered in Ethiopia. Since we were not basing theairplane in Ethiopia and never imported it, the question of cus-tom duties never came up.

Hugh Herndon died in 1952 and TWA consolidated his Africa MiddleEast Region with my European Region into a single overseas region,and I became Director of the new region. The new region subse-quently expanded to include LON, FRA, ZUR and GVA in Europeand Ceylon, Bangkok and Manila in the Far East. Later, whenFloyd Hall became General Manager, U. S. Operations, I becameGeneral Manager, International and picked up direction of theInternational cockpit crews in KIDL. Later on, when Floyd Hallwent up to Vice President Operations, I became Vice Presidentof Operations or Transportation, as it was known then, of Int-ternational. The International Region expansion ended with theextension around the world, adding Hong Kong, Taipei, Okinawa,Guam and Hawaii.

From the start of the over-seas operation, TWA hadbased flight crews inCairo. When the two over-seas regions were consoli-dated into one, TWAdecided to close out thecrew domicile in Cairo andall cockpit and hostesscrew members were returnedto the U.S.. BecauseAmerican hostesses had noforeign language capabilityand had been a constantproblem while based inCairo, I established theoverseas Foreign NationalHostess group based inParis and Rome and lateHong Kong. Thereafter, allinternational flights wereflown by New York basedcockpit crews and hostessesto the gateways. Beyond the gateways, foreign National hostessesreplaced the American girls throughout Europe, the Middle Eastand the Far East.

With region headquarters in Paris, I moved ETT-12 to Paris,originally intending to sell it if possible. My maintenance

TARPA TALES PAGE SEVEN

Floyd Hall and Larry Trimble


Director, Jim Davis, suggested the possibility of making anengine carrier out of it. We were making from 90 to as highas 110 engine changes a year overseas. Connies were on theground sometimes as long as a week, while TWA flew an engineover from the States in one of the C-54 cargo flights, and itwas expensive. We checked with Douglas and found they had donethe engineering for the Air Corps for a C-47 engine carrier witha special large door, an underfloor tracked winch the length ofthe cabin and an aluminum girder folding exterior platform fromwhich the engine could be winched in or out of the airplane.It was removed or placed on the platform with a Plan D towerwhich every TWA station had. Further, Douglas had alreadybuilt a prototype modification kit when the war ended and theArmy dropped the project.

I talked John Collings into the idea of a C-47 engine carrierand he bought the prototype parts kit Douglas still had andapproved a $30,000 overhaul of the airplane and installationof the special equipment.

We flew ETT-12 to Prestwick, Scotland and turned it over toScottish Aviation, who did a complete airplane overhaul andperformed all Douglas ADs on it and painted it silver forcorrosion protection. Radio and instrumentation was conformedto Constellation configuration for parts availability in thefield and a second reincarnation of the old C-47 was finallyready to begin its fabulous airline career.

Over the next six years, ETT-12, flown by myself or one of mysuccessive Staff Directors of Flying Joe Carr, Gordon Grangeror Neal Lytle as Captain and Claude Girard or Pete Boe orEngine Change Foreman Lucien Picollier as copilot, coveredevery engine change in International for TWA and also for AirFrance. It flew International Red Cross emergency airlifts, flewrescue crews into aircraft accident sites, flew search missions,evacuated critically ill or injured medical patients, carriedout the bodies of aircraft accident victims and many othermercy missions. All the original VORS on the TWA route werebought and installed by TWA and were flown into the sites ofElba, Cantanzaro, Crete, Alexandria and Cairo by ETT-12.

In Paris, a spare Connie engine on a special cradle was keptloaded at all times, cleared through customs, fueled to Romedistance and on a constant fifteen minute day and a thirtyminute night standby. Any time a Connie reported an enginefailure in flight and which airport it was proceeding toward,ETT-12 would be airborne within fifteen minutes or less, clearedby customs and ATC direct from the hangar. Our maintenancestandard was to put a Connie back in the air within twelvehours of the engine failure anywhere within one thousand milesof Paris. South of Rome and east of Cairo, longer enginedelivery times were naturally dictated by the distance to beflown. The ground station where the Connie landed was respon-

TARPA TALES PAGE EIGHT


This was the original Frye/Hughes dream. Note the extensiveEuropean Captial coverage and the Middle East and Orient cover-age. Frye told me they did not want Bombay and Colombo; neitherdid he or Hughes like the Pacific crossing via Guam and Honolulu.

- Larry Trimble

TARPA TALES


PAGE EIGHT-A

sible for having the old engine off and its Plan D tower avail-able when ETT-12 landed and was positioned in front of theConnie. A special engine change crew was carried on ETT-12and was responsible for installing and testing the new engine.Winching the engine out of the cabin and onto the platform wasa five minute job and picking it up off the platform with thePlan D tower and moving it to the Connie nacelle took anotherfive to six minutes. Many a BD engine was running in two totwo and a quarter hours after ETT-12 taxied into position.The turbo-compounds usually took forty five minutes longer.

The all time classic record occurred or was set in Shannon inthe mid '50's with a 749A under a rare combination of wind andweather circumstances. The Connie had blown a jug on takeofffrom London westbound to SINN with a most unusual, extremely

strong east wind. London went below limits right after take-off and Paris was below Connie limits, so the flight advisedit was proceeding to SINN, ETT-12, flown by either Carr orGranger, I don't recall which, was airborne nine . minutes afterLONE advised Paris Dispatch of the failure and that the cylinderwas sticking through the cowling. With strong helping winds,ETT-12 covered the six hundred miles to SINN in three hours andfifteen minutes flat. Also aided by the strong east wind, thenine actually made four engine schedule time on three enginesinto SNN. ETT-12 landed just at the scheduled departure timeof the Connie flight from SNN. SNN maintenance had the propand badly damaged cowling off but not the engine, so the ETT-12special crew took over and pulled the engine in forty fiveminutes. The new engine was hung and running in two hours andforty five minutes, which included exchanging engines on thePlan D tower and the installation and alignment repairs on acomplete new cowling we had borrowed from Air France in Paris.The Connie was test flown for thirty minutes, then refueledand passengers loaded and the flight departed SNN westboundfour hours and fifteen minutes late. A practically calm windocean crossing, plus Gander making up ground time, enabled theflight to complete into New York only two hours and fifty fiveminutes late with a field engine change enroute and the newengine and cowling flown six hundred miles! Ray Dunn stillsays it couldn't be done but ETT-12 and the Paris engine changecrew did it, and set an airline field maintenance record thatstill stands.

The arrival of the 1649 with its heavier engine severely re-stricted the range of the old "Gooney Bird" and the forthcoming707 with its larger size and heavier jet engine would definitelylimit its future. Accordingly, we started to look around forits replacement about a year ahead of the arrival of the 707's.

TARPA TALES PAGE NINE


Ed Zak, then my Staff Director of Maintenance, found a surplusAir Force Fairchild C-82 in Tel Aviv owned by former TWA FlightEngineer Al Schwimmer who had demonstrated it to the IsraeliArmy as a heavy equipment carrier, but had to give up the ideawhen the Army wanted an equipment carrier that could carry twotanks.

Because of the reputation ETT-12 had established and the un-certainty of the reliability of the future jet engines, it wassurprisingly easy to talk John Collings into buying the C-82 for$50,000, plus an additional $50,000 appropriation for modifica-tion and overhaul. Granger and I flew the C-82 to Paris underits old Air Force serial number.

Once in Paris our TWA mechanics undertook a major overhaul ofthe airplane, aided, when required, by Air France's major over-haul base at Orly. The military engines were removed and CB-16certificated engines retired and surplus off the Martin fleetwere installed instead. Surplus Connie props and new certifi-cated wheels and brakes off commercial Curtiss C-46's were alsoinstalled. Complete Connie radio and instrumentation was con-formed to Constellation wiring and plumbing diagrams and layout.The world's first auxiliary jet engine installation was madeby placing a Fairchild jet on top of the center section of thewing above the cabin. Because of the extensive changes fromthe military version, we knew our FAA would not give us an NLand certainly not an NC license on the C-82. Also, because ofreciprocal agreements the French would not license it in Franceif our FAA wouldn't in the U.S. We solved this by falling backon our old Ethiopian friends, since TWA was still running EALand for all intents and purposes, the Ethiopian Ministry ofCivil Aviation. Suffice it to say we transferred the Ethiopianlicense number ETT-12 from the C-47 to the C-82, which then borethat number for the next ten years until another license crisisarose and we had to change the license again. We sold the old"Gooney Bird" C-47 for $100,000 to Air Inter, a French internalairline which imported it, put it under French registry changedits configuration to a passenger DC-3 and operated it in regularairline service for several years. Because of its heavy cargofloor, Air Inter later chartered it to the French postal servicewhich ran a regular night airmail service from Paris to all themajor cities of France. They flew converted C-47's in a weatherbe damned operation where under hundred foot ceilings andone hundred fifty foot visibility were considered duck soup.It served in this operation until the Postal Service changedto larger equipment and gave it back to Air Inter. Back inpassenger service it flew the line until Air Inter went jet andsold all its old DC-3's in the Far East and South America.Whatever happened to old Easy Tare Tare 12 I don't know, butit's probably still around flying drugs up from South\Americaor smuggling something out in the Far East.

TARPA TALES PAGE TEN


Sorry this has been so long andmuch of it perhaps irrelevant tothe original subject, but HughHerndon and this airplane playeda significant part in my twentyyear career overseas. I flewmany ocean crossings with Herndonwhen we were together on ICD.

I flew old Easy Tare Tare - 12over 2100 hours of the more than10,000 hours we flew it on TWA.I feel it represented and madea significant bit of TWA history.Certainly Captain Herndon andthis airplane, involved in theSaunders Dakota sighting, madeaviation history in which theSaunders incident was a veryminor part.

* * * * * * * * * *

Larry Trimble

PERSONAL EXPERIENCES

From DICK BECK comes the following report:

My most interesting flights were the around the world flightsin the Boeing 707, which I flew from August 1969, until January1972.

I always bid to fly the west bound flights so that when Icrossed the International Date Line, I'd lose a day and thusdelay my retirement!

Most unusual: Delayed departure from London on a 747 polarflight to Los Angeles. The take-off was just past dusk. Thesky brightened between Scotland and Iceland. We were on themost northerly route and somewhere around Greenland, the sunrose in front of us - in the west! It remained low on thehorizon and finally set behind us in the east. I believe wewere within 60NM of the North Pole.

Most exciting: Several. One time we ferried a B-17 fromMcDill Field in Florida to Java via Trinidad, Brazil, Africa,Iraq, India and Ceylon. On take-off from Belem, Brazil, January16, 1942, with a heavy load and full tanks, we staggered over

TARPA TALES PAGE ELEVEN


the palm trees at the end of the runway. Upon landing at Natal,Brazil, we found palm leaves in the landing gear.

Note: Dick sent along some other personal experiences which wewill print in another issue.

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

Ed Boqua didn't have anything unusual to report about his firstflight but his crew list was interesting.

"My first trip on the line was from Los Angeles to Albuquerqueon Ford Trimoter #9606.

"Captain L. J. Chiapprino--- Copilot and Flight AttendantE. Z. Boqua".

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

From Bob Gwin: Did you know department: Captain Jim Wheelerand Jack Miller from Idlewild took three DC-3's over to Turkeyin 1946. In December 1946, I replaced Mr, Miller for mainten-ance training of the Turkish mechanics and operations for thepilots, mostly engine icing and engine operation. Jim Wheelerchecked out nineteen Captains and qualified them for instrumentflying, all over Turkey and once a week to Athens and laterCairo, They had a total of thirty three DC-3's - actuallythree DC-3's from USA and thirty C-47's from sales in Germanyand Cairo. I set up maintenance training on the DC-3's forfifty Turkish mechanics. Mr. Miller was to return in six monthsand did so, coming home to twin babies. We also had a radiooperator to help set up the "range" that was being installedby Westinghouse. We all returned to the USA in December of 1947.

Bob's most interesting flight was on a trip from Cairo-Cyprus-Adana, Turkey-Bab el Hawa, Syria on December 22, 1942. At Accra,Africa, November 1942, many crews were checked out in C-87's(B-24 Bomber cargo planes) under the direction of Chick Fredricks,Chief Pilot. Larry Trimble checked out December 9, 1942 inairplane #11675, Accra to Accra, 2:30.

On December 18, President Roosevelt sent TWA ICD a message tohave a crew return a B-24 bomber to Turkey from Cyprus. A crewwas made up in Accra composed of Captain Cliff Dombroski, FO JoeGrant, SO Ray Jennings, F/E Bob Gwin, Navigator Fred Ellis andRO John Lane. We went to Cairo via PAA Military, Accra, Kano,Khartoum to Cairo. Colonel McCalley was in charge of the Ameri-can military at Cairo. The next day we were flown over to theCanal Zone for a nose wheel tire and some hydraulic fluid thatwas needed for the B-24 which was at Cypress. We left the Zoneand flew up to Cypress. The B-24 was looked over and inspected

TARPA TALES PAGE TWELVE


as one engine was feathered, but only because they were runningout of oil. The nose tire was blown, so Cliff and Joe Granttook it to town to have a garage change the tire for us. In themeantime, I was checking the engines and getting the fuel onboard. Since all fuel had to go through chamois and a five gal-lon bucket, it took a long time. They wanted to give us only900 gallons, but Cliff insisted that we have at least 1200gallons, and to help, I added my own 125 gallons. This airplaneused about 200 gallons per hour. The next morning we took offon a test hop around the area, taking everyone who wanted to gofor about a half hour, and then took off for Adana, Turkey, thirtytwo miles north of Cypress. We landed and talked to the authori-ties and I was having a Turkish coffee and getting a Turkish noteof money for my "short snorter" collection. We were to take theairplane to Eskisehir, a Turkish military base, where the Ameri-can Ambassador was to meet us and then we would be taken back toAdana and the British were to take us back to Cairo. We tookoff and headed toward Eskisehir on December 22, 1942. We wereat 14,000 feet with mountains breaking through the clouds, anovercast, and with a map the size of a standard office paper,no radios or any other navigation equipment and probably overEskisehir, on top at 14,000 feet. Cliff decided to go back toAdana.

We did not find Adana, so the next best thing was a water land-ing in the Mediterranean Sea. We flew south looking for theMediterranean, but a west wind had blown us to the east and wefinally saw a set of runways. Ray Jennings was in the Bombard-ier's nose and came up to the cockpit to tell us about the run-ways below. Cliff racked it over and down we went, to land onthis field, with many fighters around. We found out that theywere all paper and moved around everyday to fool the Germansinto believing it was a full fighter base. We also understandthey had an "air raid warning" as we were making our landing;if they had had guns, we would probably have been shot down.

As we were about to land we saw 55 gallon oil drums all overthe runway and Cliff pulled off the runway but by then we werecrossing another runway and hit a barrel with the nose wheel,which was thrown up into number one engine prop and we grounddown to a halt. I was out the Navigator's station hatch andover the nose yelling, "There's no fire", and then we weresurrounded by military with drawn bayonets. They decided wewere friends, and took us to the tents for a meal of eggs. Inthose days, flying in the tropics, we had military officer khakiuniforms, and the Captains wore four black stripes on the khakijacket. We were in a very cold place, in the mornings the pud-dles were all frozen. We had been given some flying boots andEnglish wool jackets when we were at the Canal Zone, but therewe were, Cliff in a summer uniform coat, black stripes and apith helmet. In the morning people came to see what was goingon, and we discovered that we had landed at a new fighter strip,but with no facilities, and all those fighters were made ofpaper and moved around every day for the Germans to photograph.

TARPA TALES PAGE THIRTEEN


The people with whom we first made contact were Free French andthe field was operated by the Australians. Every day they wouldsend a "signal" but we never received an answer. Finally aftertwo weeks, Major Ed Coates (American Airlines) and a Lt. Hartlanded in a C-47 to take us back to Cairo. I understand the air-plane had a new nose gear put on it and the nose dropped downand covered. It was then flown to Gura, Ethiopia, where therewas a big overhaul base for airplanes and engines. The crewwas flown to Accra and via TWA Stratoliner to Natal and EALback to Miami. At Miami we had a few days off, and I rememberone party where Fred Ellis met his school sweetheart and theywere married. I finally got a seat on EAL and at Jacksonvillethe flight was cancelled because of very bad weather. I was puton a Pullman train with a wood stove in the center and proceededon to Washington and TWA's ICD headquarters. No one knew whetherwe were captured, interned or dead! Al Brick gave me a monthoff and then I went to work F/E instructing at Washington onC-87's.

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

More PERSONAL EXPERIENCES from Jack Asire:

I have my copy of "Making of an Airline" and note that the masterseniority list does not show a number 345. If a master does exist,just for the record, number 345 is Jack B. Asire.

Also, the December issue has an interesting story on Dutch Hollo-way's "Reminisces". I did not know Dutch well or for long, butTARPA and Luella A. Seibel might enjoy my brief contact.

In November of 1962, Ethiopian Airlines took delivery on theirfirst two Boeing aircraft, 720-B's. The inaugural flight departedIDL December 1 and arrived Addis December third. Included in adistinguished guest list on the first commercial jet to land inEthiopia and the first aircraft to land at the new Haile Selassieairport were Mr. and Mrs. Charles Tillinghast, Mr. and Mrs. Cockeand the previous general managers of Ethiopian Airlines with theexception of "Swede" Golien, who regretfully was physically unableto be there.

In Addis Ababa the first radio communications station was namedin honor of its founder and has always been called Holloway radio.Since his time, a long range VHF station has been remoted to thecrest of Mt. Entoto and was manned to serve the jets. It, too,was known as Holloway Radio. As we passed the northern frontier,I asked Dutch to come forward and take my seat for the initialcontact. He picked up the mike and called "Holloway Radio fromEthiopian jet AAH, Dutch Holloway". Holloway radio came aliveas the surprised Ethiopian radio man came back with, "EthiopianAAH Holloway from Holloway Radio. Over".

We were all proud that day to be a part of such a fine airline

TARPA TALES


PAGE FOURTEEN

to which many people contributed greatly. Most crew memberswere Ethiopians who were fully qualified and at Addis our train-ing school had many maintenance people ready to go.

Holloway radio did more than serve the airline. I remember theArmy Chief of Staff calling one day to ask how many men and muni-tions were available at Cambulcha. I laughed and he said ratherdefensively, "If you don't know, Mr. Asire, nobody does." Ireassured him I would have the answer in minutes and call himback. And I did,via Holloway Radio HF and our radio room atCambulcha.

Dutch and our other guests were with us for several days to tourand meet the Emperor before returning home.

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

COMPARISONS

Friendship - Like music heard on the waters,

Like pines when the wind passeth by.

Like pearls in the depths of the ocean,

Like stars that enamel the sky.

Like June and the odor of roses,

Like dew and the freshness of morn,

Like sunshine that kisseth the clover,

Like tassels of silk on the corn,

Like mountains that arch the blue heavens,

Like clouds when the sun dippeth low,

Like songs of birds in the forest,

Like brooks where the sweet waters flow.

Like dreams of Arcadian pleasures,

Like colors that gratefully blend,

Like everything breathing of kindness - -

Like these is the love of a friend.

- A. P. Stanley

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

TARPA TALES PAGE FIFTEEN


Beautiful Silenceby

Arthur Ruhanen

DATE:AIRCRAFT:FLT #TAKEOFF:LAND:

6-30-52049 LOCKHEED CONSTELLATION

154-3021:30/SFO

23:53/SFO

TWA's Chicago bound flight 154-30 took off from San Francisco International and climbedto 19,000 feet. Shortly after leveling off for cruise all indicators on the #2 engine went to zero anda high pitch noise blanked out all the commands in the cockpit. The flight engineer closed all thethrottles and indicated to the captain that he would have to stall the airplane by pulling back onthe yoke. The captain, Irving Kravitz concurred and while the airspeed was dropping the scream-ing noise continued. Then while the airspeed was decreasing thru 115mph the noise wound downto a beautiful silence. The damn thing feathered. What the engineer saw on his panel was that thered "feathering bus" warning lite stayed on, indicating the feathering pump was getting power.While the airspeed was decreasing the fuel was shut off with the mixture control, fuel shut offsand fire extinguisher selector set to the #2 engine.

We immediately returned to SFO. At the gate the engineer opened the crew door and hollereddown to the mechanics. "Check that #2 prop."

"We already did." came the response. "We can spin it in both directions with our little finger."

When the engine was torn down it was discovered that the planetary gear system had failed. Thesun gear and thrust bearing however had managed to hold together allowing the propeller to spinon the bearing. Luckily, we did not throw a propeller blade which probably would have resultedin an eternal silence for all persons on board.


Cruise theBritish Isles

DISCOVER EUROPE WITH THE LEADER—PRINCESS

Join TARPA Tours Committee Chair Jean Thompson and friends on a 10-day cruise of theBritish Isles aboard the beautiful Golden Princess. With her impressive onboard amenitiesand head-turning design this magnificent ship features everything you'd want in a floatingresort – four sparkling swimming pools, a world-class art collection, three state-of-the-artshow lounges and 12 dining options.

This British Isles itinerary includes 7 ports of call:

June 11 – Afternoon embarkation at Southampton (London)June 12 – A restful day at sea to explore the Golden PrincessJune 13 – Dublin, Ireland 8am–11pmJune 14 – Holyhead, Wales 7am–6pmJune 15 – Belfast, Northern Ireland 8am–6pmJune 16 – Glasgow (Greenock), Scotland 8am–7pmJune 17 –A day at seaJune 18 – Kirkwall, Scotland (Orkney Islands) 7am–6pmJune 19 – Edinburgh (South Queensferry), Scotland 7am–7pmJune 20 –A day at seaJune 21 – Morning disembarkation at Southampton (London)

Cruise arrangements are being made through our cruise host Tim Reynolds at Valerie WilsonTravel at Hilton Head, a Virtuoso agency. All category staterooms are available with specialVirtuoso pricing and a $100 per person onboard credit will apply to each booking.

Sample pricing: Prices include cruise fare, taxes/fees and transfers. Airfare is not included.

Inside stateroom:

Outside stateroom:

Category I - $2,092.66 per person

Category DD - $2,552.66 per person

Stateroom w/balcony: Category BB - $2,742.66 per person

Mini-suite w/ balcony: Category AB - $3,567.66 per person

solely with Princess Cruise Lines.

(Continued on reverse)


FACTS AND FIGURES

GOLDEN PRINCESS Four Star Berlitz RatingEntered Service March 2001Accommodates 2600 passengers109,000 gross tons951 feet in lengthBermuda registered

DINING OPTIONS Personal Choice — Dine Anytime — Canaletto Dining RoomTraditional — Donatello and Bernini Dining RoomsSpecialty - Sabatini's Italian Trattoria, Sterling SteakhouseHorizon Court — 24-hour buffet and Late Nite BistroWine and Caviar BarPatisseriePrego PizzeriaTrident Hamburger GrillIce Cream bar24-hour complimentary room service

ENRICHMENT World-class art collection, gallery and auctionsScholarShip@Sea ProgramInternet CafeLibrary and Writing Room

ENTERTAINMENT Atlantis CasinoSkywalkers Nightclub — 15 decks above the seaExplorer's Lounge — (night club style performances)Wheelhouse BarPlayer's Cigar BarPromenade Lounge and BarCalypso Reef and Pool (includes 2 spas)Neptune's Reef and Pool (includes 2 spas)Terrace PoolOasis Spas9-hole putting course and 2 virtual golf simulatorsDuty-free shoppingLotus Spa, gym and fitness areaPrincess TheatreVista Showlounge

BOOKING INFORMATIONTo make a reservation with this TARPA group please call Tim Reynolds at ValerieWilson Travel at Hilton Head, toll-free 1-800-977-4869 or 843-341-8903.

A $700 per person deposit payable by check or credit card will confirm yourselected cabin. Final payment is due March 1, 2005. Deposits are fully refundableminus a $25 per person cancellation fee until March 1, 2005.

Valerie Wilson Travel at Hilton Head will be happy assist you with airarrangements, extending your stay in Europe following the cruise or any othertravel arrangements.


Paris based C-82 Ontos engine carrier taken in 196o.


Leonardo di Capprio strikes a pose to promote the movie "The Aviator."


2005.03.TARPA_TOPICS

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