PRESIDENT'S MESSAGEPILOTS FOUNDATION A REALITY

CONVENTION NEWS

RAPA NEWSCURRENT REFLECTIONSSWAN SONG - CAPTAIN D. B. KUHN

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWA

Editor. A. J. (Al) Clay, Jr. MARCH 1983 Grapevine Editor. O. R. (OLE) Olson

Officers and Directors of the Association

Lyle Spencer, President Sam Crecy, Vice Pres. East Larry Decelles, DirectorR. O. Derickson, First Vice Pres. W. F. Merrigan, Vice Pres. Central Howard Hansen, DirectorA. T. Humbles, Secretary Lou Cook, Vice Pas. West Roy Van Etten , DirectorDean Phillips, Treasurer Wallace Mazer , Director Slim Pahl, Director

Ritchie Belghlie , Director

CONVENTION TIME NEARS

There is not much time remaining to make yourreservations for the TARPA Convention at theDUNES HOTEL in Las Vegas. Each convention has

been better than the previous one, so plan onjoining your friends for one of the year'sgreat get-togethers.

Cover by Ed Betts.

PRESIDENT'S MESSAGE

Our 1983 Convention will be an important one because itappears we are now on the right track to gain tax exemptstatus for our organization. There will be several proposedchanges to the By-Laws so it is important that you attend ifpossible. Some of these changes are mandated by IRSRegulations or tax law and some to clean up and clarify thelanguage.

Some of these proposals are:

Retain the immediate past President on the Executive Board.I believe this change is a necessity to preservecontinuity for TARPA.

Delete Article II, Sec. 2.We do not, as yet, have this status. (IRS)

Revise the second sentence of Article V, Sec. 2.This must be done to conform with tax law.

Delete the last sentence of Article V. Sec. 2.This sentence has no explanation on how to apply itand it appears it would be a very cumbersome procedure.

Revise the wording of Article III, Sec. 4.This would be to clarify the language and definitelyprovide a date for determining eligibility as an EAGLE.

Raise the dues for 1984.It now costs almost $2.00 per copy for each issue ofTARPA TOPICS and the Directory. Our costs are risingsubstantially and the 1983 budget will run approximately$13000.00 so we don't have much of an operating cushion.

There will probably be other proposals prior to or duringthe Convention.

Detailed information on all proposals will be presented toyou at the business meetings.

According to Article VIII, Sec. 1. any member may proposechanges to the By-Laws. If you have any suggestions pleasesend them to me.

See you in May.Sincerely yours,

Lyle A. Spencer

CONVENTION PLANS COMPLETE

By Lye Bobzin

The reservations have been coming in well, I think. By February 21 theDunes had about 100 room reservations. For ten weeks ahead of the con-vention, I think this is good. There are a lot of the old timers reappear-ing, and some old timers are making their first appearance for '83. I'veincreased the room request.

There was an oversight on my part. Roy Van Etten desperately needs thenames of the golfers who wish to play together, the handicaps (lies), andother information to set up the golf. He cannot do this at the last min-ute. Last year, some were disappointed who, at the last moment, couldn'tbe teamed with their buddies. SEND IN YOUP HANDICAPS AND ANY PREFERENCESFOR PARTNERS TO ROY - NOW!

The Dunes, as to be expected, is cooperating fully and banquet checkswill be placed on the hotel bill of those staying there. Non-hotel guests,myself included, will pay their banquet fee when checking in at the TARPAregistration desk which will be in the TUDOR ROOM.

TARPA activities will be held in the Dunes' new South Wing. The finalcocktail party, which will be gratis, and the banquet will both be heldin the impressive REGENCY ROOM. There will be no trek from one room toanother for the cocktail party and banquet. The hospitality suite willbe open at 10:00 AP for lounging, hangar flying, and general visiting.The bar will be open when the business meetings are over.

Lyle and Dorothy Spencer will, with me, supervise the registration. NancyQuinn will supervise the style show at Bullocks. Due to the number of styleshow conventioneers , it appears I'll have to set up another at the sametime with another department store to handle the number.

ROY VAN ETTEN - GOLF REG PLUMRIDGE - TENNIS LOUISE VESTAL - BRIDGE

There are many who have filled in "Other" on the questionnaire, "Other"being convivial conversation, meeting old friends, bull sessions as ofyore. I sincerely wish I could obtain the old coffee table from the lobbyof the old Hilton in Albuquerque. I would love to set up the table withthe old large divans, in order that our reminiscing could be done with ourfeet on the Hilton table, as in the past - lon g past.

I'm afraid Joe McCombs and I are going to have to shoot alone. Joe's theonly one to check off Skeet. If necessary, I won't let Joe go without hisSkeet.

All in all, I'm encouraged. I think it's going to be a good one, but tomake it EXCEPTIONAL, PEOPLE MUST SHOW U P!

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TWA PILOTS FOUNDATION NOW A REALITY

The first annual meeting of the TWA Pilots Foundation was held in Tucsonon February 16, 1983 and on that date Harry Mokler, President of theFoundation, addressed the TWA REC. Here are some excerpts from Harry'sstatement:

"Due to the support of TARPA and the TWA NEC, the Foundation is now inoperation."

"Following my report to you in October '82, we delayed the kick-off ofour activities because of the double IAM strike dates and the imminentfurlough. Hardly a propitious time for struggling off the launch pad.When these events were averted, a letter went out from TARPA to all itsmembers, soliciting contributions and including an application forassistance. Shortly thereafter, a letter went out to all TWA ALPA mem-bers which included an IBM payroll deduction card."

"We tried to reach all of our retired members with the TARPA mailing.TARPA now has over a thousand members, but still a couple of hundredretirees are not members. TWA refuses to give us an address listingand that obtained from ALPA RBI seems to be outdated".

"Obviously, those retired the longest are most likely to be in need ofassistance and we also wish to learn the circumstances of survivingwidows..."

"So far, the single contributions are coming in mostly from the retirees.Also 160 payroll deductions have been received".

"I am continually asked to state a contribution amount desired. I can't.We have received thousand dollar checks and ten dollar checks. Just doyour best on a monthly basis. You'll never have a better opportunity tomake a tax deductible contribution, to know where it is going, have con-trol, and know that overhead cost is minimized".

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the small society by Brickmon

January 14, 1983

TO ALL TWA PILOTS

Dear Fellow Pilots:

Through the combined support of our retired pilots' organization, TARPA, and the TWA MEC ,the TWA Pilots' Retirement Foundation, Inc. is now a reality. The IRS has granted tax-exemptstatus, and we now solicit your tax deductible contributions.

No one enjoys the job of soliciting money, but this is one of those unique opportunities to helpthose in need within our own TWA family of pilots. We have been unable to negotiateimprovements for our old time, under-pensioned pilots or their survivors, so we must work onthe basis of direct aid.

A small group has agreed to do the considerable work involved in operating the Foundation as aBoard of Trustees, but without your suppport it will be meaningless. Not only yourcontributions are necessary, but also your efforts in locating those in need-pilots, flightengineers, or their survivors—and helping them to complete and forward an Application ofAssistance. This is a comprehensive survey of all income sources and special needs which mustbe notarized and then will be screened and verified by the Board.

Your direct contributions and requests for Application forms may be sent to:

Captain William Polk, Secretary TreasurerTWA Pilots' Retirement Foundation, Inc.

9800 S. Longwood AvenueChicago, IL 60643

We are enclosing IBM cards to be sent to TWA Payroll for monthly payroll deductions. We arehoping that the Foundation will be part of your on-going charity program, and that every manwill contribute whatever he can each month via the payroll deduction method. TheFoundations are operating very successfully on Eastern, Pan Am and American, and certainlyanything they can do, we can do better.

The Foundation is not affiliated with TWC and, when operations commence, will be completelyautonomous. While continuing to solicit the support of TWA, the MEC and TARPA, the controlwill be in the hands of the members of the Foundation: All contributors are automaticallymembers, and will be notified of the annual meetings and actions taken.

Please do not set this aside, Your donations will go to the sources intended and there will be nosalaries and only minimum expenses.

Sincerely,

Harry R. Hoglander , Chairman Harry Mokler, PresidentTWA Master Executive Council TWA Pilots' Retirement Foundation

TWA SENIORS ALASKAN CRUISE

TWA SENIORS Tour Director, Lum Edwards, advises that the plans for theALASKAN TOUR have been completed and offers the following:

"In July of 1982, the TWA Seniors took an Alaskan Cruise on board theSTATENDAM. The STATENDAM has since had a face lift and is back cruisingthe inside passage as the RHAPSODY. The ship has seriously been describedas having far more room per passenger than most other cruise ships. Ithas closets big enough to hang up all of your clothes, private shower and/or bath, telephone and individually controlled heating and air conditioning.This year we have been offered 25 guaranteed outside cabins at $795.00 perperson. Sailing June 14th from Vancouver, the ship calls at KETCHIKAN,JUNEAU, cruises GLACIER BAY, then on to SITKA and back to VANCOUVER on June21st. We will accept reservations on a first come, first served basis onlywith a check for the full amount accompanying your reservations request.No singles! Your TWA Seniors dues must be paid for 1983".

A reservation form is enclosed in the back of this issue. For furtherinformation, please contact Lum Edwards, 651 Trueno Avenue, Camarillo,California, 93010.

Also, please note that this cruise is separate from the RAPA cruise leavingVancouver one week earlier on June 7th.

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RAPA REPORT

By Dave Richwine

INSURANCE

We continue to receive inquiries about the RAPA Medicare Supplement Insur-ance, mainly how to apply for it. All requests for applications or addi-tional information should be addressed to the broker:

ALEXANDER AND ALEXANDER7000 SW 97th AvenueP. O. Box 160249Miami, Florida 33116Phone: 305-279-7870

The plan administrator is Mr. Howard Wincele. However, if you should haveany questions about the plan not covered in the brochures, etc., pleasecontact Dave Richwine, our RAPA representative. For those who may havemissed it, detailed information on our insurance options was contained inthe October issue of TARPA TOPICS.

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LEGISLATION

In its frenzied effort to make financial ends meet, our government con-tinues to come up with ways to penalize the retired sector with additionaltaxes. While objections on the part of some Congressmen and Senators arebeing made, the pressures of the moment pose a threat to all of us whoare members of the retired community. Some of the things we are currentlyfaced with are:

1. Taxing of Social Security. While the final decision has not yetbeen made, legislation now in progress would tax us on at least half ofour Social Security benefits.

2. The IRS efforts of last year to tax our fringe benefits, includingour passes, has been put on hold by Congress for the balance of 1983 but,unless something specific is done soon, that agency will be free to "haveat us" again in 1984.

3. Congress has already passed the TAX EQUITY AND FISCAL RESPONSIBILITYACT (TEFRA) which requires banks to withhold 10% of the payment of allinterest or dividends due on our savings accounts and bank investments afterJune 30, 1983.

RAPA President, Jack Pitts, recently spent a week in Washington visitingthe offices of a number of our congressional representatives and his reportfollows this report. He also spent some time with the ALPA R & I Depart-ment and other ALPA facilities. Everywhere he went the answer was alwaysthe same to the question of "What can we do?" It is simply ......WRITEYOUR REPRESENTATIVES IN WASHINGTON!

At the moment all members are urged to write both their Senators andCongressmen requesting the following:

1. Vote against taxing Social Security benefits.

2. Enact legislation which would prevent the IRS from arbitrarilytaxing our fringe benefits.

3. Request repeal of the TEFRA Act by supporting Bill S-222.

4. Urge the ammendment of HR 4049 to include all widows, widowersand dependent children which would qualify them for deceasedpilots benefits such as pass privileges.

5. Protest disqualifying for tax deduction the following items:

a. State and local taxesb. Medical expensesc. Real estate taxd. Mortgage interest

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Retired Airline Pilots Association6600 S.W. 126th STREET • MIAMI, FLORIDA 33756 (305) 665-4919

BULLETIN�MARCH

WASHINGTON ACTIVITIES

Several days were spent in Washington working with various persons and groupson legislation of interest to all of our memberships.

First, we expect to have a bill sponsored to amend H.R.4 049 to include all wid-ows, widowers, and dependent children. Considerable progress is already beingmade. More on this legislation later.

Second, meeting with different people on just what to expect in the way of newlegislation on social security. It is still too early to know just what kind ofa compromise that will be acceptable to both Congress and the President.

Many of our retirement and disability benefit plans are designed so that planbenefits plus social security benefits produce a desired level of wagereplace-ment. Any change in social security benefits affects these plans. The National

Commission for Social Security Reform's recommendations affecting these plansare discussed below.

TAXATION OF BENEFITS: Social security benefits are not taxable income. The Com-mission recommends that 50% of social security benefits for retirement, death,or disability be included in taxable income.

The recommended taxation of social security benefits would reduce the amount ofwages replaced by the plan benefits plus social security benefits.

COST OF LIVING ADJUSTMENT: Social security benefits are adjusted for changes inthe consumer price index regardless of the amount in the social security trustfunds. The commission recommends that social security benefits be adjusted forthe lower of (a) the increase in the consumer price index or (b) the increase inthe average national wage, when the Old Age, Survivor and Disability Income fundsat the beginning of any year are less than 20% of that year's estimated socialsecurity benefit payments. When funds exceed 32% of estimated benefits, the excesswould be used to provide a supplemental adjustment.

Adjustments in social security benefits begin in the first year of eligibility(i.e., attainment of age 62, death or disability). Since the adjustment mightnot increase as rapidly as previously assumed, the cost for employers whose re-tirement plans are offset by social security benefits could increase.

CONCLUSION: These are the two recommendations that affect most of our members.Congressional hearings are in progress NOW. RAPA will be making presentations tothese committees. YOU are the only person that can make your views known to yourCongressman and two Senators. It is imperative that you get word out to your mem-bership ASAP. They should write letters immediately! Time is short! Congresshopes that the Easter Bunny will present a final bill to the President for hisEaster present.

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RAPA ALASKAN CRUISE

Due to a communications mix-up, we were unable to get the details of theRAPA Alaskan cruise mentioned in the January issue of TARPA TOPICS to youin time to meet the sign-up deadline, which was last November 30th. Thecruise is for seven days and is scheduled to leave Vancouver on June 7th.The cost is $795.00 per person. RAPA President, Jack Pitts, advises thatreservations are being filled rapidly. However, they may be able to getadditional space. Those still interested may contact Jack direct. Hisaddress is 6600 SW 126th Street, Miami, Florida 33156.Telephone: 305-665-4919. This cruise is in addition to the one being sponsored by theTWA Seniors and handled by Lum Edwards.

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Photo courtesy Bob Gwyn

STRATOLINER PARKING AT LGA

Is that Bob Gwyn giving the Hand Signals?

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AMY OPPEDISANO HINTON HINJOM

TWA'S ANSWER TO THE MIRACLE WORKER

By Andy McCarthy

Amy Oppedisano Hinton, the wife of retired Captain George Hinton, isemployed by TWA as a Passenger Relations Representative at Boston. Amyis most compassionate to bewildered and irate passengers, and has con-verted many of the more bellicose travelers into becoming lifelong rootersfor TWA.

Amy, in addition to her duties with TWA, very capably leads an organiza-tion that she founded, the Volunteers for the Mentally Retarded. Thepolicy of the VMRA is to assist, both financially and personally, thoseless fortunate adults in Activity Centers, Sheltered Workshops, andCommunity Residences within the greater Boston area. Amy raises thefunds for the continued needs of the VMRA through dances, fashion shows,and other various activities. The need for volunteers is met by seekingout those individuals whose aims of compassion are similar to Amy's.

During the fall meeting of the old Council 41, Harry Mokler was awardeda silver tray and a purse of $900.00. Harry and Fran very generouslydonated the entire amount to their favorite charity, the VMRA. The totalfund that Amy had to work with was $15,000.00, so Harry's donation wasvery important to the continued success of the VMRA.

George Hinton is continuing his long career as a Flight Engineer, andAmy continues to serve as a Passenger Relations Representative. TheHintons are very fine people who are dedicated to those less fortunate bybeing most generous of their time and talent. They are truly fulfilled.

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The Small Society By Brickman

1982 "B" PLAN PERFORMANCE FIGURES

By Roy Van Etten

At the end of 1981, there were _,123,033.725 units outstanding. In thepast year the fund has appreciated about $107,767,295.00. Therefore eachunit outstanding has appreciated approximately $50.761 and your equity inthe plan has increased according to the number of units you have to yourcredit. The following table should give you some idea of the amount ofincrease.

UNITS DOLLARS UNITS DOLLARS

300 - - - - $15,228.30 550 - - - - $27,918.55350 - - - - $17,766.35 600 - - - - $30,456.60400 - - - - -$20,304.40 650 - - - - $32,994.65450 - - - $22,842.45 700 - - - - $35,532.70500 - - - - $25,380.50 750 - - - - $38,070.75

The value of the "B" Plan unit of interest at the close of 1982 reachedan all time high of $28.315 and if we can sustain the present bull marketuntil the end of March we will have a new record valuation for the July 1stpayment. As you have been previously informed the April 1st check amountedto a 18.928% increase over the January 1st payment.

I attended the February meeting of the TWA MEC and gave a report on theday to day problems that we have encountered with the administrationof our retirement accounts. This included income tax withholding, latepayment of funds, etc. Equitable seems to do a much better job than BostonSafe Deposit and I recommended to the MEC that they take appropriate actionto secure a new Master Trustee for the "B" Plan.

The MEC overhauled their committee structure and reunited the Retirementand Insurance Committees. W. A. Murphey, III (better known as Pat) is thenew Chairman. Pat has done extensive ALPA work in a multitude of areasand will bring his experience and abilities to bear on Retirement and In-surance problems. Pat is the son of a former Master Chairman (W. A. "Bill"Murphey) and, obviously, cut his teeth on union activities.

R. J. Flannery and W. H. Proctor are still the ALPA members of our Invest-ment Committee and they will now be able to devote their full time to thisimportant function.

All in all, these changes should work to the advantage of all TWA pilotsactive and retired alike.

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HELLER'S LAW: The first myth of management is that it exists.

JOHNSON's COROLLARY: Nobody really knows what is going on anywherewithin the organization.

CURRENT REFLECTIONS

By Bill Dixon

Last month, talking about a TWA Getaway tour on the Nile River, a printingerror indicated it was 120 at Luxor in late April. It should have readthe more reasonable 1020 . No retiree could stand1200!

While on the subject, another delightful and reasonable place for TWAersis Cascais, Portugal, a fishing village in the Estoril resort area outsideLisbon. We visited there for four days in late October, 1982, and stayedat the Estoril-Sol, a large beach-front hotel within easy walking distanceof the train station and Cascais' shops and restaurants.

Frequent commuter service is available to Lisbon, about 18 miles away, onthe electric train. The restaurants are superb and the weather in thespring and fall is just right. Even mid-winter wouldn't be too bad. TheEstoril-Sol gave us a 50% discount and we enjoyed a large room overlookingthe sea and it cost approximately $35.00. I could hardly believe it.Call or write Molina Enterprises, agent for the hotel, at 501 Fifth Avenue,Suite 1214, New York 10017; phone 212-867-3123, if interested.

We took a taxi from Lisbon airport, cost about $15.00 with tip, direct tothe hotel. We rented a car at the hotel for one day and toured the CoachMuseum and Naval Museum in Belem, some ten miles distance, and found themfascinating. On the way back to the hotel, we stopped at the huge Casinoin Estoril and tried out the slot machines. They pay poorly! Other placesof great interest abound in the area of Cascais, such as Sintra and PenaPalace. Within a ten minute walk of the hotel are two of the finest sea-food restaurants you could ever wish for, Visconde Da Luz and Joao Padeiro.

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A new breed of flight engineer appeared on the TWA scene several years ago.He is a creature of the law that banned forced retirements at age 60 withcertain exceptions, airline pilot being one (because of the FAA rule).But this law did include flight engineers, thus making it possible forthem to continue flying to age 70. Unions and companies are prohibitedfrom making or enforcing working agreements to the contrary.

Almost uniquely on TWA, because of the wording of the pilots working agree-ment, the door was opened for captains who were so inclined to bid flightengineer vacancies prior to the age 60 retirement date. Many did justthat and some 40 veteran captains are flying the line now as flight engin-eers. A number of professional flight engineers also elected to remainafter age 60.

All this did not happen without controversy. The repercussions were bit-ter and widespread, not the least because of a shrinking airline. Withflight engineers being furloughed off the bottom, many flight crew memberswere incensed at O lots and flight engineers clinging to their seats afterwhat had been considered normal retirement date. The principal anger andfrustration was directed at the captains, who after years of ALPA effortto lower retirement options, were electing to remain at the expense of

furloughees.

On the other hand, may flight engineers and pilots always had sought tofly past 60 and felt that mandatory retirement at that age was grosslyunfair. They welcomed the new ball game and many captains probablyshifted to the F/E seat in anticipation of the pilot rule being changed;i.e., captain life extended beyond age 60. Others frankly were concernedby the effect inflation was having on the fixed retirement income of re-tired crew members. After all, TWA has no program whatsoever, nor doesALPA, to adjust pilot retirement pay for inflation. In the final analysis,those choosing to stay on undoubtedly felt that seniority was properlyserved and that they were clearly within their legal and moral rights.

All concerned, including the over 60 group, confess this is probably themost divisive conflict ever faced by the cockpit crews. The agreementto again retain nearly 200 flight engineers who were scheduled for furloughby pay and hour reductions, has eased the situation but the hard feelingsand turmoil are far from gone.

It is hard for us who were not exposed to the opportunity to go from captainto flight engineer, to declare what we would have done. Here is what onecaptain, who is going on three years as a flight engineer, had to say:

"I had some trouble at first remembering that I was not in command. I hada tendency to answer questions from fli ght attendants and station personnelthat should have been referred to the captain. After being corrected acouple of times, I soon adjusted to my position, relaxed and came to enjoymy new job.

"I am particularly good at backing up the two pilots and am busy the entiretrip. The captain makes the big decisions and I feel no resentment orpressure from any source. I'm also getting to know the mechanics betterthan I ever did and keenly appreciate their problems."

For these captains, the four stripes have been replaced by two and theywill retire as a flight engineer when that final day arrives for them.Should they have gracefully left the cockpit at 60, as most captains stilldo? The answer to that, if there is one, depends a lot on where one sitson the seniority list.

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The Kansas City Star, Sunday, January 2, 1983 Page 3G

Planning ahead for retirementcan cut stress, boost productivityBy Louise CookAssociatedPress writer

Uncertainty about the fu-ture of Social Security isprompting new interest

in retirement planning by com-panies and individuals.

"Preparation makes sense—not only because of inflation,but also because of all the tre-mors you get about Social Se-curity," said Al Peterson, aspokesman for Action for Inde-pendent Maturity.

AIM is a division of the Amer-ican Association of Retired Per-sons and provides counselingand advice on making the mostof life after work. Mr. Petersonsaid some 3,000 businesses, col-leges and other organizationsare now using AIM materials tohelp employees look ahead.

"There is a growth in theawareness of employers," Mr.Peterson said. More and morefirms see retirement planningnot only as part of their socialresponsibility, but also as a wayto improve productivity amongexisting workers by reducingworries about the future.

Companies that specialize inproviding retirement advice tellthe same story Mr. Petersondoes.

"Not only has there been anupsurge of interest in this topic,but there is a good deal of actionin providing assistance to theemployee approaching retire-ment," said R. George Martora-na, senior vice president of Re-tirement Advisors in New YorkCity.

Speaking at the annualconference of the International

Foundation of Employee Bene-fit Plans, a non-profit educa-tional group, Mr. Martoranasaid the increase in the Ameri-can lifespan has made planningmore important.

"Retirement is actually a re-cent phenomenon in our histo-ry," he said. "In the past, work-ers worked until they died or be-came disabled, but now a re-tiree can look ahead to 15 ormore years of remaining life."

How soon should planning be-gin? "The earlier the better,"Mr. Peterson said, adding thatit is a good idea to start thinkingabout retirement 10 years be-fore you leave your job.

There are two things you'llneed for a successful retire-ment: enough money to make onand something to occupy yourtime.

Mr. Peterson said moneyseems to be the biggest concernfor most people today. "Anotherone is the use of time." He saidpeople about to retire frequent-ly have mixed feelings abouttheir approaching leisure andthe problem is particularly se-vere among professionalswhose makes are wrapped up intheir jobs.

"Plan ahead of time how youplan to commit your time in ameaningful way . . . that givesyou a challenge," Mr. Petersonsaid. Volunteer work, counsel-ing in your specialty or a part-time job can make the differ-ence between a full life and aboring one.

It is difficult to figure out ex-actly how much money you willneed. Mr. Peterson said a "ball-park figure" is 70 percent of

pre-retirement income to main-tain the same standard of making;after retirement.

Some expenses, like clothing,transportation and lunches, willprobably go down. Others, in-cluding medical care, may go , .up. If you retire when youreach65, your tax bracket will go.down because you will be enti-tled to an extra exemption. Partof your retirement income alsomay be tax free, meaning thateven if you have fewer dollarscoming in, they will go furtherbecause you will get to keepmore of than.

Make a list of your current ex-penditures and estimate how re-tirement will affect each of.them. Then look at the incomeyou can expect: Social Security,private pension payments.earnings from part-time work,benefits from an Individual Re-tirement Account, investmentincome, etc. Compare the to-tals.

It is essential to take inflationinto account. This year's in-crease in the Consumer PriceIndex is expected to be 5 per-cent or less. But Mr. Petersonsaid you should use a figure of 7percent a year to be safe. "Ifyou think you can live on $15,000now, in 10 years you'll need al-most double," he added.

An AIM guide, Planning YourRetirement, covers topics in-cluding money, housing and lei-sure time. There is a $1 chargefor handling and postage. To geta copy, write: AIM-Planning,P.O. Box 19269-A, Washington,D.C., 20036 .

EDITOR'S NOTES

It was surely gratifying to get the news from Harry mokler that the TWAPilots Foundation is fully established. Let's hope for good participa-tion. From reading Harry's report, it looks like we are off to a goodstart.

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A. T. Humbles thought it would be a good idea to copy something fromUS AIR retired pilot's newsletter and ask you to tell us for TARPA mem-bership records where you went on your first flight, with whom and whatyou remember about it. Also your most unusual, interesting or excitingflight. Use the tear-off in this issue to help complete our Secretary'sfiles. We may be asking for permission to use some of your experiencesin TARPA TOPICS.

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BAD MANNERS! Last issue we failed to thank Fred Pastorious for the useof his photograph of the Maddux Wings. We also forgot to thank Mrs.Harland Hull for the picture of the 1939 Kansas City QBs. Better latethan never, so thank you both.

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Regarding the QB picture, Leonard Hylton writes: "In the QB photo inKansas City in 1939, the man on the back row between Larry Fritz andHarland Hull is Lee Bishop. He was formerly with Braniff, later Hanford,Mid Continent Airlines, then C.A.A. He passed away several years ago" .

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It would make Dean Phillips life easier if those who have neglected to paytheir dues for '83 would do so. Let's clean the slate. So you won't haveto look it up in the directory, here's Deans address:

Captain Dean Phillips7218 Onda Circle,Tucson, Arizona 35715

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Next month, courtesy of Bob Gwyn, we'll have a picture of a most unusualairplane for you puzzle buffs.

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The cover story last issue misspelled "Toots" Kasper's name. Sorry!

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Hope to see you all in Las Vegas.

EDITORS NOTE

TARPA TALES is your hangar flying section of this publication. It is

designed to give every member a chance to share his flyin g experiences

with his brother pilots. So far we have had to badly over-work the

handful of members who have been willing to contribute in order to

keep this section alive. If it is to continue, we must have more input

from more members, so get your favorite story or incidents together now.

They do not have to be a masterpiece of articulation or book length to

be interesting to others. Just give them to us in your own style.

A good place to start would be in the space provided on the membership

information request form at the back of this issue. How about it?

AJC

TARPA TALES Page 1

THE SPOILS CONFERENCE

By Ed Betts

All photographs courtesy of the author

Walter Folger Brown, the Postmaster General during the Hoover administration,made some decisions that were to have far-reaching and lasting effects uponthe formation of the nation's major airlines, including the destiny of TWA.This was in early 1930, before regulation (in 1938) of interstate air traf-fic by the government. The Congress was, however, trying to encourage airtravel by establishing a network of financially strong airlines throughoutthe USA that would carry both mail and passengers. A lucrative mail con-tract was the lure as passengers only had generally proven unprofitable.The Post Office had already established one coast-to-coast mail route be-tween NYC and SFO via CHI, CYE, SLC, etc., which had been turned over toprivate operators (Boeing-United). It was their intention to establishtwo new routes; a central from NYC to LAX and a southern route through Texas.Brown had made it clear that the proposed contracts would go to one airline,rather than a series of interline connections, to get the mail across thecountry.

Thus began a series of conferences with some of the leading airline execu-tives. They were invited by the Postmaster; the uninvited termed it the"Spoils Conferences". The result was that Brown dictated the formation ofa new airline to bid on the central route, formed by a merger between Western Air Express (WAE), Transcontinental Air Transport-Maddux (TAT) andPittsburgh Aviation Industries Corporation (PAIC). None of the partieswanted a merger as they each hoped for all, or part of, the contract astheir own. It was termed a "shotgun wedding". They also had to agree toBrown's terms of the merger and negotiate between themselves for a finalsettlement.

PAIC, the parent corporation for seven aviation-oriented subsidiary com-panies (flying and maintenance schools, charter, survey, aircraft manufac-ture, etc.) would own 5% of the new company. Consideration had been givenfor their "pioneering rights" in the state of Pennsylvania. Although notan operating airline at the time, Richard W. Robbins was the president ofthe airline company for PAIC. Their contribution as equity or "ante" for25,000 shares of stock in the new company was their ground facilities atHarrisburg and one half ownership (valued at $500,000) in the Pittsburgh-Butler Airport (about 16 miles north of town). George R. Hann, the cor-poration president and one of the founders of PAIC, and Robbins representedthem in future negotiations.

TAT had been formed in 1928 and bega n their "48 hour Coast to Coast" schedulein July of 1929. Their flight schedules were primarily between CMH to Way-noka and Clovis to LAX. Maddux had started out in late 1927 with schedulesfrom LAX to San Diego, Tijuana and later to SFO. TAT and Maddux had mergedin 1929 with Jack Maddux as president, and Daniel M. Shaeffer (of the PennRailroad) as chairman of the Board. Shaeffer represented TAT-M in futurenegotiations.

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TAT ' S FIRST AIRPLANE - A STEARMAN

For 47 1/2% ownership (237,500 shares) in the new company, TAT-M was to "ante"all of their tangible assets that included airports owned or leased, groundand air equipment, airways facilities (li ghts, radios, etc.), office equip-ment, hangars and terminals, improvement costs, etc.

WAE had been organized to bid on one of the first mail contracts advertisedby the Post Office, between LAX and SLC, and began operations in 1926.WAE had expanded into passenger operations (LAX to SFO), other mail contracts,and purchased a number of other airlines. In 1930, WAE had purchased JackFrye's Aero Corporation of California and its subsidiary, Standard Airlines.Standard AL had started out in late 1927 with a passenger service from LAXto PHX-TUC, and later to Texas. WAE had also entered the coast-to-coast(with train connections) market in June of 1929 with flights from LAX toMKC, in direct competition with TAT.

According to Brown's terms, WAE was to keep their original LAX-SLC mailcontract, trade or sell their southern route to Texas, and "ante" what theychose for 47 /2 % ownership in the new company (237,500 shares), or makeup the difference in cash. WAE's president, Harris M. "Pop " Hanshue, rep-resented them for future negotiations.

Transcontinental and Western Air (T&WA) was formed, on paper, in July of1930, with Hanshue the president. Although not the lowest bidder, Brown

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saw to it that TWA was awarded the contract for CAM#34 from NYC to LAX viaPHL, HAR, PIT, CMH , IND, STL, MKC, ICT, AMA, ABQ and INW . For good measure,a spur route was added from STL to AMA via Springfield, TUL and OKC. Although numerous other stations and routes were added (or subtracted), suchas SFO, CHI, DAY, etc., this was to be T.W.A.'s basic route structure for manyyears.

The negotiations between Shaeffer and Hanshue, with Hann and Robbins theneutral, began right away and were to continue for several years. It wasmutually agreed, in order to establish a current value, that aircraft wouldbe depreciated from the original costs to a zero book value after two yearsof service. Engines would be fully depreciated after 1,500 hours of use.Land, buildings and improvements would be listed at original costs.

On August 8, 1930, the first itemized list with original costs and depre-ciated values was circulated among the parties. Everything, including theproverbial "kitchen sink", had been inventoried that was part of the "ante"and destined for TWA....office gear, parachutes, radios, land and improve-ments, flight and ground equipment, etc.

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Included were ten Fords and one Stearman biplane formerly used by Maddux.They were "old", one purchase dating back to November 1927, and the totalpurchase price had dropped from the original $433,081 to a current $68,350.A combination of 43 "Wasp" and Wright engines had dropped from $222,329 to$63,604. TAT's eleven Fords and two Stearmans were newer, most had beenpurchased in June of 1929, and had depreciated from a net $510,576 to$183,035. Their fifty one "Wasp" engines had depreciated from $318,416 to$56,094. Not included were two Curtiss "Condors". Hanshue would have nopart of them flying the high mountains out west, unless a tunnel was carvedthrough the Sandia Mountain range.

Among WAE's other assets (not included in the merger) was control of theFokker Aviation Company of America, of which Hanshue was the president. In1930, the Congress had changed the method of payments for carrying themail; in order to stimulate the airline ' s growth and larger planes, mailpay was based on 'space available'. WAE had the answer, a giant four-enginethirty two passenger aircraft (the F-32) that was introduced in March ofthat year. The two F-32's (original price $72,155 each, value at the timeof merger $54,364), along with eight three-engine F-10s and three singleengine F-14s were part of WAE's "ante". The total fleet value had depre-ciated from $568,089 to $189,065; a combination of fifty seven "Wasp"and "Hornet" engines from $390,607 to $110,737.

WAE listed all improvement costs (grading, oiling, fences, drainage,hangars and terminals, office gear, parachutes, etc.) for land leased eastof LAX; Kingman, Seligman, Flagstaff, Holbrook, etc.) a $833,116 total.They also included the entire costs their new Alhambra airport, terminaland "Hex Hangar" at $1,076,966.45. The only other airfield that they ownedwas at Miller's (near Victorville), used as an alternate when the LAX areawas weathered in. Passengers and mail took a bus. There were no airporti mprovements, just a strip in the desert worth $12,068.94.

THE"HEX" HANGAR AT ALHAMBRA

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For the next fifteen years, TWA carried in its books (and occasionalannual stockholders report) under the heading "other property-not usedin operations" such holdings as the PIT-Butler Airport, Alhambra, Waynokaand Miller's Field....all at the values as quoted in 1930. Alhambra wasfinally sold in 1945 for $350,000, the PIT-Butler for $200,000.

Before T&WA could take to the air, there was a lot of work to be done.Since nobody had done any flying east of Columbus, the entire route toEWR (serving NYC) had to be surveyed. Lindbergh, John Collings, Ted Weaverand Bob LeRoy made the survey. There were no radio facilities or lightsfor navigation, just a few open spaces in the mountains where an emergencylanding could be made. Contracts were made with local farmers and ranchersnot to sue in case of an unscheduled stop.

Flight and ground crews had to be relocated. Although there were a fewexceptions, the WAE pilots and ground crews would operate the flights westof MKC using the Fokker equipment (although the F-14s did get east), andthe former TAT-M crews to the east, using the Fords. The new assignmentswere on a "take it or leave it" basis as dictated by the company. Someof the "junior" copilots, such as Bill Campbell and Les Munger quit ratherthan buck the WAE "seniority". They joined NA later. Cliff Abbott andJoe Bartles had once quit TAT when it was announced that all copilotswere to be replaced by "mates" (mechanics) as a cost saving measure. Theywere re-hired, without loss of seniority, and checked out as captains.

The new T&WA was divided into a western and eastern region, and the regionsinto divisions. These were headed by Paul Richter, Larry Fritz, "Steve"Welsh, John Collings, "Lew" Goss, "Pat" Gallup (on the spur route, laterto the east) and "A.D." Smith (on the eastern division; in 1931 formed themountain division, based at ABQ). The division superintendents (or chiefpilots) dictated the assignments for scheduling, checking out as captain(establishing pilot seniority), safety, grievances, etc . Jack Frye, theVP of Operations, had the final say.

The Post Office had hoped to inaugurate the two new mail routes simultan-eously, but TWA wasn't ready. The southern route (now American AL) gotstarted on October 15, 1930, TWA on the 25th. TWA's new all-air schedulewas 36 hours coast-to-coast, including a 12 hour overnight stop at eitherMKC or TUL. TWA placed orders for fast single-engine planes that wouldget the mail across the country in 24 hours or less.

The merger of WAE and TAT was anything but harmonious. The Board ofDirectors could seldom agree on important issues, their votes were evenlysplit, and often the 5% vote by PAIC would settle an argument. Nothingcould be settled so far as a choice of new passenger equipment: Ford,Fokker and Curtiss all had an interest. For a while there were two han-gars at MKC; one for the Fords and manned by former TAT personnel, andone for the Fokkers with WAE personnel....there was no love between thetwo groups.

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In 1932 a new overhaul base was completed at MKC and the "home office" wasmoved there from NYC. Hanshue quit as TWA president and returned to hisfirst love, WAE and their original operation from LAX to SLC. The battleamong the TWA Board of Directors raged over selecting a successor untilErnest Breech (representing the GM interests) suggested Richard Robbins.He was unanimously elected....the 5% ownership by PAIC was now in charge!

Robbins faced many serious problems. Employee moral was low (two pay cutsin one year), the Board of Directors were still divided with their votes,and the company was losing money at the rate of $200,000 a month. The mailcontract was profitable and passenger loads were increasing (the nationsairlines had a 400% increase the first year of operation), but so were thecosts.

The two F-32s had been grounded in June, too costly to operate. The F-14shad been converted to cargo. A fatal accident of an F-10 in March, withKnute Rockne aboard, brought about the eventual voluntary grounding of thefleet...an expensive, and impractical, inspection of the plane's innerplywood structure had been mandated by the CAA. Some of the pilots felt abit of relief as the F-10 had a reputation for "shingling"; sections of theplywood panel would fly away at high speed. TWA had already lost two F-10sin January of that year in non-fatal accidents; one while landing at Hes-peria, California during a violent downdraft or windshear and the otherwhen one gear collapsed after landing at Glendale.

FOKKER F-32 - Four engines, two tandem mounted per side, two blade propon the front puller, (tractor?) three blade pusher in the rear.Who remembers the horsepower, speed, etc?

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Only the Fords were left for attracting passengers and they were slow,noisy and too expensive to operate ....$60 an hour! This included $23.00depreciation, $9.00 maintenance, $13.00 fuel, $5.00 insurance and $10.00crew costs. With the latter, TWA got a bar gain, as the co-pilot doubledas cabin attendant.

With a full load of fourteen passenge rs, which was seldom, traveling atan average speed of 111 MPH, it computed to 3.86¢ per passenger seat mile(psm). By later comparison, early Boeing 707-131 figures were $605 anhour, or .88 psm. Recent ATA statistics, on an industry average, showthat it costs $3206 to operate the same 707 (4.69 psm ) and $6250 (2.72)for a jumbo 747.

The venerable "Tin Goose" was also involved in its share of TWA accidentsor incidents. In a two year period, from August of 1931 to August of 1933,eight Fords were severely damaged or completely washed out.

The first accident occurred on August 14th when pilot Ralph Ritchie landedshort going into Harrisburg and hit an embankment. There were no injuries;but the right wing, gear and engine were severely damaged, and the fuselagebadly sprung and bent (total damage $15,415.52, as set by the company).Ritchie was reduced to permanent copilot.

Five days later A.D. Smith completely washed out a Ford ($22,910.76 companycosts) when he overshot a landing at Pittsburgh. Smith didn't attempt ago-around as a storm was approaching the airport boundary and he thoughtthat he could land "hot" and get the plane stopped by ground looping . Thefield was too wet and the brakes useless, with the result that the planeskidded over the end of the runway. Smith, the copilot and three passen-gers were injured.

In December of that year, George Price couldn't get one of the outboardengines to start for a take-off from OKC. He tried to take off on twoengines, but crashed and the plane was totally destroyed by fire. The co-pilot was killed in the crash and Price received severe injuries. Therewere no passengers aboard.

On May 8, "Mo" Bowen had an engine fire because of a broken fitting onthe carburetor. He was able to land at AMA, but not before $12,643.35worth of damage was done by fire that badly damaged the fuselage and cockpit from the zero bulkhead forward. There were no injuries.

On June 5th, Ralph Montee was cruising near Bushland (Texas) when heplowed into an unexpected storm which showed no indication of hail.$10,366.04 worth of damage was done by the hail to the wings, fuselage,cowling and stabilizer.

There were a number of the "old timers" who would never trust themselvesor their instruments, to fly in actual weather conditions. They werequalified, so far as the examination for the S.A.T. rating, but still pre-ferred to fly 'contact' at all times. There was one case in particularwhere a bit of instrument flying would have avoided an accident.

On December 14, 1932, Ralph Montee and John Edward Bowen (brother of "Mo")had brought the morning flight (a Ford) from MKC as far as AMA. Weather

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to the west was bad and they cancelled as did the eastbound flight fromABQ. That evening they re-originated the eastbound flight, taking off at7:02 PM. The pilots had observed the weather from the tower which was2,000' ceiling, one mile visibility with snow. The weather east of theairport was CAVU. Before leaving the loading pl atform, Montee instructedthe ground crew to leave the field lights on. stating that he was going upand look the weather over and might return.

They took off to the northeast and came back over the field in a westerlydirection at about 150' altitude and then started a shallow left turn tothe south where he disappeared from view. They crashed about a mile anda half south of the airport.

The plane was a total wreck. There were no passengers aboard. The pilotswere thrown clear of the wreck with fatal injuries. Bowen was still con-scious and made statements that he did not want to attempt the flight inthe first place and also stated that the engines were functioning properly.From eye witness accounts and other evidence it was assumed that Monteewas searching for the airport as the motors were heard to be intermittentlygoing on and off as they do when a pilot approaches the field for a landing.There were a few lights to the south and with the snow on the ground andin the air blending together, there was no horizon or reference for Monteeto pick his way around. The official CAA report and 'probable cause' waspilot error as the pilot should never have left the ground with the exist-ing weather conditions unless he had planned to fly by instruments.

On February 10, 1933, Eddie Bellande was flying a Ford on the SFO runwhen a fire erupted in the floor section of the cabin (a faulty cabin heaterin contact with the plywood floor). Copilot Lynn Berkenkamp was unsuccess-ful in trying to extinguish the fire, first with the extinguisher and thenwith pillows. Bellande, fighting the smoke in the cockpit, was able tomake a "blind landing" at Bakersfield. There was a low fog, but by liningup with some known landmarks he was able to find the airport. All thepassengers were evacuated and only one was injured. A rather obese ladyrefused to jump the flames and exit via the open cabin door...Eddie andLynn had to shove her out of the escape hatch in the cockpit and she in-jured her ankle. The plane was totally destroyed by fire. PresidentRoosevelt later presented Bellande with the Air Mail Mmedal of Honor (onlyseven were ever awarded) for the courageous and exceptional handling ofhis aircraft and passengers.

The last major Ford accident came in August of 1933 when Howard K. Morgan,Glen Barcus and three passengers were killed near Quay, N.M. The planewas completely destroyed by impact and fire. It was the 'opinion

' of theboard that responsibility of accident chargeable to error in pilot's esti-mate of location, complicated by severe weather conditions and insufficientweather reports in that sector.

One of Robbins first acts when he assumed the presidency was to form anadvisory committee for the selection of new aircraft. The committee con-sisted of Charles Lindbergh, Jack Frye and D. W. "Tommy" Tomlinson. Theirassignment was to find a new airplane for the company fleet that wouldattract passengers and make money. Curtiss had a more powerful and stream-lined version of the "Condor" available, the same with a new Ford ""TinGoose", but they were not the answer.

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The Boeing factory was rumored to have a revolutionary plane in the proto-type stage (the 247), a twelve-passenger all metal monoplane capable ofspeeds faster than 150 MPH. It was built in secrecy. When it was finallymade public, it was also announced that airlines in the Boeing family (suchas United) would have first priority for delivery .... other airlines wouldhave to wait, maybe two years! TWA couldn't wait. The advisory committeedrew up specifications for what the company needed and copies were sent,confidentially, to a number of manufacturers.

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NEXT ISSUE: THE DOUGLAS DCs ARRIVE

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SWAN SONG - RETIREMENT

By Captain D. B. Kuhn

It is very flattering to see so many out for this graduation party. CousinEd Boyce breezed through it, but there were several times when it was doubt-ful if I would make it or not. One time in particular: back in the thirtieswe had a good DC2 run out of SFO that made stops at OAK - Fresno - Las Vegas -with a layover at Boulder City for a few hours, then a return home with twoor three days off. Elmer Gorman, Pee Wee Horstman, Bob Buck, Roscoe Dunahoo,and myself were co-pilots on this trip. Now in those days pilots had noexpense accounts and there was no ALPA or grievance procedure to settle dis-putes. The company handled such things. We were furnished a room for restand lunch at Boulder City. On the menu was a blue plate special for seventyfive cents and a more inviting dish with dessert for a buck twenty five.We ate the high priced one, since it included dessert. When the companyfound out about it they fired the whole bunch of us. Thank goodness someof the more senior captains came to our aid and sat down with the companyand reasoned together. I believe it was Hall, Harry Campbell, Eddie Bel-lande, Johnny Graves and George Rice who had been lending the company moneyfrom time to time to meet the monthly payroll, which served as a bargainingpoint. We were put back to work and found out that the seventy five centlunch was not bad to eat after all!

I had prepared a long and well rehearsed speech for this occasion, but mywife Emily reminded me that most of my problems on TWA were the result oftalking too much, so I will confine this farewell talk to just a few ob-servations.

Many of you know that when I leave here I am heading for Arkansas and mybeloved Pine Knot Poverty Pocket. I did have some misgivings on such amove, but my Federal Farm Agent sent me a full packet of material on farm-ing, complete with maps, things to plant, what not to plant and how tofertilize properly. From what I can learn the purpose of the Farm Agentis to help the farmer out - and I understand that they have helped any

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number out. My money will come from corn and hogs. I won't raise any -just threaten and my agent will bring me a check each month so I will notglut the national farm economy.

My main thrust will be in raising show goats. Now anybody here who knowsthe least thing about goats will agree that it is extremely hard to programthem. However, with our good chief pilot Lee's permission, I will takeall of my old manuals, charts, procedures and profiles and force feed them.I mean to get even somehow. If my goats can digest this stuff, just a bitbetter than I have, I will have the smartest critters in S.W. Arkansas.Picture this if you can: When my Federal Farm Agent comes out for thesix-month check, I hope to be ready. I'll be standing . there sweating outmy goats, the agent alongside with pencil and pad, his face a mask of public"convenience and necessity" and then - - - here come the goats!

They are beautifully aligned heading from the outer pasture for the barn -their ears laid back at fifty degrees and at a speed control only a fractionabove stalling. Better said "stumble plus two". The test is to reach thebarn before falling down. The McKenny Bayou that runs through my pasturewill be a splendid place for my goats to display proficiency in the canyonapproach. This, of course, at higher speeds and ears at only thirty degrees.My goats will not only look alike but will perform alike. We call that"goat standardization". I should be real busy in this phase two of my career,provided I do not get more Federal aid than I need.

ON A BIT MORE SERIOUS NOTE: I want to say, and will say that I have en-joyed my flying career. As the Hippies and intellectuals who are affiliatedmight say it - having been personally involved and acutely identified withit, flying has given me a meaningful experience. I leave you after some31 odd years with only one dark cloud overhead, which must be dissipatedif the industry is to continue its phenomenal growth. I hesitate to mentionit, but feel that it may be my last chance. I am sure some of you willdisagree - I expect is as it would not be normal otherwise.

For decades the managements of airlines were able to hire, train, discipline,punish or terminate their crewmen. In 1958, for reasons never explained orunderstood, Congress passed the Federal Aviation Act giving autocratic powerto an agency that has changed your lives. Led by a military general, hordesof agents sudden'', invaded every facet of the industry. We found that wewere getting more Federal supervision that a paroled convict. This eagernessof the agency created more problems than it was designed to cure. Airlinesstarted paying heavy fines, pilots were fined or grounded on the slightestpretext. Each small incident turned into a Federal case. In one year theFAA had one of our Captain's license in their possession more than he did.He got six months for exercising his constitutional right of free speech.Some FAA deeds were good, but under the scrutiny of Federal Agents thetraining program on the various airlines ' - which should have been a funthing - degenerated into a living nightmare. Ted Hereford, who knows abit about how to fly, says it's like trying to get a sip of water from afire hose. We have viewed the sorry spectacle of agent and company instruct-or in violent disagreement over the proficiency of a pilot. It has beensaid, and I think I said it - that it takes three days of humiliation andharassment to take a thirty minute instrument check. Some of the require-

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ments to get a jet rating from the FAA seem strange to the line pilot.For instance: holding the airspeed within two knots at various altitudesand flap settings, which I could never do to anyone 's satisfaction - seemsa bit exacting. On take-off one must pull the nose up to exactly a 15degree angle and hold a speed just above stallin g until reaching eighthundred feet before you are permitted to get safe flying speed. The twoengine approach at minimum speed, while, sporting, can also be breathtaking.Why it is necessary to deliberately create a real emergency for practiceis strange indeed. W e learned to do it in training but alas, with afully loaded plane it has been discovered that the runway is stressed forthe " push on" landing but the airplane is not - especially the nose wheel.The failure rate on jet check rides has run as high as 48 percent. Thisalone can bankrupt an airline. As a result, some pilots who could affordit resigned in disgust, while others were driven to nervous breakdowns orinsanity. There were a number of heart failures and a few suicides. Youand I know there is not that much difference in a jet. It has throttlesthat operate the same, you still pull back to climb, push to descend andthe rudder has not changed much. Now I must be clear - I do not mean thata good trainin g p rog ram is not needed or wanted. The companies that payover five million each for these jets are not about to turn loose a bunchof clowns to wreck them and we pilots are mostly interested in good train-in g because we are strapped to the end of the plane that usually hitsfirst! Neither are all the agents bad guys - true, few if any of themhave ever flown a scheduled airline trip - but having been given life anddeath authority they feel they must justify their existence. Still safetyis not served by people living in fear! We are throttled with a bad law.I am sure Congress did not wish to create this evil and will undo it ifand when you let them know they should return the operation of the air-lines to the owners. Now I have said. it and you may have guessed - I'mnot set up for an instrument check anytime soon.

As I have said, flying has been good to me and good for me. I will belonely for the news in Arkansas and will miss the wonderful people andthe industry that has allowed me to work with them for so long. Perhapssomeone one day might say that I was good for flying. When you drop by -and if you have no qualms, I will cook you some goat meat. Thank you sovery, very much.

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MATZ'S MAXIM: A conclusion is the place where you get tired of thinking .

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JOHNSON ' S SECOND LAW: If, in the course of several months, only threeworthwhile social events take place, they will all fall on the same evening.

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THE TARPAGRAPEVINE

MARCH 1983

March the first! And it's a classic spring day in Kansas - nowind and a balmy 68 degrees. As if their seasonal clock hadinspired them, a big flock of geese in two long Vs, honking andflickering in the sun, passed overhead this morning - headingthree six zero. Spring fever is always a welcome epidemic.

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Some good-natured discord may have been created in the livesof some TARPA members when they were given "new wives" in the1983 directory. PHIL RIMMLER suggests that his "love lifemight be restored" if his wife's name is changed back to ELLEN."LaVergne" is out. KARL RUPPENTHAL asks "who she?" when "Sally"appeared in place of ALICE, his original and only spouse. GENEHIATT says he is married to CRETA, not "Greta". And GRAPEVINE'Sapology to JOE BARTLING for misspelling his sweetie's name as"Aileen" when it's really ALINE.

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A. T. has helped us out again by sending along a sheaf of yourletters which arrived with dues checks and applications. Manycontain kind words of appreciation, commendation and rah-rahs,as well as suggestions for changes of names, numbers and, some-times, for correction of our mistakes. Slowly but surely weare all getting experience, so be patient as you help us. (Sowhat is "experience"? That's what you have left after you'vemade all the mistakes!)

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JASPER SOLOMON says he was baiting his fish hook last summer athis Crosslake, Minnesota, summer place when RITCHIE BEIGHLIE and

SHIRLEY and some friends popped in at his dock on theirway (lost, he says) from Texas to New York. Sol isback in Thousand Oaks, California for the winter andwill join the crowd in Las Vegas in May. In the mean-time, no doubt, bucket after bucket of practice balls.

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DICK DEBRUYN, Suisun, California, says he enjoys occasional hunting andfishing excursions with RALEIGH and HOWARD WIRTH, and then adds, "Theyare doing OK, but at times as ornery as ever".

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DEL RICHARDSON credits AL LUSK with bringing him into TARPA. He is livingin Bonsall, California, forty five miles northeast of San Diego, surrounded,he says, by airline pilots, including a good many TWA'ers who keep him up-to-date on what's happening back on the line. "Sure do miss all thosecheck rides, thunderstorms, NYC taxicabs, motels, etc." he quips. "In themeantime, I manage to keep quite busy on our local golf course".

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LARS LUNDSTROM, retired JFK engineer, now settled down near Cleveland,Georgia, says, " I would like to share in this venture of TARPA, its ob-jectives and accomplishments". And we're happy to see another long-timefriend join TARPA.

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JACK SCHNAUBELT: "I'm still restoring and flying old ships. We have aFairchild 22 flying - a 24 in the mill - and I just finished a 1931 Heath".

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TUDOR LELAND: "All the gang working on TARPA TOPICS doing one great job -sure look forward to its arrival".

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BUD BOLAND, from Raymond, Washington, said he is looking forward to thenext convention and "Seeing all my old friends for a real hangar-flyingsession". It's been a long time, Bud.

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ED KIMBALL writes from Paris that retirement for him will come on Sep-tember 25, this year. He also sent $12.00 extra to cover internationalairmail postage.

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JOE WEBB says, "It ' s harvest time for my oranges (Porterville, Califor-nia) - big crop, small price. See you in Las Vegas". (For your infor-mation, Joe, we bought a dozen medium oranges for $1.00 here in K. C .this week, the best price in years. Thanks!"

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BOB STUFFINGS: "Expect to make the Las Vegas convention this summer".That's what we like to hear, Bob.

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THE GRAPEVINE Page 2

Regarding the January TOPICS cover picture of the DC-2, BOB WITTKE writesthat he "had the dubious honor to fly the last DC-2 in TWA service." Hegoes on, "It was parked at LGA for a long time. One night they fired itup as Flight 3-B to Kansas City. I was the Captain. We made about fourattempts to take off ere it was 'fixed'. Unfortunately I've forgotten whowas co-pilot. We finally made it to Kansas City. That was the last flightof a DC-2 in TWA regular service. (1936?)

"Though it gave the appearance of being quite similar to the DC-3, it wastruly more of an open-cockpit airplane and required special clothing inwinter. As co-pilot for CHET MOOMAN , I sat with a lap full of snow aboutfour inches deep one night somewhere between St. Louis and Columbus. Istill have some of the long johns I used in those halcyon days".

Bob offers a correction, too, for the QB picture in the January issue ofTOPICS - and he's right - JOHN HARLIN was erroneously identified as"DAN MEDLER".

And he queries A. T.: "Has anyone asked if you are related to E. T.?"

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

STEVE ZIMAN tells us that he values his TARPA membership directory somuch that he takes it with him on trips. (We consider it a hot publica-tion, but didn't know it could be used as a foot-warmer!)

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

F. W. (BUD) PEAK and wife PEGGY are in Scottsdale for the winter. Theyplan to be back in Missouri some time in April.. Bud retired in 1982.

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

TOM ASHWOOD, JFK Captain, has been elected First Vice President of ALPA,moving up from Secretary, a job he has held since 1977. The new positionis for a four year term. Tom has worked long and hard for the benefit ofhis fellow pilots. We wish him well.

**.***********

DEAN PHILLIPS, our valued treasurer, sends along some notes from memberswho wrote when they sent their dues checks:

JACK HULBURD says, "We are still here in Bucks County on the farm we boughtin early '46 - cuttin g firewood, weeding and enjoying life".

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

BOB FLETT: "I certainly enjoy living in this part of the country. Beautyis every day. Woodland Park is a small town just up the pass from ColoradoSprings, at 8500 feet".

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BILL TARBOX: "Enjoy the TARPA and Seniors newsletters. I am active inreal estate sales and appraisals - life has been good",

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

JOE GRANT: "Will try to make the next get-together. We stay so busy, wemiss the important things. We have 53 people in our jewelry business, somust work to support them!"

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

LOFTON CROW (first Secretary of TARPA): "Am very grateful for good-guyslike you, who handle TARPA's affairs".

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

ANDY NCILWRAITH: "Thanks a lot - keep up the good work".

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

DON ROQUEMORE : "TARPA TOPICS is worth more than the fifteen bucks. Thissource of information for Senior Citizen planning is much appreciated".

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

HERB OTTEWILL'S cataract surgery and implant was successful and he is backin business with a Class II medical certificate. Next thing we know, Herbwill be crossing the country in an ultra-lite ! And he'd make it - both ways!

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

THOMAS R. GRAYBILL, 63, passed away December 15. Tom was with TWA for 34years and retired in 1976. He was Kansas City General Manager of Flyingfor many years and Director of Flight training at the Jack Frye center fora period of time. His wife, Jean, and one son, Stephen, survive him.

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

DONALD C. AAGESEN, Chicago Captain, died November 8 in Lockport, Illinois.He had been with TWA since 1945 and retired in 1979. In a letter to A. T .,MARIAN AAGESEN, his widow, says that [Don's illness, which began in July,was diagnosed at the Mayo Clinic as a malignancy adjacent to the esophagus.The prescribed treatment was not able to overcome the disease. She adds,"The 34 years at TWA were the joy of his life, with so many fine friendships.'

He was 63 years old.

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

LOUIS F. ZAJICEK, 59, retired JFK Captain, died February 6. He came toTWA in 1947 and retired in 1979. He is survived by his wife, Jessica, ofFremont, California.

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

THE GRAPEVINE Page 4

JOSEPH C. DAEHLIN, 61, LAX Captain, succumbed February 9. Joe was withTWA from 1947 until his retirement in 1981. We saw Joe at the 1982 con-vention last May, much thinner than he should have been, but wearing hisusual broad smile and anticipating a good game as he headed for the golfcourse.

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

BETTY LATTIMORE has written that JOHN just got home from the hospital,where he had a "total right hip replacement".

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

JOE IMESON is home and on the mend after surgery in early February. Heis still feeling the obvious reminders that the operation was "major" -(a colostomy), but is optimistic that he will be back to normal activityin the near future.

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

CLIFF ABBOTT has submitted to a second heart by-pass procedure and isgetting around again. Cliff has been in and out of the hospital for sev-eral months, but is reported to be doing well since this last go-around.

* * * * * * * * * * * -* *

RUSS DICK is having health problems, according to news from BEN HART,retired maintenance Department sage. Ben's information is through HOWARDHALL, who writes that Russ's condition varies from. day to day. Prognosisis difficult.

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

BILL BURGNER communicates from his Swiss mountain chalet that he's plan-ning to join us in Las Vegas. In the meantime, he's recovering from abit of vascular surgery on his ri ght leg.

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

JAY BRANDT had triple by-pass surgery on December 10, after chest-painsymptoms but no actual attack. His recovery is progressing well and heis working at building up his walking mileage.

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

MAX PARKISON is getting along O.K., but is handicapped in speech andmobility. Which reminds us to remind everyone that there is a differencein the spelling of PARKY's and MAX PARKISON's last names. There is noinside "N" in Max's "Parkison".

* .* * * * * * * * * * * *

"PARKY" PARKINSON, our energetic Seniors Club liaison, says he's beenreading a new book - IN SEARCH OF EXCELLENCE - and thinks he has found

THE GRAPEVINE Page 5

there "a clue to TW's recent failure to do things better: the lack offamily feeling, the kind that exists at United, also at 3M, IBM and Disney".(And Delta?) His observation ought to be good for some deep discussion.

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

HANK GASTRICH, retired and living in El Cajon, California, writes withcandor and sincerity about his recent success in giving up the bottle. Hewants us to pass the story along on the chance that his experience, so far,may encourage even one other addicted person to take the "first step".

His letter: "This past summer I spent five plus weeks in the CARE unit ofthe Mission Bay Hospital being treated for alcoholism. The program wasthorough and in depth, and so far (200 sober days straight), I have noteven had a desire to drink. While there is no 'cure' for alcoholism, thethree steps to sobriety are quite easy if a person is really sincere.

1. Recognition that you have the disease.

2. A SINCERE DESIRE TO STOP DRINKING.

3. Using the aids provided by any one, or all, of thefacilities available.

�

(Hospital, AA especially,church, etc.)

Other benefits he mentions are a weight loss of 71 pounds (down to 192);blood pressure of 128/79, with medication; "feeling like a 22-year-oldagain - well, not quite, but you get the idea"; and gaining the senseand courage to have two needed operations, including for hemorrhoids, a'new tail pipe and muffler ". Hank's new address: 245 Ballantyne, Apart-ment 18, El Cajon, California 92020 (Telephone 714-579-6713).

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

A reminder: PHIL HOLLAR is Chairman of the TARPA Alcoholic Counselingunit. His address: 27171 Calle Anejo, Capistrano Beach, California 92624.Telephone 714-493-7820. It's in the directory.

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

Along with numerous facts and figures in his year-end report as Treasurer,DEAN PHILLIPS made this observation:

"The Association has benefited by not being billedfor some out-of-pocket expenses incurred by Officersand Committee members.

"Paul McCarty has never submitted a bill for thecomputer printouts and record-keeping expenses hehas incurred preparing the membership roster andrelated documents. Roy Van Etten has performedthe same services for the mailing list and has onlysubmitted one small bill for computer paper.

(continued)

THE GRAPEVINE Page 6

"Lyle Spencer, A. T. Humbles, Dave Richwine, Al Clay,Lyle Bobzin, and others who take on a TARPA taskusually 'forget' some of the costs of doing business.

"Take solace that the Lord was right when He said'It is better to give than to receive".

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

HAL (BLACKIE) BLACKBURN, our Sun City correspondent, had a shortdizzy spell recently and now says "you can tell ennybuddy that I had amini-stroke (the Doc says), have a bit of dementia and am in good spiritsand under good care".

His description, in his own words: "After supper on January 2nd, I readthe Sunday paper in the kitchen while whatzer name, I fergit, was watchinga sit-com in our parlor. Remembered I must sack and put out garbage thenites of Sunday and Wednesday. Vent into the utility room and was reach-ing up high for a plastic bag. It didn't come down, so I looked up atmy skinny arm, fingering the bags, then realized that my arm was hangingdown. So I was trying to push it up and realized I was on my back on thefloor. (Old whatzer name had put down a nice rug for me). Then I couldn'tturn on my belly so I could get up. After a struggle I made it and startedmy chorz, but seemed dizzy and confused - so put the stuff out, locked thedoors and decided to rest a minute. Laid down on the bed, but after awhile decided I must tell Helen (THAT'S her name!) about my fainting spel.Spell?"

There was more to the story, but Happy Hal is now doing fine. We woulddiagnose this as a simple case of a "crimp in the carotids: from holdingthe head back and looking up too long. We heard of a similar result whena friend was painting his house and reaching up - he blacked out, too.The moral of Blackie's story may be "Keep your chin down!". Take upgolf, Captain Blackie, sir - the chin is to the right - and down! Orhave whatzer name put out the garbage.

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

Ego booster, ennybuddy?

An item in the January AOPA Newsletter under the heading "More on PilotAge Versus Flying Safety": Last Month we cited statistics that showedolder pilots have fewer accidents than younger ones, and should not facestiffer medical requirements solely on the basis of age. Recent figuresprovided by the Canadian Aviation Safety Bureau add further credence tothat conclusion.

Here is a comparison of the numbers of current Canadian pilot licensesand aviation accidents, as of October, according to age group:

(continued)

THE GRAPEVINE Page 7

AGE LICENSES ACCIDENTS RATIO

29 and under 31,627 1,565 .04930-44 36,245 1,725 .04645-59 17,936 838 .04760 and over 3,672 69 .019

It looks good, stated this way, but how about the hours flown?

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

New Members since the January directory:

Ed RoweWilliam PolkGeorge EnglandA. H. GettingsVincent BosletGordon BrionM. A. WellmanJames A. SchmittDuane E. WebsterJames N. CoughlinDel RichardsonJohn J. GilbertsonH. H. MyersJack B. MoserAl R. GrandsaertWilliam B. Crickman

E. R. BolandWilliam C. FischerDonald StittRichard M. DawsonCharles H. TschirgiAlden ThoralsenFrederick A.MorseRaymond J. SchriberR. L. ProctorJ. D. OfficerCurtis DavisQuincy TroupAvery LenoirRichard G. ForristalJohn E. Bishop, Jr.Jack F. Dahl

Ora E. MeyersCharles E. StubbsRobert J. WendelA. T. HermanRay F. McQuadeClaude Coldwel lDean V. SmithDon W. AmmanLars LundstromDavid C. SelbyJoseph J. HarrisEdward M. TolfLarry M. HeckerJoe W. WilsonR. H. (Bob) Garrett

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

ARLIE NIXON has called to our attention that he has been added to theEAGLE list in the directory about seven years too soon! "In any event",he adds, "I hope I make it".

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

LARRY HECKER has been in Irving, Texas since retirement and has beenVice President of Operations for the Singer Company (Simuflite Training).He is planning, however, to return to Connecticut and set up his ownconsulting business.

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

DICK LONG and wife ALICE spend winters at Rancho Mirage, California, and(when not on the road) summers at Camp Connell, California. Dick and Alicehave one of the most compact and complete recreation vehicles on the mar-ket. Dick is an agent for the company and we went through it atWickenburg in November. If you're in the market, he has brochures.

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

THE GRAPEVINE Page 8

ERNEST (BUD) SONNE, Yucca Valley, California, writes that he is "unofficialsecretary" for his 1942-44 Marine Corps Squadron. Fifty one of the groupattended a 40th reunion in 1982 in Goleta, California.

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

WILLIAM (BILL) CRICKMAN says he is "slowing down a bit, but has no majorproblems". He is living in Indianapolis.

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

HARRY WARD has been in touch recently with the prodigal son of TWA, J. W.(JAKE) SIMMONS. He is working in a metal engraving business with a nephewin Austin, Texas.

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

About 135 Kansas City TWA'ers gathered at the Homestead Country Club inPrairie Village on January 29 to celebrate the recent retirement of sevenOperations and Training Department veterans. They were: BOB BAEHR, BENBOYD, JIM COMER, TOM HUSS, GENE JONES, FRANK MARTIN and "WHITEY" NEUBERGER.The party was arranged by ANNA KAY HOEHN, BOB WHITE, BOB CROSKELL and SALFALLUCO, all of the training center.

* * * * * * *_* * * * * *

Sixty six locals also gathered at the Quivera Club on December 12 for anotherHANSEN-EGGIMAN social luncheon. This event is becoming a regular featureon the calendar of the K. C . TARPANS.

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

Just learned, as we reach the finish line, that LEO MCFARLAND is sportinga new double by-pass as of February 17. Leo's faithful partner, JUNE,informs us that he has been walking since three days after the surgeryand is now driving his car, not exactly recommended by his doctor. TheMcFarlands are avid tennis players and expect to be ready for thecompetition in Las Vegas in May. They have a head start their backyard is justone big, beautiful tennis court! 40-Love, Leo!

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

From SMILES, the little magazine of Wit and Humor:

Stewardess to airline passenger: "Come on, now. Somebody doesn't havehis seat-belt fastened, and the Captain can't start the engines."

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

THE GRAPEVINE Page 9

NEW FRIENDS AND OLD FRIENDS

By Joseph Parry

Make nMake new friends, but keep the old;

Those are silver, these are gold.

New-made friendships, like new wine,

Age will mellow and refine.

Friendships that have stood the test -

Time and change - are surely best;

Brow may wrinkle, hair grow gray;

Friendship never knows decay.

For 'mid old friends, tried and true,

Once more we our youth renew.

But old friends, alas! may die;

New friends must their place supply.

Cherish friendship in your breast -

New is good, but old is best;

Make new friends, but keep the old;

Those are silver, these are gold.

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

Keep those cards and letters coming! Be humorous if you can, be serious

if you must, but we'd like to hear from you.

The next TOPICS will be about July 1. Happy Easter!

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

THE GRAPEVINE Page 1 0

SECRETARY'S CORNER

Lyle Bobzin called, me just prior to my taking this materialto the printers to add a little more on the reunion, er, Imean convention. Here 'tis;

At the convention. there will be a complimentary cocktailparty prior to the banquet. The initial wine service atthe tables is also complimentary. There will be a choiceof three entrees for dinner.

Cost of the banquet including the band or combo is $20.42per person. This includes a 22 1/2% mandatory union tax, tip,gratuity etc. Those who are staying in the hotel may signfor the banquet expense as well as golf. Others may paythe banquet fee on check in at our regstration desk.

Dorothy Spencer will oversee the registration room so anyof you ladies, or gentlemen, who wish to assist her feelfree to contact her.

Nick Nichols has. volunteered to run a hospitality bar fromten a.m. 'til when for those of us who just wish to visit.

Lyle extends a most cordial invitation to our Honorarymembers to come and be with us all. Room rates are the samefor one or two persons so some may want to double up witha friend. If there is any question or difficulty pleasefeel free to contact Lyle. His address and phone;

Capt. Lyle D. BobzinDrawer 37Boulder City, NV 89005702 293 2081

On another subject, we now have as of this date 1040 membersin our organization. There are still a lot out there eligibleto join with us so why don't you sign them up? It is a simplematter. Just have them send me fifteen dollars via a checkmade out to TARPA and I will attend to the rest. Cockpitcrew members who were ever on the TWA pilots seniority listare eligible provided they are age 50 or over whether flyingor retired. Dues are $15. per calendar year. Those over age75 prior to the beginning of a calendar year pay no dues.

We all owe Lyle Bobzin a tremendous debt of gratitude forall the work he has done to make this our best convention.Believe me, he has had more than his share of problems.

Again, I urge you to be sure to let me have any addresschanges so you will be sure to receive your TARPA mail andsave me a lot of work and our organization a lot of expense.

A. T.HumblesTARPA SecretaryRt. 2 Box 152Belhaven, NC 27810919 964 4655