PRESIDENT'S MESSAGEPENSION REVIEWCONVENTION NEWSRAPA REPORTTARPA TALES FEATURES GORDON LAMBERTAND BUSCH VOIGTS

THE ACTIVE RETIRED PILOTS ASSOCIATION OF TWAA J. (Al) Clay, Jr. JANUARY 1984 Grapevine Editor: O. R. (OLE) Olson

Officers and Directors of the Association

Sam Grimy, Vice Pres. EastW. F. Merrigan, Vice Pres. CentralLou Cook, Vice Pres. WestJohn John D'Albora , DirectorA. J. McCarthy, Director

Lyle Spencer, PresidentR. G. Derickson , First ViceA. T. Humbles , SecretaryDean Phillips, Treasurer

Larry Decelles, DirectorLloyd H. Smith, DirectorPhil S. Holler, DirectorR. P. Long, Director

CRUISES

FISHING

PRESIDENT'S MESSAGE

Early in October our application for tax exempt status wasforwarded to the IRS. They returned it later in Octoberwith a request for additional information. They haveobviously read the application and, so far, have not turnedus down.

A reminder, the deadline date for submitting nominations forthe Award of Merit is February 8, 1984. If you have anynominees, please submit their name/s and supporting data toLloyd E. Hubbard, Pond Woods, Box 773, Stony Brook, NY 11790.

Another reminder, dues for 1984 are $20.00 and are dueJanuary 1, 1984.

Much time and effort is being expended to find out how safeour pensions are and how well they are funded. The PensionReform Act of 1974 is supposed to protect anyone who hasbeen retired for three years or more. This Act also spellsout how present employees and those retired less than threeyears are to be treated in case of a Company debacle. Thisis being researched. You were advised once before that TWA'sand Eastern's retirement plans are worded much more favorablythan any of the other airlines.

Since you will probably receive this after January 1st bothDorothy and I hope you all had a very merry Christmas andwe wish you all the best for 1984.

We hope to see as many of you as possible at the Conventionin Orlando in May.

Sincerely yours,

Lyle A. Spencer

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A PENSION OVERVIEW

While most of those I have talked with are optimistic aboutTWA surviving the recently announced spin-off from the TransWorld Corporation, the gnawing question of what happens toour retirement plans in case the company does go bankruptremains uppermost in the minds of many of our members. Iprofess no super-knowledge on this most intricate subject, butin preparing the general pension report for RAPA recently,a copy of which appears elsewhere in this issue, I did uncoversome details that may be of interest to you. Much of this in-formation, such as the workings of the Pension Benefit GuaranteeCorporation (PBGC), which is the government agency spawned bythe ERISA Act of 1974 to protect employee pensions, came outof the Braniff situation and was obtained from some of theirprinciple pilot representatives. I also consulted ALPA's R&IDepartment, TWA's Employee Benefits Department, and Oscar Cleal,Director of Retirement Trusts for Kidder Peabody Company.Further, reports from other airline representatives at the re-cent RAPA convention were enlightening.

Generally, the situation shapes up as follows:

TWA B Plan: Since this is a defined contribution plan and thecompany cannot divert any of the funds, there appears to be noproblem of security here. As a variable trust annuity, itsyield is a function of the plan's investment performance. Inthe event of plan termination, the units of interest would becancelled, each member's equity would be actuarily calculatedand an individual insured annuity purchased with it. Thistype of settlement has already been accomplished on Braniff,and to a limited degree, UAL and PAA. The resulting monthlyincome of some of the older retired pilots has exceeded, by asubstantial margin, that being produced by the variable trustannuity. Further, the new annuity offered an opportunity tore-select any of the original options.

THE TWA A PLAN is completely different, since it is a definedBenefit plan and subject to variable funding methods and amounts.As nearly as I can determine, the vesting period for the A planon TWA is now three years. If this is true, all pilots whohave been retired more than three years are fully vested andfunded, and under the present rules, would have a fully paidannuity with Equitable, completely free from any provisions ofthe basic plan. Accordingly, those pilots would not be affectedby the termination of the plan and the working of the PBGC.The position of those with less than three years retirement andthose still working is unclear.

It does appear that the TWA pilots who are not fully vested inthe plan or who are vested but not fully funded have severalareas of concern. The first is to get an accurate definition

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A PENSION OVERVIEW PAGE 2

of "funding" and determine the parameters for each category.The second is to determine the actual amount of cash and otherassets now in the plan, its percentage of the plan's currentand projected liabilities, and the actual mechanics of how adistribution would work in the case of plan termination. Thenext concern is what the company's intentions are for the plan'sfuture if TWA does survive this latest crisis. There is adefinite trend to reduce the amount of cash funding of definedbenefit plans in favor of some sort of projection or pool an-nuity funding and to use the surplus existing cash for generalcorporate purposes. Just last year, WAL advised their pilotsthat the company was cancelling their A Plan. This they did,diverting some $27,000,000 of the fund's assets to generalcorporate use. and replacing it with some version of an extendedfunding plan dependent primarily on the company's continuedoperation and financial solvency. TWA could cancel or amendtheir plan tomorrow!

While the situation on Braniff is not identical to TWA's, muchwas learned from it. Numerous hitherto unknown or unforeseenfacets of the PBGC operation surfaced in this underfunded planto the detriment of the employees, including the 'roll-back'provisions. Some of these proved very costly in certain cir-cumstances, particularly among un-vested widows, early retirees,and recent retirees who were vested but not fully funded. Underthe rules in 1982, the PBGC provided a maximum guaranteed benefitof only $897.00 per month for a person retiring at age 60.Further, there are other aspects of the settlement that cannotbe ignored. Not the least of these is the actual workings ofthe PBGC versus the way many people understood it and the factthat, having taken over some 800 plans, it is now expected tobe almost $550,000,000 in debt by the end of fiscal 1984. Anexample of how the PBGC formula and procedures were applied onBNF prepared by ALPA R&I Department follows this article.

The above is a distillation of the best information I havebeen able to glean from the indicated sources. Due to differentinterpretations and constant changes occurring , I cannot vouchfor its accuracy or accept responsibility for its limits. Mypurpose in presenting this brief sketch of a complicated problemis to try to define the relatively secure areas of our pensionsystem and point out areas of possible trouble in the event oftermination of the plans, so that active pilot representativesmay pursue them in advance. If any of these areas of concernhave been completely and satisfactorily resolved or the dataI have used herein changed, I will appreciate hearing about it.

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DaveRichwineVice President Pensions, RAPA

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RAPA

FROM: Vice President Pensions

TO: 1983 Convention Delegates

SUBJECT: Annual Report

The year of 1983 has brought no problems, no inquiries and nodirect membership input to your Pension Committee, for whichI guess I should be grateful. However, this lack of interestby no means indicates that all is well in "Pensionland". Lastyear, more than 380 pension plans failed in this country. Sevenhundred twenty eight (728) companies petitioned the IRS to con-tribute less than what is now required by law. Four hundredsixteen were approved. Since 1980 the number of pension plansshutting down each year has risen by more than 50%. The PBGC(Pension Benefit Guarantee Corporation), which has taken overmore than 800 pension plans, is now $320,000,000 in debt and isexpected to be nearly $550,000,000 in the red by the end offiscal 1984. The PBGC is the only back-up we have for our basicA-type plans and does not apply at all to our variable trustannuities (B Plans).

Besides the heavy demands already being made on it, a recentcourt decision ruled that it could not use any of the residualassets of an over-funded defined benefit plan for employee bene-fits in case of plan termination. While the Reagan administra -

tion is attempting to beef up this agency and its power, nothinghas materialized yet. At best, the benefits provided by thisagency are fraught with serious limitations and a very stringentand cumbersome administrative process. Enclosed is an excellentdissertation on how it works, provided by the courtesy of OscarCleal.

The precarious financial condition of many airlines generatedand aggravated by deregulation together with a mounting union-busting effort within the industry emphasizes, more than ever,the necessity for each of us to examine our own plans to seewhat we can salvage in the case of plan termination. My limitedexcursion into this matter, aided by Oscar Cleal and the ALPARetirement Section, convinces me that our whole setting is averitable jungle. Right now, the name of the game is funding.Our plans are replete with limited funding, current funding,projection funding and other heretofore unravelled limitations.Even our presumed individual annuities are showing such thingsas annuity pools, delayed vesting and other contract restrict-ions. ALPA is working hard at getting beneficial interpretationsin these smoky areas but with slow and limited success.

While I have tried diligently to get a simple answer to thequestion of "What happens to retirement benefits if the plan isterminated?", I have been unable to draft a reasonably accuratesummary. The issue is too fraught with variables from one plan

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RAPA CONVENTION PENSION REPORT PAGE 2

to another and interpretive areas now surfacing in the lightof plan termination studies. I can only reiterate the warningissued in the June 1983 news letter to investigate your ownplans now.....and thoroughly. My experience is that the closeryou get to supposedly authoritative information sources, themore apt you are to encounter new issues and unsettled disputesover others you thought were well established. You may not beable to change anything, but at least you can be forewarned asto what to expect.

On the positive side, there is much awareness of the problemand there are a lot of people working on your behalf.

D. W. RichwineVice President Pensions

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FIRST PRINCIPLE FOR PATIENTS: Just because your doctor has aname for your condition doesn't mean he knows what it is.

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SECOND PRINCIPLE FOR PATIENTS: Only adults have difficulty withchild proof bottles.

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PATTON'S LAW: A good plan today is better than a perfect plantomorrow.

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COLE'S LAW: Thinly sliced cabbage.

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JACQUIN'S POSTULATE ON DEMOCRATIC GOVERNMENT: No man's life,liberty, or property are safe while the legislature is insession.

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PLAN TERMINATIONS(Prepared for BNF MEC by ALPA R&I Department

and furnished us by Oscar Cleal)

During the most recent MEC meeting, the R&I Department wasrequested to summarize the events which would occur in the eventof plan termination. The following is a summary of that pre-sentation.

The Pension Benefit Guaranty Corporation (PBGC) guaranteescertain benefits provided by defined benefit plans in theevent of plan termination. Pilot "A" Plans are defined benefitplans. Defined contribution plans, such as pilot "B" Plans,and profit-sharing plans, are not covered. However, B Planaccounts become fully vested upon plan termination.

The amount payable to pilots from a terminated defined benefit("A") plan depends upon its funded status, or the amount ofmoney in the fund. The law requires that the fund assets beallocated according to certain priorities and have set forthcategories of benefits in a priority order to receive theassets. The priority categories are as follows:

CATEGORY I - Pilot Voluntary Contributions (if any)

CATEGORY II - Pilot mandatory contributions (if any)

CATEGORY III - Annuity benefits to pilots who:

A. Have been retired at least three years

B. were eligible to retire three years ago (i.e.pilots who are over age 53 as of the plan ter-mination date since at age 50 were eligiblefor early retirement).

These benefits are reduced, however, to the lowest benefitamount under the plan in the last five years prior to termina-tion. Normal retirement benefits under the Braniff plan inthe last five years have been as follows:

8/1/76 - 12/31/77: $14,400 plus/minus $250/year overor under 20 years.

1/1/78 - 4/30/79: $16,400 plus/minus $250/year overor under 20 years.

5/1/79 - 7/31/82: 40 percent of final average earningsw/25 years of service.

CATEGORY IV - Vested accrued pension benefits payableunder the plan which do not exceed a certain maximumamount. The maximum in 1982 is $1,380.68/month, payableas a life annuity beginning at age 65. If paid at age60, this amount is reduced to $897.44 per month. Theguaranteed amount increases each year depending on changesin the cost of living, for plans which terminate thereafter.

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Plan terminations Page 2

CATEGORY V - All other vested accrued benefits (i.e.benefit increases which have been negotiated in the lastfive years and benefits in excess of the maximum amountin CATEGORY V.

CATEGORY VI - All other plan benefits.

Benefits up through CATEGORY IV are guaranteed by the PBGC.This means that those benefits will be paid regardless ofwhether there are sufficient plan assets to provide them ornot. The following examples should help explain each of thepossible situations.

EXAMPLE I

Assume the A plan terminates in 1982 and the assets do notcover the amounts necessary to provide the PBGC guarantees.The PBGC takes over as plan trustee. It will pay benefitsas follows:

A. All benefits from pilots' mandatory contributionswill be paid. This does not include the contributions madeby Braniff on behalf of the pilots (cash-vested).

B. Benefits payable to pilots who have been retired atleast three years, up to $897.44/month ($10,769,28/year).

C. Benefits to pilots eligible to retire at least threeyears, up to $897.44/month.

D. Vested accrued benefits up to $897.44/month.

All benefits will be payable in the normal form beginning oneach pilots normal retirement date (age 60).

EXAMPLE 2

Assume the plan terminates in 1982 with enough assets to coverthe benefits described in Example 1. It will pay benefits asfollows:

A. (CATEGORY II). Amounts to pay benefits from allpilots mandatory contributions.

B. (CATEGORY III). Amounts to provide annual benefitsto the retirees equal to $14,400 plus/minus $250/year over orunder 20 years (the lowest benefit under the plan in the lastfive years). Any allocation of mandatory contributions issubtracted from the present value of this benefit.

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Plan Terminations 3

C. (CATEGORY IV). Amounts to provide vested accruedbenefits up to $897.44/month for all other pilots.

D. (CATEGORY V). Amounts to provide the differencebetween benefits under CATEGORIES II, III AND IV, and thebenefit increase of 1978 ($16,400 plus/minus $250/year overor under 20 years.

E. (CATEGORY V). Amounts to provide the difference be-tween 40 percent of final average earnings, the normal retire-ment benefit according to the current plan, and the amountreceived in the previous categories.

F. (CATEGORY VI). If any assets remain they will beused to provide non-vested benefits and disability and survivorbenefits.

If the plan has sufficient assets they will be allocated toprovide each pilot's benefit in each of the categories in suc-cession. If assets run out in the middle of a category, theywill be allocated pro rata to the benefits in that category.If the plan's assets run out before providing at least allbenefits up through CATEGORY IV for all pilots, the PBGC willtake over. In this case, the maximum benefit any pilot wouldreceive is limited to $897.44/month, beginning at age 60 in 1982.

The only benefits guaranteed by the PBGC are benefits up throughCATEGORY IV. In CATEGORY III there is no phase-in rule forbenefit increases in the last five years, the benefit is simplythe lowest one provided during the period. The "phase-in"begins in CATEGORY IV, where the guaranteed amount is the lowestbenefit in the last five years, plus 20 percent of any increasedbenefit for each year the increase has been in effect. This isall subject to the maximum PBGC benefit, however. Since thelowest benefit in effect for Braniff in the last five years isgreater than the maximum PBGC guarantee ($14,400 exceeds$10,769.28), the phase-in will have little effect.

This entire process is dependent upon the effective date ofthe Plan Termination. A termination valuation is made, usingthe assumed interest rate currently in effect with the PBGCto value benefits accrued to that date. The PBGC's assumedrate changes periodically. Therefore, it is not possible atthis time to give a completely accurate estimate of the statusof the funds assets or liabilities.

(End)* * * * * * * * * * * *

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Vice President Russ Derickson recently asked Barney Rawlingsto give TARPA some of his knowledge about the TWA pension plan,ERISA and how it works. His letter follows:

Dear Russ,

The Pension Reform Act of 1974 was passed by Congress andsigned into law by the President on September 2, 1974. Theofficial name of the law is Employee Retirement Income SecurityAct of 1974: the acronym is ERISA.

Among other things ERISA created the Pension Benefit GuaranteeCorporation (the PBGC) within the Department of Labor. Thepurpose of PBGC is to oversee defined-benefit plans (such asA-Plans) when promised benefits to employees appear to be injeopardy, and to limited extent "insure" those benefits. Tothat end the PBGC is empowered to collect a small premium foreach member of each such plan (from the employer), and thismoney is invested and managed by PBGC as a fund to provide pen-sion benefits for employees when their plans come to grief.The pension amounts insured by PBGC are small, however, in com-parison to average ALPA A-Plans.

It must be stressed that B-Plans (defined-contribution plans)are not jeopardized by bankruptcy or other types of plan ter-mination or under-funding.

In event of A-Plan termination (such as resulting from bank-ruptcy) the PBGC has very broad powers to protect pensions ofparticipants. The law has not been in existence long enoughto thoroughly test these powers and procedures. If an A-Planis terminated or seen to be in trouble the PBGC may ask thecourts to appoint a trustee for the plan. The assets may beliquidated and distributed to the participants on a specifiedbasis of priorities, or the plan may continue in existenceunder trusteeship with lower benefits to the participantsdecided on a similar basis of priorities. Without doubt thiswould be the policy applied to a mature plan such as our A-plan.

If a plan is taken over by the above procedure the PBGC deter-mines whether the assets are adequate to cover the scheduledbenefits. In this process the law provides that people retiredwithin three years of the plan termination are subject to thesame calculation as for active employees in weighing assetsagainst plan obligations.

The law also provides for a five-year "look-back" in determin-ing if there are enough assets to meet plan obligations. Planassets are weighed against the benefits "promised" to activeemployees and those retired less than three years, using thebenefits payable under the plan as it existed five years beforeplan termination. Then, if assets are found sufficient to meet

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Dear Russ Page 2

those obligations, the time-frame is moved forward until apoint is found where plan obligations and assets are deemedto be in balance and, if necessary, benefits are reduced fromthe normal benefit structure.

As you know, I am not "in the loop" on current TWA RetirementPlan data, since I resigned from the TWA MEC committee morethan three years ago when I bid to continue as Flight Engineer.However, when my 'phone began to ring on TWA's situation someweeks ago, I checked with some people I trust in ALPA headquart-ers and am assured that the above information is current andcorrect as to how ERISA and the PBGC function in event of A-Plan termination.

The most recent TWA Pilot-Flight Engineer A-Plan report Iexamined was that dated May 31, 1982. On that valuation datethe market value of our plan's assets was about 72.5% of thevested benefits, including the increased liability resultingfrom the increase in benefits effective October 1, 1981.

Our A-Plan investment mix is usually about 35% equity, 65%fixed-income instruments. Looking at how the markets havefared since mid-1982 I would expect that the current marketvalue of our A-Plan fund would be reportable at a level reason-ably near the current vested liabilities.

I do not mean to imply that our A-Plan does not have an "unfund-ed liability" looking to projected benefit levels if the Planremains in normal future operation, but the current assetswould appear to be near the current liability level in eventof abrupt termination of the Plan.

The above is accurate information to the best of my knowledgeand belief. I am sure that TARPA members are concerned, andthat same concern exists in TWA cockpits and ready-rooms.

For what it is worth, I expect that TWA's active employeeswill agree to pay-and-productivity give-backs, that TWA willpull back to some extent from the domestic jungle and dependmore on our more-regulated international operation .....andwill make it.

Russ, as always it is good to counsel with you. You are wel-come to use this letter in any way which is useful to TARPA.

Best regards

Barney Rawlings

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November 7, 1983

TO THE TWA MEC

Gentlemen:

Wall Street giveth and Wall Street taketh away. In the quarterending September 30, 1983, the "B" Plan lost $28,000,000.00 andyour net assets suffered accordingly. You still have a profitfor the year but it has dwindled from $53.00 per unit to $40.42per unit. Our appreciation table now looks like this:

Come January 1, 1984 the retired pilot will receive a 4.441%decrease in income. The value of the unit of interest fell from$33.422 to $31.938. Hopefully we can recoup some of that lossin the final quarter.

The good news is that at long last we have entered into acontract with the CARMACK GROUP to provide us with professionalinvestment service. They will analyze our present investmentsand recommend to the Investment Committee changes that theybelieve would be beneficial to the return on our investeddollar. In addition they will monitor the performance of ourpresent money managers. We will pay for these services by useof directed brokerage.

Retired Pilots Committee

cc: All MEC CommitteesLyle SpencerJames Carmack

Paul McCarty

There have been inquiries regarding the"B"

Plan Equity of retiredpilots. Equity of an individual account is a function of: (A)Age (nearest birthday), (B) Units held and, (C) Current Unit Value.It can be determined from the Table and formula below.

Values shown are for each 100 Units held at a $10,000 Unit Value.The values in the Table were obtained from a computer program pre-pared by Tarpa MEC Liaison Chairman, Roy Van Etten.

To determine current equity value use the formula, E = A X B X C,in which: E = Current equity value, A = Equity from above Table,B = Units held/100 v C = Current Unit Value/10.

Monthly income at age 60 per 100 Units at a $10.000 Unit Value is$83.33. This will remain constant for life if th e there is nochangein Unit Valve , Onl

y a change in Unit Value will alter incomeafter retirement.

The accompanying graph traces income per 100 Units during the 29years from 1955 thru 1983. Also indicated is the Consumer PriceIndex in this period. Fluctuations of income are the result ofUnit Value excursions.

1984 CONVENTION PLANS

Contracts have been signed and the sixth annual TARPA Conventionplans are well under way. They include golf and tennis at thebeautiful Cypress Creek Country Club, two free cocktail parties,a sit-down banquet with the Big Band music of Ken Bennet and,of course, all of the many attractions that have made this areathe unique vacation center that it is. We cannot urge youstrongly enough to plan your trip so that you will have time tosee the fabulous EPCOT center and enjoy the other outstandingattractions in the area. As of right now, the convention isshaping up as follows:

WHEN: Tuesday, Wednesday, Thursday, May 8th, 9th and 10th

WHERE: Sheraton Twin Towers Hotel, Orlando, Florida

COST: $55.00 per day, single or double. These rates areguaranteed three days before and three days after theconvention dates.

TRANSPORTATION: Orlando is now served by nineteen airlinesfrom all over the U. S. and boasts one of the newest and mostbeautiful terminals in the country. TWA has direct servicefrom St. Louis and New York, and connecting flights frommost other on-line cities. While TWA's spring schedule is notyet known, there were three flights a day from St. Louis toOrlando in May of last year. Also, TWA operates two flightsa day into Tampa from St. Louis. Tampa is a one and a halfhour drive from Orlando. For those coming through St. Louis,there are excellent reduced rate back-up flights on Ozark, etc.

Once in Orlando, the Sheraton Twin Towers Hotel furnishes freebus service between the hotel and the airport. Buses leavethe hotel on the hour and the airport on approximately eachhalf hour from 0600 to 2300. Between 2300 and 0600, buses maybe called from the airport courtesy phone. There is also freehotel bus service to all area attractions. For those who wouldlike their own car we have made arrangements with BUDGETRENT-A-CAR for the following rates, which are as much as 40% offthe regular rates:

CAR CLASS CAR TYPE DAILY AND WEEKLY RATE

ECONOMY Datsun 2dr or similar $15.00/75.00COMPACT Aries Dodge 2dr or sim. $17.00/85.00INTERMEDIATE Reliant 4dr or similar $19.00/95.00FULL SIZE Cutlass 2dr or similar $25.00/125.00FULL SIZE (FD) Lincoln Town Car 4dr $29.00/145.00

If you are planning on renting a Budget car, it is suggestedthat you make your reservations as early as possible withBudget of Orlando at 305-859-9420. Tell them you want theTARPA Convention rates, authorized by Angie Gerena.

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CONVENTION PLANS PAGE 2

ACTIVITIES:

GOLF: Arrangements have been made for golf at the CypressCreek Country Club. This is an excellent course and the LPGAplays there two weeks before us. It is also used for qualify-ing at Arnold Palmer's spring tournament. There will be a twoday tournament with a shotgun start both days. Busses willbe provided from the hotel to the club and a buffet breakfastwill be available on arrival. Club storage for Wednesday nightis also provided. The cost will be $14.00 per person per day.

TENNIS: Arrangements have also been made at the Cypress CreekCountry Club for a two-day Round Robin tournament. The Clubhas six beautiful newly resurfaced Plexipave courts. The pro,who is also Tennis Coach for the University of South Florida,has agreed to run the tournament and furnish the balls for atotal of $8.00 per person. This fee will also permit playersto use the courts for their personal use at other times whilestaying at the Sheraton Twin Towers. The courts are threeminutes driving time from the hotel. The club also has arestaurant open to the public. Plan now to bring your gearand make this the biggest tennis outing we have had yet.

BRIDGE will be available in the Penthouse Lounge.

SHOPPING: There is a large discount shopping mall withinminutes of the hotel, as well as Buena Vista Village, a Disneyplanned shopping area with lovely restaurants.

ATTRACTIONS

Major attractions in the area include:

EPCOT CENTER KENNEDY SPACE CENTER GOOD SHOPPING

DISNEY WORLD CYPRESS GARDENS FINE EATING

SEA WORLD STARS HALL OF FAME

CIRCUS WORLD FLORIDA FESTIVAL

RESERVATIONS: Enclosed in this issue is a reservations envelopewhich is to be returned directly to the SHERATON TWIN TOWERSHOTEL, along with a check for your first day's room, plus a$5.00 registration fee. Our reservations are guaranteed untilAPRIL 8th. After that, it will be space available.

ACTIVITIES QUESTIONNAIRE: An activity questionnaire is includedin the back of this issue. It is our primary working tool forplanning, so please fill it out promptly and return it to BillTownsend, whose address is shown at the bottom.

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CONVENTION PLANS PAGE 3

BANQUET: Our sit-down banquet will cost $20.00 per person,which will be collected at the time of registration as willall other fees for golf, tennis, etc.

SPECIAL NOTICE TO ALL BOARD MEMBERS AND COMMITTEE CHAIRMEN:

Due to a large convention immediately preceding us, rooms forthe May 6 and 7 dates may be at a premium. We have blockedtwenty rooms for Board members and Committee Chairmen for thenights of the 6th and 7th to accommodate those of you who arecoming to the Board meeting, which will be held Monday the 7th.0900 in the Penthouse Lounge, B Tower. It is imperative thatyou make your reservations as soon as possible in order tokeep these rooms blocked.

SUGGESTIONS:

1. Plan ahead

2. Register now

3. Mail in your questionnaire promptly

4. Save this issue for reference

5. Direct your questions to:

W. E. Townsend OR D. W. Richwine8077 Brentwood Road 14557 Anchorage CircleSeminole, Florida 33543 Largo, Florida 33542

813-397-1035 813-595-8945

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The reason worry kills more people than work is that morepeople worry than work.

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TARPA CONVENTION, 1984

Schedule of Events

May 7, Monday 9:00 a.m. - 1:00 p.m. Board meeting, Penthouse

May 8, Tuesday General registration, main hotel deskTARPA REGISTRATION DESK in Convention Center.Pay dinner and activities fees.2:00 p.m. - 6:00 p.m. Hospitality room open,Penthouse B Tower. Soft drinksEvening free

May 9, Wednesday General registration, hotelTARPA REGISTRATION DESK in convention center6:15 a.m. bus to golf and tennis, Cypress Creek

Country Club7:30 a.m. Golf tee-off, shotgun start8:00 Tennis

Buffet breakfast available at CC onarrival of bus.

11:30 a.m. Club storage at Pro shop, in-cluded in golf package

11:45 Bus return to hotel1:00 p.m. TARPA business meeting, Volusia

Room in Convention Center1:00 to 4:00 - Hospitality room open, soft

drinks only4:00 to 6:00 p.m. Free cocktail party, Hospi-

tality Room, compliments of TARPAEvening Free

May 10, Thursday Late arrivals registration in Hospitality Roomopen 9:00 a.m. to 12:00 noon

6:15 Bus to golf and tennis7:30 a.m. Golf, shotgun start8:00 a.m. Tennis

11:45 Bus returns to hotel1;00 - 4;00 TARPA Business meeting, Volusia

Room, Convention Center1:00 - 4:00 p.m. Hospitality Room open, Penthouse

Soft drinks only4:00 - 5:30 Cocktails, cash bar, Hospitality

Room, Penthouse6:30 - 7:30 p.m. cocktails, Banquet Room, cour-

tesy of hotel7:30 p.m. Dinner, Cash bar9:00 p.m. Awards, Program, dancing after

May 11, Friday 12:00 noon check out time for those leavingFriday

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EPCOT CENTER

Epcot Center, which opened just a year ago, is indeed like asmall city, though no one actually lives there. Its scoresof shops, restaurants, theaters, exhibit halls, gardens, court-yards and walkways are scattered over 260 acres. Water taxistraverse a lagoon in the center of the city; double-decker busesrumble around its rim; an elevated monorail track loops aroundhalf of the acreage. About 35,000 people Visit Epcot each day.

Epcot is but one of several theme parks in Disney World. Insome ways it is much like its sister park, the Magic Kingdom.Both have a clean look and more theme than thrill rides. ButEpcot appeals to a somewhat different crowd - - more adults,couples without children, and visitors who spend more timebrowsing, eating and taking in the shows.

The Look of Epcot: Epcot is laid out in a figure-eight design,so you can start your tour at any point and visit every areaof interest on a continuous hike.

You enter the park at the bottom of the lower circle, In andaround this circle - called Future World - are seven huge pavil-ions housing corporation-sponsored exhibits on the themes ofenergy, transportation, communications, agriculture, changingtechnology, the world of imagination and life in the 21st cen-tury. The presentations both educate and entertain, and inevery pavilion there is something for almost everyone's taste.If dramatic film and audio-visual presentations on encirclingand split-image screens aren't your thing, the intriguingstatic exhibits (from futuristic cars to computers you cantinker with) or perhaps the rides that take you into the his-tory of ground transportation or the world of aquaculture maybe what you're looking for.

In the top circle of Epcot's figure-eight is the World ShowcaseLagoon. Around it are meticulously crafted recreations offamiliar locales in countries around the world. In each coun-try setting are museum exhibits, shops featuring native products,restaurants serving up regional culinary specialties, and streetperformers and theaters where you can see films or electronic-ally animated dioramas depicting the nation's land and people.

When you arrive: The following pointers will help you get themost out of your visit to Epcot and Disney World:

* The best ticket buy: The best buy is the three or four-daycombination World Passport. It gives you unlimited entranceprivileges for that period to Epcot and the Magic Kingdom, andaccess to all the rides and attractions and the Disney Worldtransportation system.

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EPCOT CENTER PAGE 2

The three day passport cost $35 for an adult, $35 for a junior,(ages 12 to 17) and $28 for a child (ages 3 to 11). The fourday passport is priced at $45, $42, and $36. A one-day admis-sion ticket to either Epcot or the Magic Kingdom costs $15,$14, and $12, and does not permit entrance to the other park.Prices are subject to change.

* When to go: The least crowded day of the week at Epcot isusually Sunday. The least crowded times of day are the earlymorning and evening hours. The busiest period is 11 a.m. to5 p.m. During the summer the park is open from 9 a.m. to mid-night daily; at most other times the hours are 9 a.m. to 10 p.m.

* Where to eat: One of the highlights of your visit toEpcot can be dining in one of the full service restaurants inthe park. The most popular ones are the Rose & Crown (typicalBritish pub fare, beers and ales); Les Chefs de France (pro-vincial French cuisine and wines); Mitsukoshi (Japanese tempuraor Teppan-yaki style cooking); L'Originale Alfredodi RomaRistorante (Italian pasta, veal, chicken and seafood dishes);The Biergarten (German Oktoberfest food and beers); San AngelInn (Mexican dishes and beers); and the Good Turn, (traditionalAmerican fare). Prices run from about $4 to $10 for lunch and$6 to $18 for dinner. The main restaurants require reservations,which you must make early on the day you plan to dine there.Lunch reservations are made at the restaurant, but dinner re-servations must be made at the Earth Station information centeror via the World Key Information System, a computerized videosystem that guests can operate from terminals inside Epcot.Attend to your reservations as soon as you enter Epcot; theybecome fully booked early in the day.

Nice, lower priced, yet often overlooked dining spots that donot take reservations are Le Cellier in the Canada area, Yaki-tori House in Japan and Farmers Market in the Land Pavilion.

* How to avoid long lines. The best way to avoid long wait-ing lines for entrance to the various rides, theaters andexhibition shows is to arrive at Epcot early in the day, by-passthe Future World exhibits near the entrance to the park andhead for the World Showcase area first. By the time you getback to the Future World area, the lines are likely to beshorter.

There are plenty of appealing places to take a break, though...benches alongside the lagoon, umbrella-shaded tables in outdoorpicnic and dining areas, and on walls around little gardensand courtyards in the World Showcase area.

* * * * * * * * * * *

(End)

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THE WAY OF EAGLES...WHEN it's rough aloft . . . or the report says dirtabove the Alleghenies ... or ice and fog over theHump . . . then only master pilots should take to theskyways! For these men who wing their waysmoothly and safely across the illimitable vault ofthe heavens are not only pilots of extraordinaryskill, but men of calm and clear-eyed judgment.

In the sudden surge of enthusiasm that is liftingeveryone into the air, it's well to realize there is anideal that must be recognized by all who hope tofollow the example of those who command thehighways of the sky. The master pilots ... like thegreat sea captains ... are truly a class apart... .

As factors of safety are multiplied in the designand construction of airplanes and engines, depen-dence on pilots will continue to lessen. .. . We knowof runaway planes that have leaped into the airwithout human guidance at all and landed withoutcracking up! We know of war planes that madegentle landings, with dead sticks, and dead masters!We have actually flown in great tri-motored planesthat held their course in fair weather without a mannear the controls. Nevertheless, in the hands of anincompetent, the plane is not a safe vehicle.

In the early half of 1928, when the first burst ofpopular enthusiasm was being put into practical appli-cation, there was a sharp increase in air accidents. . . collisions, stalls, spins, slips, engine failures,overloading . . . due largely to the carelessness ofinexperienced or incompetent amateurs.

Contrasting with over-eager amateurs, we havethe experience of master pilots to prove the safetyof sane flight. Collins, for instance, who has flownthe Air Mail for well over half a million miles inseven and a half years! Dyer, of the Navy, whospent 1215 hours in the air in 1928 without an acci-dent of any sort . . . dose to two unbroken months ofnights and days aloft in wind and storm and clearwithout accident! Mamer, former Army pilot, whocarried 12,000 passengers in 4000 hours of flight,over earthquake ravaged regions, over forest fires,through blizzards!...

And Ford pilots. , flying from Detroit to Cleveland,Chicago and Buffalo, who have flown over a millionmiles in a total of 518 days and nights of unbrokenflight, with better than railroad efficiency and safety.

The best pilots in America today are those whohave completed the courses given by the Army andNavy flying schools. These courses require 300hours of every sort of flying, following thoroughground courses, and rigorous physical examinations.

Ford requires its pilots to have hundreds of hoursof solo experience, with a brilliant individual recordproving mastery of the air! While Ford pilots arenot in command of all the Ford tri-motored all-metal planes that are flying in commercial serviceoutside of Ford-Stout operations, the magnificentrecord of all proves the importance to commerceand industry of properly designed planes, flown by

FORD MOTOR COMPANY

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INSURANCE

RAPA MEDIGAP INSURANCE: Due to high claim rates and increasedmedical costs, the RAPA Medigap insurance cost will be going upby about 25% February 1st. Present policy holders will be soadvised. However, the policy will now pay $350.00 against anymedical costs you encounter outside the country. It will alsopay for immunization shots required for overseas travel.

RAPA LIFE INSURANCE: In the last issue of TARPA TOPICS you wereadvised that RAPA was working on a group insurance policy forRAPA members over 60. This was to be a level premium, levelbenefit term policy that would provide coverage up through theage of 75 and would be convertible to whole life at any time.It would be available in increments of $25,000, $50,000, $100,000,and $200,000. For a man age 60, the premium would run $21.26per thousand per year or $44.30 per month for $25,000, lessapproximately 15% for non-smokers. The availability of thepolicy was delayed due to legal complications. These have beenresolved and you should be receiving a direct mailing on itfrom ALEXANDER and ALEXANDER (Beltran) shortly. Please watchfor it and do not throw it out with the junk mail.

ANOTHER APPROACH: PRICE FINANCIAL SERVICES of Kansas Cityadvises that they have a plan for post retirement insurancethat can be purchased for considerably less than what the TWAadditional insurance would cost. An example cited for a pilotage 60 shows an annual premium of approximately $500.00 lessthan the TWA additional term would cost. Further, their policyis ordinary life with a substantial increasing cash value oraccumulation, whereas the TWA Group policy is straight termwith no cash value.

While the savings on such a policy appear to be quite sound, itis a high premium investment type policy with such features asa reducing face amount, an assumption rate for calculating re-siduals that is twice what is guaranteed and certain othercommon life insurance features. However, there appears littledoubt that this new policy is a better buy than what TWA offerstoday. Subject to approval, a mailing on this policy will alsobe made. Should you desire more information in the meantime,contact:

Robert G. PricePresident Financial Services10401 Holmes Road, Suite 300Kansas City, Missouri 64131

816-941-9070

Submitted by D. W. Richwine

* * * * * * * * * * *

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Retired Airline Pilots Association

BULLETIN OCTOBER 1983

MEDICARE ALERT

The Social Security Advisory Council on Medicare has recommended higher costsfor Part A hospitalization and a whopping increase for the Part B premium cover-ing physicians' fees, along with other changes in benefits and costs.

The Part B premium for 1984 would more than double from $176.40 to $360.90 plusa surcharge of $60.00 per beneficiary which amounts to $420.90 or a total increaseof 140 percent for next year.

The most reliable estimates are for a 65 percent in hospital costs over the nextfour years.

The SSAC has done little or nothing to address the underlying problems of healthcare inflationary costs. Since the SSAC will not face up to its responsibility,it's time that we appeal to Congress for the needed relief. We believe that manyolder citizens will be deprived of medical care due to their inability to affordthese proposed higher costs.

We urge you to call, wire, or write to your Representative and two Senators. Askthem to oppose any legislation that would further inflate our health care costs.

HEALTH CAREN

The US General Accounting Office has found that Laboratories charge Medicare anaverage of 35 percent more for tests than they charge private physicians.

THE FAIR LABS PAYMENT ACT (HR-1106) was recently introduced by Rep. Ron Wyden(D-Ore). This bill would prohibit discriminatory billing practices by medicallaboratories. Congressman Wyden beleives that his bill would save Medicare morethan $161 million over the next 5 years.

If enacted, HR-1106 would require medical laboratories to accept what Medicarepays as payment in full for services. Beneficiaries would be relieved of theliability for currently mandated deductible and co-insurance charges. Older cit-izens could save an estimated $35 million and the US Government could save $21million in 1984 alone.

RAPA supports this legislation and believes that it would be appropriate for ourmembers to actively support this Bill. Write your Representative and two Senatorsasking them to support this Bill (HR-1106 ) - - -

1983 RAPA CONVENTION

DECEMBER 1-4, 1983, at the KONOVER RENAISSANCE HOTEL on MIAMI BEACH! SEE YOU!!

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Retired Airline Pilots Association

6600 SOUTHWEST 126TH STREET - MIAMI. FLORIDA 33156 - (305) 665-4919

15 October 1983

Honorable Lawton Chiles523 Russell BuildingWashington, DC 20510

Dear Senator Chiles:

One of the greatest inequities existing in our social structure today liesin the disparity between the retirement provisions of the Federal employeesand those retiring from the private sector of industry. As you are wellaware, Federal retirees, including members of the congress, receive. periodicadjustments in their retirement income to offset the impact of inflation.This unearned income must come from funds generated, in part, by the taxesof millions of other retirees who served in the private sector. Most ofthese retirees do not have any kind of a cost of living adjustment.

This growing disparity, which is socially and politically unhealthy, gross-ly unfair, and potentially explosive, seems to have received very little orno attention from the bulk of our lawmakers, to date. Such indifference ishard to reconcile under our system of government, which was never designedto make the Federal employee a privileged economic class.

Far too many retirees from the private sector of industry have had to goback to work just to survive in our inflated economy. These same retireesfrom private industry help to support the Federal retirees' comfortable,indexed, inflation adjustment without receiving any benefits themselves.

There is another major crisis facing the private sector retirees - theunder funding of their pension plans. Last year, more than 380 privatepension plans failed completely and another 728 companies petitioned theIRS to allow them to contribute less than the minimum amount required bylaw. Further, the Pension Benefit Guarantee Corporation's operating defi -

cit will reach more than $500,000,000 in 1984. All the while, the Federalretiree continues to enjoy privileged economic status.

From a practical standpoint, I am sure that there are no funds that wouldbegin to correct this inequity. Also, changing the Federal pension systemseems to be virtually impossible since it involves the legislators them-selves. However, I submit that there is a way to induce some equity intothis situation. Relief could be afforded the retiree of the private sectorby allowing a tax credit to any retiree who does not receive a cost of liv-ing adjustment. This tax credit should be equal to the amount of COLA re-ceived by the Federal retired employees during the current tax year. Theburden for this highly justifiable adjustment would then be borne equally

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by all taxpayers, including the retired Federal employees. Also note, thatthis plan would not require any cash outlay or the development of specialfunds to resolve this festering problem.

At the urging of members of my organization, who stress the importance ofthis issue, I am sending a copy of this letter to other members of thecongress. I shall look forward to hearing your plans for action on thisurgently needed legislation.

Best Personal regards.

Sincerely,

RETIRED AIRLINE PILOTS ASSOCIATION

cc: President ReaganMembers of congress

* * * * * * * * * * *

TODD'S FIRST TWO POLITICAL PRINCIPLES:

1. No matter what they're telling you, they'renot telling you the whole truth.

2. No matter what they're talking about,they're talking about money.

* * * * * * * * * * *

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RAPA'S FIESTA IN SPAIN

8 DAYS AND 6 NIGHTS

DATES:TOUR #1 Depart JFK or MIA on Tuesday March 6 and return on March 13, 1984TOUR #2 Depart JFK or MIA on Thursday March 8 and return on March 15, 1984

ELIGIBILITY:Members of all RAPA member orgnizations for both land portion and Iberia'sfanfare. Guests will be accommated on the land portion only if space isavailable at hotel and on charter buses. Of course, they must make their ownairfare arrangements. The cost of the land portion only is $350 per couple.

DOCUMENTS REQUIRED:Valid passport

TOUR COST:$325 per person, double occupancy. Third person, sharing room, $125 landportion only. Single occupancy rate is $375.

TOUR COST INCLUDES:Six nights accommodations at the Hotel Florida NorteHotel taxes and service chargesContinental breakfast daily (this is the best we've found in Europe)Two (2) half day sightseeing toursTwo (2) full day sightseeing tours (lunch is included)Iberia's fanfare JFK-MAD-JFK or MIA-MAD-MlA and RT airport transfers

PAYMENT :Full payment must be in our hands no later than January 20, 1984. A prioritylist will be made from the postmarks on the envelopes containing your res-ervation form and payment. This list will be used to award choice of tourdates, boarding and upgrading, if available.

CONDITIONS OF TOUR:There will be a maximum of 40 persons on each tour date. The priority listreferred to under payment section above will be used to determine tour datechoices on each group. After each group is filled to capacity, the remainingnames will be given standby numbers to be used in case of cancellations oradditional space becoming available.

CANCELLATION:Requests received prior to January 20, 1984 will receive full refunds less$20 processing charge. All requests received after this date will be con-sidered on an individual basis of extenuating circumstances and whetherthere are standbys to use that space.

COMMENTS:These tours are identical to previous tours, they are the best we've done!

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A FIESTA IN SPAIN

TOURS#1 #2Tu Th Day 1 Departure from JFK or MIA via Iberia non-stop to Madrid.

We Fr Day 2 Early morning arrival in Madrid. Transfer to Florida Norte in thecenter of the city. Rest of day free for relaxation and individualactivities. Good time to explore the "AVE", Avenida de Jose Antonio,the main shopping street of downtown Madrid. Taxicabs are reasonable.You may also board city busses in front of hotel to various destina-tions at almost "peanuts fares".

Th Sa Day 3 Panoramic city tour of Madrid. Hotel departure at 0945.

Tour of El Escorial and the Valle de los Caidos. The Escorial is aBasilica (famous paintings in its four capitulary halls), a palaceand Royal Pantheon (a sixteen-sided polygon covered by dark marble),a monastery and a famous library. The VALLEY OF THE FALLEN has takenthe best advantage of natural conditions: a perforated cliff (the in-terior of the Basilica is 262 meters long, about 860 feet) on top ofwhich stands a cross 150 meters high, about 492 feet. Pick up at 1500.

Fr Su Day 4 All day tour, including lunch, will show us two ways of understandinglife...one austere and the other luxurious. Toledo, 70 kilometers fromMadrid, is an exceptional resume of Spanish spirituality, art, andhistory. The whole town is a National Monument: the streets, churches,palaces, its treasures and artisan products such as the world famous"damasquinado" (gold and silver inlaying in iron). We learn about thistechnique during our visit to one of its factories as we watch thesecraftsmen ply their trade. ARANJUEZ is called the oasis of Castile.It is famous for both its numerous gardens and fountains as well asits 18th century buildings: The Royal Palace (the Porcelain Room, theMirror Room, etc.) and the Casa Del Labrador (with ceramics, marble,and watch collections). Hotel departure at 0830.

Sa Mo Day 5 All day free. Do your own thing! A good time for the ladies to starttheir shopping spree for fine porcelain Lladros, boots, shoes, leathercoats, luggage, hand bags, etc. etc. etc. As you walk through the Avesand streets stop in at some of the little Tapas for a glass of vinoand some tidbits. This evening would be an ideal time to find out whyMadrid's personality at night is so different from any other Europeancapital. Night time is not "lived" here only by the professional orthe occasional noctambulist; nor is it cooped up inside a theater,tasca (typical bar), or a dancing hall. Night time also belongs tothe modest people that promenade along the streets and plazas orgather inside taverns in small family groups. Night time is diningin an elegant night club and watching their magnificent internationalshow or dining at a typical "tablao" while watching the spectacular"cuadro flamenco". Night time does not necessarily mean sleep-time,it signals the end of working hours. Why not go on your own to ex-plore night time, rather than on a night tour. Gentlemen must wear ajacket and tie. GOOD LUCK and have a ball, the natives do. Join them!A full day tour for tomorrow...no hang overs...no complainers!!!

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Su Tu Day 6 All day tour, including lunch. Avilla, City of Stones and Saints, isa quiet walled-in town with a warring and mystical background. Thewalls were built in the 11th century and the mysticism from SaintTheresa of Jesus who was born there. Segovia stretches along fromthe classical silhouette of the Roman Acqueduct to the imaginativeAlcazar, passing by the "Lady of Castillian Cathedrals". From Segoviayou can see the snowcapped peaks of the Guadarrama mountains. Segoviawas an important and magnificent city in the days of the Roman occu-pation: the Spanish painter, Ignacio, and the poet, Antonio Machado,based most of their work in Segovia. LA GRANJA is a beautiful RoyalPalace with gorgeous gardens and fountains. It has an unmistakablecourtly air about it and its surrounding gardens and landscape.

Mo We Day 7 All day Free. Do your own thing! You can walk to the ROYAL PALACE,the former residence of the Spanish Royal Family. It was built inthe 18th century and forms one of the most beautiful palatial com-plexes of Europe. The Prado Museum is one of the most important mu-seums of the world. It holds important collections of Spanish paint-ings (El Greco, Velazquez, Ribera, Murillo, Goya...), Italian paint-ings (Fray Angelico, Rafael, Tiziano...), Flemish paintings (El Bos-co, Rubens, Van Dyck...), German, and English paintings, sculpturesetc. etc. It's only a short walk to the Plaza Mayor, why not lunchat one of the many tiny cafes around the plaza.

Tu Th Day 8 Transfer to the airport for your flight back to JFK or MIA.

ADIOS' AMIGO

Your Madrid address will be: Residencia Florida Norte, Paseo de la Florida, 5Madrid 8. Tel. 241.61.90 - which is a modern first class, four star (governmentrated) hotel in the center of the city. It has complete facilities and servicesfor a distinguished clientele, It is located across from the Palace and Gardens.

March is an excellent month with the temperature of mid 60s to 40s and 21 dayswithout rain. Suggested outer wear is a raincoat with zipper lining, dress aboutthe same as New York or San Francisco.

Other helpful tips: Lunch is late and cocktail hour runs until 2100, dinner hourbegins at 2130; there are 100 centimos in 1 peseta and presently the exchangerate is $1 = 150 pts; Spanish brandies, wines, especially sherries are some ofthe finest; English speaking doctors and dentists are readily available; Film andprocessing can be had; shops open at 0900 to 1330 then 1600 to 1900; and publictransportation is dirt cheap. Taxicabs are also inexpensive.

Recommend layered clothing for the varied Spring weather and comfortable walkingshoes for all sightseeing. Evening wear for the men is coat and tie and for theladies regular dresses or pantsuits which ever makes you comfortable.

Get your elligibility letter from your company ASAP and send it along with yourcheck to the letterhead address. Please make all checks payable to J. PITTSsince they go into a special travel account for your security.

I will be away from Miami from December 15 to January 15, 1984. Only if it be-comes necessary, you may reach me at {206) 325-6627 during this time.

- 26 -

If you plan to depart the US earlier than the tour departure date you should listyourself with Iberia for the desired date. However, if you plan to go with thegroup on either March 6 or March 8, don't list yourself with Iberia. This willonly cancel your name from the computer. I repeat, DO NOT list yourself if youplan to go with the group.

We will list the group for each date in a special listing based on the prioritylist and this group listing will take priority over individuals. RAPA will takecare of the group listings for both the East and West bound trips.

Iberia operates daily B-747 flights JFK-MAD-JFK, DC-10 flights on Sun, Tue, andThu MIA-MAD-MIA. You may chose the departure city that suits you best, but besure to have your eligibility letter or form made out for that gateway city.Should you decide to leave early, state your departure date on the reservationform. We will make the necessary arrangements with the hotel for your room, butyour transfer to the hotel will be on your own. Again the taxicabs fares are veryreasonable. Of course, you will be responsible for any extra days hotel and allpersonal and incidental charges when you check out of the hotel.

Your tickets will be mailed directly to you at the address given on the reserva-tion form. You should expect the tickets to arrive about two weeks before yourdeparture date.

. .............. .......... . . .... ........ .. .. .. ...... . .. .. .. .. ..

RESERVATION FOR RAPA FIESTA IN SPAIN

NOTES AND COMMENTS ABOUT THE RAPA CONVENTION

By Al Clay

I attended the RAPA Convention in Miami on December secondand third as a private citizen. Your delegate was DaveRichwine. Dave is RAPA Vice President for Pensions. Hisreport to the convention on pension matters, as well as hisreport to you, is included in this issue.

I believe anyone who sat through the reports from the dele-gates from the various airlines would have to be convincedthat we need a federation of retired pilots such as RAPA. Infact it is a necessity.

The exchange of information and news is important in identify-ing problem areas in pension and insurance plans. Knowingwhat has happened to other group's pensions, passes and in-surance under different conditions at least alerts you topossibilities and eliminates some surprises.

Before attending the RAPA convention, I couldn't get too inter-ested in insurance, but I now believe that the insurance thatis available through RAPA should be expanded. Some personswho thought they were well fixed with company insurance suddenlyfound themselves without insurance protection.

There is a particular need for medical insurance for spousesunder sixty-five.

When the Braniff pilots discovered that the company had can-celled its contracts twelve days before declaring bankruptcy,they immediately began efforts to find a carrier that wouldprovide them with medical insurance. Fortunately, the employeesCredit Union was intact and through the credit union they wereable, after lots of shopping and studying, to find a companythat would insure them.

The Pilots Foundation of Pan American includes widows in theiraid program. Bill Amos (Pan Am delegate) says that since theFoundation helps some persons with their medical bills, theirFoundation is, in some cases, buying Medicare supplemental in-surance for these persons, as it is less expensive than helpingwith medical bills.

There is a trend toward phasing out B Plans. Several airlineshave cancelled their B Plans. These were not just on airlinesthat were in trouble, In all cases, pilots were offered options.

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NOTES AND COMMENTS PAGE 2

According to an article in MODERN MATURITY, House AgeingCommittee Chairman Edward R. Roybal says that since 1980,one hundred fourteen Defined benefit plans have been terminated,resulting in an "aggregate recapture" of more than $443 millionby employers. These plans have been changed in some cases to"defined contribution" plans and in others to profit sharing.In these cases the employees lose the benefit of plan termina-tion insurance previously afforded by the PBGC under the oldbenefit plan.

RAPA insurance is not going to be available to its AffiliateMembers. Hartford is going to propose a new program foraffiliates. RAPA is going to study this program to determinewhether it should be offered to affiliate members.

To be eligible for RAPA insurance, you must belong to a RetiredPilots Association that is a member of RAPA, such as TARPA.

If you are approaching 65 and have a pre-existing medicalcondition that would prevent you from collecting benefits, youmight consider enrolling in your selected Medicare supplementalplan six months early so you can get through your waiting per-iod before reaching age 65.

* * * * * * * * * * *

CURRENT REFLECTIONS

By Bill Dixon

Some 18 years ago, F/E John Soule and his pretty wife, Lee,started looking for their retirement home. With 1970 retire-ment still five years away at the time, what did they use fortheir search? Their own airplane, what else!

John's experience is a vivid example of the wisdom of selectingyour retirement abode prior to actual retirement. Having learnedto fly before WW II, when he was working for Boeing on the TWAStratoliner, John has been a confirmed private pilot ever since.His initial airplane ride occurred when he was in the firstAviation ROTC Class held by the University of Washington. Thepilot was a Lt. Terry. Next time John flew with this same Terry,he was our well known TWA Captain Don Terry and John was hisFlight Engineer. So much for fate.

A lot happened in between that first hop and aerial prospectingacross northern California for a retirement Eden. Suffice itto say that John met and won Lee in Kansas City, where he hadstarted working for TWA as a mechanic. They moved to LGA. Johnleft TWA to help win the war as a Marine engineering officer,and came back to become a 307 F/E. They transferred to SFO atthe first opportunity.

Lee and John Soule

CURRENT REFLECTIONS PAGE 2

We pick them up in 1965, the same year John was named FlightDeck Man of the Year in SFO. They were flying up and down thewestern slopes of the Sierras from Tuolumne north to the Red-ding area.

"This search for just the right spot took about two years beforewe started homing in on the wine country", John recalls. "Weenjoyed the relaxed atmosphere. Napa was nice but Sonoma Countywas more our style. We ended up buying 26 acres we picked fromthe air, near Geyserville. Our plot was on a hill overlookingthe Pedroncelli vineyards. During the time I was working myfingers to the bone on the MAC/PAC operation, Lee worked withan architect and together they designed our retirement house".

John's retirement lasted one week! He began his non-retirementby accepting a request from the Pedroncelli brothers to helpthem out for a few days. He has been with them since, workingin the tasting room, doing customer relations, flying thebrothers around on business in his Cessna, and equally importantto John, generating all kinds of business for TWA. Pedroncelliin this same time span has gained fame as a successful premiumwinery. Try a bottle for John. You'll like it.

Lee, who worked in NYC for Benton and Bowles Advertising whileJohn made life miserable for the enemy in the Pacific, belongsto a tennis club, plays tournament tennis, sews, knits, andreads. Both belong to the local Chamber of Commerce and asJohn puts it, "Geyserville is one block long but we have overa hundred members, including 'Old Ironsides', Raymond Burr".

John can practically walk to work and loves to welcome TWAerstouring the Sonoma wine area. Geyserville is about two hoursnorth of SFO. Ask anybody there where to find John or thewinery. They are synonymous in that gentle, beautiful, rollingcountry. Like the successful '49er prospectors, John and Leediscovered their own "gold strike", but it was no accident!

* * * * * * * * * * *Jack Robertson, one time director of Flight Operations over-seas, and GM-Flying at ORD and SFO, and John Rhodes, formerlydirector of flight training and GM-F at ORD and LAX, both nottoo long retired, are new airline executives.

John has been Senior Vice President Operations for Jet America,Long Beach, for a couple of years. It operates three stretchDC-9s, with more in the picture. Jack Robertson was named VicePresident Operations, November 1, 1983, for McClain Airlines,Phoenix. It will inaugurate service April 1, 1984, with a plan-ned twelve plane 727-100 fleet, refitted for 70 passengers intwo-abreast seating. McClain Airlines, which is headed by TomMcClain, a former TWA Vice President of In-Flight Services,will be offering first class type service at coach fares.

End* * * * * * * * * * *

- 3 1 -

EDITOR'S NOTES

ABOUT LAST ISSUE.........Last issue was the poorest in a longtime. Just when you think everything is going real well, thefire warning goes off. We tried a new printer and the resultswere not so good. A. T . says we won't use him again.

Thanks for not giving me too much flak about the "Dear Abby"letter in the October issue. I am myself a registered Republicanas is the gentleman who submitted the letter for publication.

RAPA CONVENTION...........You are a member of RAPA if yourretired pilot group belongs to RAPA.

Some people have suggested that we move up the publication dateof TARPA TOPICS one month, publishing in March, July, Septemberand December. I am neutral on this matter. We can get it outwhenever you prefer, but don't see any reason to change justfor change's sake. If there is no benefit to the members inchanging, I suggest we leave things as they are. What is yourwill and pleasure?

We hear that former ALPA Vice President Jerry Wood of EAL hasbeen elected to the OX-5 Hall of Fame. He joins such illustriouscompany as TWAers Fred Austin, Harold Neumann, Roger Don Rae,Jack Frye and Charles Lindbergh. Congratulations to Jerry.

Don Cameron sent an address change to A. T . last spring and A. T .sent along the note. In addition to the address change, Donsays: "I was Dave Richwine's Plane Captain on a PBM3-D (flyingboat) at NAS Alameda, California in 1943, and still have a softspot in my heart for the 'boats'". This proves again "It's asmall world".

By the time you read this, the hold on plans to tax your passesand other fringe benefits will have expired. You can expectthe government to go after anything that costs companies "outof pocket" money first. You can also expect the companies whoprovide benefits to try to get out of as much bookkeeping aspossible, so any changes in the way you get your benefits cancreate problems for you as the companies try to shift as muchof the record keeping as possible to you. You might helpyourself some if you would write your Congressman and yourSenators. Don't worry about sounding too brilliant in yourarguments. These people have heard all the smart people onboth sides of this question already. You can let them knowhow many of us there are.

U. S. SENATE U.S. HOUSE OF REPRESENTATIVESWASHINGTON, D. C. 20510 WASHINGTON, D. C. 20515

EDITOR'S NOTES PAGE 2

TRAVEL NEWS

Lum Edwards, Tour Director of the TWA Seniors Club, advisesthat the announcement of their seven day Alaskan cruise setfor June 28, 1984, and a fourteen day Panama Canal cruise,originating in Los Angeles on September 24, 1984, and endingin Miami will appear in the February TWA Seniors Newsletter.Those eligible for the tour who are not on the Seniors Clubmailing list may contact Lum directly at his home.

Captain E. C. Edwards651 Trueno AvenueCamarillo, California 93010

805 - 482 - 5321

*

�

* * * * * * * * * *

MORE TRAVEL

Harry Mickie, "TRAVEL TIPS" Editor for the TWA SKYLINER, ad-vises that he has set up a number of tours primarily for TWApeople through Inflight Tours, Inc., These include a "ROMANIANCULTURE TOUR" of eight days, starting January 18, 1984 for$550 per person; a twelve day "PEARLS OF HONSHU" tour (Japan)March 30th, 1984 for $1425 per person; and a 15 day "SOUTHAFRICAN VENTURE" February 22nd for $1395 per person. Harryadvises that, in spite of their price tags, these are valuepacked tours. For specific itineraries and other details,please contact Harry direct:

Harry A. Mickie1715 Parkwood Drive E,Holiday, Florida 33590

813-938-3041

* * * * * * * * * * *

From Russ Derickson: "Regarding remarks in the June issueabout my footwork while shooting skeet, please advise McCombsand Bobzin that I have purchased two new guns (one skeet andone trap) and that I have hired G. P. Underwood to teach methe ballet and the art of Trapshooting. It will be the respon-sibility of McCombs and Bobzin to come up with an honestscorekeeper".

* * * * * * * * * * *

- 33 -

EDITOR'S NOTES PAGE 3

The following article was excerpted from the USAIR retiredpilots newsletter, the EAGLE'S AERIE. It concerns the "ALLAIRLINE SUNFEST '83" sponsored by the Registry Resort inScottsdale last August.

Here's the bad news. You'll note on the form that "The Sunfest isfor airline people and their guests only. Parents may attend but mustbe with an airline employee". Then (italics ours), "Retired employeesmay attend with proper I.D." First discrimination! Then in the SunfestFlyer, this paragraph, the second discrimination:

WINNERS TOBE VERIFIED

Only bonified airline employeesare eligible to win prizes" It'sokay to bring friends and rela-tives, but please remember thisand don't embarrass yourself. YOUMUST BE AN AIRLINE EMPLOYEE TOWIN PASSES! Friends and relativesare eligible to win other prizes.*Retired airline employees andemployees of smaller airlinesmay win gifts but ARE NOT eligibleto win passes.*

We're certain that Registry management will say, at least in referenceto discrimination 2, that it's not their fault; some airlines that givepasses don't give them to retirees. But some do! And retirees shouldbe eligible to win those. It's time that airlines other than USAir,hotels, tour agencies, etc. realize that retirees are becoming a large,important, and, even, organized group that doesn't appreciate lessertreatment. EVERYONE should realize that EVERYONE will be retired some-day, medically or aged-ally (new word). USAir will not make new inter-line agreements with airlines who don't honor retirees and this shouldbecome the model. Any hotels, tour agencies, or others who want todiscuss this issue in the pages of "From The Eagles Aerie", have at it.

And lest this be dismissed as just the disgruntled feelings of oneof the retirees, note that this Editor is not yet retired, and manymany of our members are not either. (A copy of these dis-grunts isbeing sent to the Registry Resort for their information and to expressour thanks for their invitation to Soaring Eagles.)

* Their spelling - not ours!* * * * * * * * * * *

- 34 -

EDITOR'S NOTES PAGE 4

We are sorry to report the "Parky" Parkinson's wife, MartaMary, passed away on December 2 after a long illness.

ASSOCIATE MEMBERS PLEASE NOTE:

The ad at the right is for yourinformation only. As in thecase of insurance, TARPA doesnot recommend or endorse any-one or anything.

Dave Kuhn sent us this picture of a miracle,

I

In Memoriam

ALEXANDER (AL) RAFFANIELLO,retired JFK Flight Engineerdied December 1, 1983.He was 64 years old.

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

CAPTAIN J. D. (JERRY) BOXBERGERdied December 10, 1983.He was 69 years old

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

- 36 -

WE WERE THE CO-PILOT AND HOSTESS TOO

By Busch Voigts

I came to work with Transcontinental & Western Air, Incor-porated on July 27, 1935. I had learned to fly commerciallyand joined the Air Corps Reserve to help build up my flyingtime. I got my break in aviation flying a Ford Tri-Motor forAlton H. Walker, hopping passengers on sight-seeing flightsover 18 states. I had 1400 hours when I went to work for TWAwith 700 hours on a Ford Tri-Motor, which helped me get thejob.

When I started with TWA our ground school was in the old ArtGoebel Flying School hangar to the west of the TWA hangar atold Municipal Airport in Kansas City, Missouri. There wereseven in my class: A. R. Kingham, Alexis Klotz, O. C. Ross,H. W. Truesdale, H. C. Diltz, E. A. Warren, and myself. Wehad no hostesses on TWA at the time.

We had two seniority lists when I came to work. Pilots andco-pilots. I was really Junior #62. I have enclosed copiesof the original TWA Seniority list. L. A. Rainey, #14 on theCo-pilot list, was our instructor.

Everything went fine withme in learning all aboutthe DC-2 airline procedures,weather, etc., until we gotto the handling of ticketsand cabin duties of the co-pilot - which bugged me tono end.

Rainey chewed me out good inclass and couldn't understandwhy I couldn't get the ticketprocedure through my head. Iwill be forever grateful toAlexis Klotz for coming to myrescue. ( Lex was a Western

Air pilot but had to go through Ground School to be qualified).

Lex advised Rainey that he wasn't a very good instructor andthat he would take me under his wing and teach me. I spentan evening with Lex and he straightened me out fast, and thenext day I convinced Rainey I could handle the tickets andpassenger detail.

After the landings and take-offs practice we started as co-pilots.

Kansas City, August 23, 1935

TARPA TALES PAGE 1

- AND HOSTESS TOO Page 2

The first thing we learned was that the DC-2 would not fly onone engine with the gear down and the gear should be up at theend of the field. I say "field" because some of the airportsdid not have runways. When the pilot broke ground and calledfor "up gear" we pumped for all we were worth to have it upwhen we crossed the boundary. Several handles were broken untilthey beefed them up.

There we were in the climb - - sweating and thinking what to donext. Most of the pilots were mail pilots, and some did theirown book work and ran their own radio; others wanted you to doit for them. At first we didn't know what pilot would wantwhat, but we soon got a reading on all of them and knew whatto expect. One thing they all agreed on was for us to take careof the passengers and handle the tickets. (They didn't like thatwork, either.)

After leveling off in the climb, we were given the signal togo back and take care of the passengers. I enjoyed the passen-gers, but still disliked handling the tickets at each stationand keeping the manifest straight. We served the box luncheswith the usual coffee, tea and milk. Not being pressurized,we would give the passengers plenty of gum and encourage themto chew and keep their ears open. There was one rule about theticket manifest and that was in case we lost a ticket, it wouldbe better to lose the whole bunch. It would be hard to make uspay for all the tickets. In the DC-2 it was very simple - -just open the window and let then go!

Any time we had weather most of the pilots made us stay in thecockpit and work the radio (such as it was). Our navigationat that time was the old range stations, and the reception inweather was not too good, so a lot of dead reckoning was done.I well remember the first direction finder with the loop an-tenna and the controls in back of the co-pilot with the manualloop on the pedestal.

Whenever the pilot kept us in the cockpit, we would appoint abuddy among the passengers to keep everyone tied down and servelunches when the air was smooth.

Pilots flew weather with uncanny accuracy, considering theequipment as compared to today. Low approaches to 300 feetwere routine. Thunderstorm flying was another problem. Someflew low; some high; but most flew low and under the overcastif possible. Always dropped the gear and held 120 MPH. Theold DC-2's could really take a beating.

Just before landing we had to get everyone strapped in, getback to the cockpit, pump the gear and flaps down, and afterlanding - while still taxiing - we ran to the back of the cabinto open the passenger door and greeted the passenger agent,

TARPA TALES PAGE 2

- - AND HOSTESS TOO PAGE 3

giving him the manifest and get ready for the new passengers,etc. Keeping the manifest straight could be a problem withall the stops from Kansas City to Newark.

We had trouble getting very many take-offs and landings becauseof the cabin duties, and I never knew a pilot to swap legs(they wanted no part of the cabin duty).

Pilots were an interesting lot. (That's another story). Eachhad his own way of handling the flight. We learned a lot aboutthe different ways of flying an airplane. Standardization didnot really take place until we got the jets. I could go intodetail describing each pilot, but that would take up too muchspace and that would be another story, too.

We all looked forward to the day when we would check out topilot. ( The title Captain and First Officer came, as I rememberin 1936.) But when we heard that we were getting hostesses, wewere happy to eliminate the cabin duties so we could spend moretime in the cockpit and get in more flying, especially landingsand take-offs.

Hostesses came in 1936. In the first hostess class:

1. Helen Mehl (Chief Hostess)2. Rosella Chambers3. Adele Jenkins4. Frances Wilkins5. Catherine Shotts6. Doris Hammond7. Isabelle Judkins8. Irene Green9. Ruth Rhoades (2nd Chief Hostess;10.

�

Ruth Tierney

Second class of TWA hostesses:

1. Nellie Granger2. Marie Rooney3. Florence Oden4. Margaret Steucken5. Marjory Steucken

11. Elsa Haloman12. Anna Louise Linus13. Mary Ryan14. Avis Peak15. Thelma Hiatt16. Loe O'Connell17. Inis Rounsaville18. Erma Rhule19. Edith Galyen20. Evelyn Curry

6. Viola Baker7. Dottie Koke*8. Irene Franz9. Lois Ann Hastings10. Lolly Sisson

*Dottie Koke Faulkner lives in Kansas City and gave me all thehostesses' names and numbers of the first and second classes.

These girls were great - all registered nurses and very effic-ient. Several of them lived together in a big apartment on43rd street, just east of Main in Kansas City, Missouri. Theywere all good cooks, and I, being single at the time, enjoyeda lot of good meals at their place.

TARPA TALES PAGE 3

HOSTESS TOO FIRST TWA HOSTESS AT WICHITA PAGE 4

FIRST Of the TWA air hostesses through Wichita on a regulartranscontinental run was Miss Ann Lines, Indianapolis, Ind.,

picturedwith Joe Bartles, Kansas City, left, pilot, and BuschVoights, Kansas City, second pilot, the crew of a Los Angeles bound"Sky Chief" Saturday morning. Miss Lines, who is one of 30 girlsstarting work as hostesses on the line, wears a nifty uniform of thesame material as the pilot's uniforms designed by a fashion expert.Hostesses now ride on all the crack "Sky Chief" schedules and willbe added to the crew of all planes in the near future. Miss ArleneElizabeth Peek of Wichita is one of the TWA air hostesses but sofar has not worked a ship on the Kansas City-Los Angeles run.—Staff photo.

Several of these girls married pilots and scattered throughthe TWA system.

Having hostesses on our flights really improved the serviceto passengers and relieved the First Officer of all the cabinduties.

I was really happy when these girls came to work.(End)

* * * * * * * * * * *

LUPOSCHAINSKY'S HURRY-UP-AND-WAIT principle:

If you're early, it'll be cancelled.

If you knock yourself out to be on time, you willhave to wait.

TARPA TALES * * * * * * * * * * * PAGE 4

INTEROFFICE CORRESPONDENCE

TRANSCONTINENTAL & WESTERN AIR, INC.October 24, 1936

First Officer Busch VoigtsKansas City, Missouri

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

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

LF:LC

cc: H. H. GallupJ. A. CollingsHarlan HullLee Flanagin

Berry's World

"I am READY for 1984!"

PAGETARPA TALES 5

L. G. FRITZSupt., Eastern Region

TWA PILOT ASSOCIATION

Kansas City, MissouriAugust 29, 1935

TO ALL PILOTS AND CO-PILOTS

The attached Seniority List is issued, subjectto revisions and corrections. Please inform this office of anyerrors in time of employment and of assignment as pilot.

Date of assignment as pilot is the ditto onwhich your seniority commences. Record of first trip as pilotdetermines this date.

You are allowed until September 15 to send incorrections, which will be considered by a committee of pilotsto make changes in the permanent Seniority List accordingly.

Those on present co-pilot status who have, todate, never boon assigned as pilot are listed according to dateof employment.

President

JDG:LC

TARPA TALESPAGE 6

NAME

SYSTEM SENIORITY LIST

Pilots

ASSIGNED PILOT DATE EMPLOYED

1. Morehouse, S. A.2 . Bollande, E. A.3. *Goss, L. W.4. *Frye, Jack5. *Richter, Paul E.6. *Whitney, F.7. Holloway, H. H.8. Young, Franklin9. Rice, G. K.10. Burns, Art11. Bowen, M. O.12. *Collings, J. A.13. *Tomlinsen, D. W.14. Smith, Ernie15. Andrews, H. G.16. *Hull, Harlan17. Preeg, F.18. *Coyle, 0. W.19. Campbell, H.20. *Beaver, G. T.21. *Gallup, H. H.22. Chiappino, L. J.23. *Welsh, S. D.24. Walsh, J. G.25. Collins, A. W.26. Fleet, E. W.27. *Nelson, LaMar28. Richardson, F. G.29. Hall, H. E.30. Bartles, J. S.31. Eccles, R. A.32. Bryan, 0. F.33. Campbell, H. E.34. Abbott, C. V.35. Zimerman H. J.36. *Smith, A. D.37. Graves, J. D.38. Moffitt, T. M.39. Dowling, W. H.40. *Snead, H. B.41. Golien, W. G.42. Parker, A. N.43. 3Hereford E. T.44. *Fritz, L. G.

TARPA TALES PAGE 7

-2-

ASSIGNED PILOT DATE EMPLOYED

45. Wilkins, A. M.46. Eischeid, J. 0.47. Seyerle, W.48. Ashford, T. H.49. Litzenberger, A.50. Williams, W. C.51. *Taylor, H. C.52. Wade, F. D.53. Smith, W. L.54. Olson, I. R.55. *Flanagin, Lee56. Mosker, D. L.57. Brill, G. W.58. Hanson, R. G.59. *Burfcrd, D. W.60. Hoblit, M. L.61. Campbell W. M.62. Munger, L. D.63. Simons, R. L.64. Dick, R. J.65. Ferguson, 0.66. Gove, 0. M.67. Bohnot, F. L.68. Stanton, S. T.69. Smiley W. H.70. Thornburg, J. W.71. Torry, D. R.72. Larson, R. M.73. Lewis, H. C.74. Peterson, W. F.75. Klose, E. 0.76. Scott, P. T. W.77. Janes, W. W.78. *Haueter 0. R.79. Frodrickson P. S.80. Niswander, F. E.81. Robey, C. E.82. Harlin, J. E.83. Medler D. M.84. Roe, J. H.85. Moser, J. M.86. Heideman, R. A.87. Cable, J. W.88. DeVries, W. H.

* Flight Supervisory Personnel

NAME

TARPA TALES PAGE 8

-3-

lots

NAME DATE EMPLOYED

1. Lewis, Evan2. Monday, W. A.3. *Redpath, P. H.4. Avery, W. L.5. Williams, L. M.6. Williams, M. C.7. Jaquish, E. A.8. Boller, Dana9. Boqua, E. Z.10. Bishop, L. E.11. *Houle, G. L.12. Olson, L. W.13. Daily, C. D.14. Rainey, L. A.15. Carter, J. S.16. Carrigan, J. J.17. Johnson, H. A.18. Kaye, C. R.19. Moon, H. P.20. Warwick, H. E.21. Springer, C. R.22. Trimble, W. L.23. Blackburn, H. F.24. Cox, J. T.25. Dally, B. J.26. George, J. F.27. Moomaw, C. C.28. Smith, F. H.29. Kratovil, C. J.30. Wells, R. W.31. Browne, L. W.32. Busch, F. E.33. Darby, J. E.34. Lamont, R. S.35. Lehr, C. W.36. Miller, W. B.37. Overman, R. E.38. Enyart, C. E.39. Franklin, D. K.40. Grabill, W. F.41, Poquette, T. S.42. Blaine, M. D.43. Black, L. R.44. Gaughen, T.45. McFerren, P.46. Talbott, R.

TARPA TALES PAGE 9

-4-

NAME DATE EMPLOYED

47. Ambrose, W. M.48. Jacques, S. W.49. Kimball, W. F.50. Kruse, R. H.51. Pope, Francis52. Hess, H. G.53. Grow, H. B.54. Fairchild K. C.55. Steves F. L.56. Smith, D. W.57. Carroll, J. C.58. Kingham, A. R.59. Klotz, A.60. Ross, 0. C.61. Truesdale, H. W.62. Voigts, Busch63. Diltz, H. C.64. Warren, E. A.

TARPA TALES PAGE 10

The following article came in a letter to A. T. Humbles fromGordon Lambert, who was 75 on August 15, 1983. Gordon wrote:

Dear A. T.:

The articles about Harold Neumann's pre-TWA days as well ashistorical TWA facts by Ed Betts, McFerren and the rest arevery much appreciated by me and I am sure all the other readersfeel the same way. The enclosed incident experienced by me inSeptember, 1933, may possibly elicit a chuckle or two from thereaders, even though as compared to some of the other old-timersexperiences it seems very pale indeed. Also, one of Harold'sexperiences that he told me about is enclosed.

MY FRIEND HAROLD

By Gordon Lambert

During what I believe was the year 1972, Harold, my wife, and Iwere viewing his numerous trophies in the trophy room of hishouse in Kansas City. Before his Ike and Mike flying days,Harold had an OX-5 Jenny and one year he was flying it in Aero-batic competition during an air show at Chicago. He decided todo a loop as one of his maneuvers. However, it was his firstattempt to do this stunt and after approaching the verticalposition, he lost his nerve and shoved the stick full forward.Result - a severe outside whip-stall. Upon landing, one ofthe judges rushed up to Harold's cockpit and said, "Son, wenever have seen that maneuver before and we don't know its namebut it sure was a thriller-diller, and we are awarding you thefirst prize!" (End)

Reminded me of my first attempted loop in my J-5 Travel-AirCotton Duster in Mississippi in 1939. Did the same thing,but the J-5 200 HP Wright had more oomph than Harold's OX-5,and I recovered forward. I made it complete the next day, though,and for several days after until some other pilot snitched onme and my boss said that he thought it inadvisable to do stuntsin that old duster and especially without a parachute on. Suchwere those days.

SPINS BY THE BOOK

or

"A LITTLE KNOWLEDGE IS NOT ALWAYS WORSE THAN NONE"

It was September, 1933, and I had finally persuaded my brotherJack to loan me one thousand dollars with which I purchased aJ-5 Travel Air B-4000 from Bill Ong in Kansas City for $840,and used the balance to build a T hangar across Cerrillos Roadfrom the Indian School in Santa Fe, New Mexico. I had beenworking for George Law, who had 200 acres south of Espanola onthe Rio Grande, receiving as wages flying lessons in the Hisso

TARPA TALES PAGE 12

SPINS BY THE BOOK PAGE 2

Eaglerock owned by the Santa Fe Flying Club, George being theflight instructor. My flying lessons consisted of "follow methrough on the controls during this take off" or "follow methrough on the controls during this landing". I'm sure allof you old timers heard these phrases until you were just assick of them as I was, and learned absolutely nothing, just asI did. Oh yes, I learned to fly straight and level, about twentyhours of it, what the heck..... t ! ! I quit and finally got theT Air.

Well, there was a Ryan School of Aeronautics transport pilotgraduate living in Santa Fe who had taken that course in SanDiego when you bought it for $4200, which included a new RyanS-T low wing monoplane. What prices! I asked him to instructme on the T-Air. Result was the same old phrase, "Now followme through on the controls during this landing". Phooey onthat, so finally my girl friend Marge and I (she is still mygirl friend), drove my old Model-A around the plaza one after-noon late until we saw a friend (Paul Whoozis, his name was), "

who could help me shove the T-Air out of the hangar and bygolly, I would just fly that wonderful airplane all by myself,no "Follow me through on the controls" this time! Late after-noon I said? Yes, it was, almost sundown and, of course thesun shining in my eyes for landing. I made it O.K. though,after three attempts; heck - nothing to this.

About five solo hours later, Jack was at that little airportwith me and I invited him to take a hop with me. Well, whatthe heck, after all he loaned me the money to buy that wonder-ful airplane. Should not I give him a little something extra?After all, I was not paying any interest on that loan and Iwas living in his house rent free. He was entitled to morethan just a fly around the town. How about some steep turns;it's the least I can do. My preference was to the left, firsteasy around then steeper, steeper, and steeper until the wingswere vertical, the stick in my lap, and the throttle full for-ward. Suddenly something violent had happened, the nose wasdown and that airplane was a whirling dervish, whipping sorapidly to the right - WOW! Well, I had not been instructedin spin recovery, in fact I had never been in a spin nor hadI ever seen one, but I deducted that we were in a spin and avery violent one at that. Now for so many years I had so very,very much wanted to learn to fly. I took a home study coursein aeronautics, showing air-foils cross sections and how pushingor pulling the controls made attitudes change. Also, I studiedmeteorology - and remember the "Aero Digest" magazine? When Icould get it, I devoured it word for word. During the firsttwo turns of that violent spin, I remembered an article in one"Aero Digest" issue about a book written by "Tommy" Tomlinsonof his days at Pensacola, when some French aviators were beingtrained by our U. S. Navy on what I believe were Jenny seaplanes.

TARPA TALES PAGE 13

SPINS BY THE BOOK PAGE 3

(real dogs they were). Well, an excerpt from Tommy's bookabout a French student pilot inadvertently entering into adreaded tail spin while soloing his seaplane was in one issue.He knew that he was doomed for he also knew that tail spinswere fatal, recovery impossible, and he was going to die inthe inevitable crash. In order to speedily end it all, andavoid the terribly long wait for certain death, he would shovethe stick forward and end it all as quickly as possible. Asa result, he recovered from the spin and another very valuablebit of information had been added to flying technique. Like-wise, I knew that I was in a terrible predicament and neededto act quickly. It seemed that if I shoved forward on thatstick that we would go over on our back, but I did and recoverwe did. Wow, what a relief. I eased back on the stick andleveled off, and only then did I realize that the throttle wasstill wide open. Then Jack's head slowly raised into view againin the front cockpit. Back to the airport we went and climbedout, leaving the good old J-5 ticking ever so sweetly. "Jack",I said, "I have read that after novice pilots such as I amexperience hair raising escapes such as we have, that if thepilot does not immediately fly again, he will never do so inhis entire life, so I am going up for another short flight.Do you wish to accompany me?" "Hell, no, I do not wish to gowith you", said Jack. And do you know that that bigoted Fear-less Fosdick brother of mine would never fly with me again?Furthermore, he would only take one ride with me in the side-car of my motorcycle because I turned fast to the right justto give him the pleasant feeling of being airborne in a side-car. He liked horses all right, but he never did have the realfeeling for airplanes that I did.

* * * * * * * * * * *

In a note dated November 5, 1983, Gordon writes that he hadexperienced a slight stroke while at Park City, Utah, with hisright arm and hand being affected, along with his equilibrium.He's exercising and trying "like the dickens" to get better,and says that he'll make it O.K.

* * * * * * * * * * *

From Tom Carroll: "My first trip was from LGA to CHI on December1945, with Captain Sam Gracy. When I told Sam it was my firsttrip as F/O, he laughed, saying it was his first trip as Captain.I didn't tell him I had well over 500 hours as Captain on C-47sin the Air Force."

Tom's most interesting and exciting trip was a flight from SFOto JFK on December 4, 1965, when EAL tried to occupy the sameairspace as my B707-131B over Carmel, N. Y." The second mostexciting flight was PIT-LGA in October, 1957 (?) when he lostboth generators in a M-202 at night on instruments in ice.

(continued)

TARPA TALES PAGE 14

FIRST TRIPS PAGE 2

"Let down over ocean south of JFK till contact about 800',then turned north, spotted Floyd Bennett flashing beacon andlanded at JFK. The area Radar thought we went in the oceanbecause we disappeared from the screen when we got low. Traf-fic was holding for about thirty minutes.

"We didn't have any lights except my flashlight (the F/O'sflash didn't work). Had to buzz JFK tower about 400'. Whenthey saw us, they flashed the lights on 31R.

"Frank Busch sent me a nice letter."

* * * * * * * * * * *

From Bob Cummings: "My first trip on the line was from MKC toABQ on November 1, 1940. I flew with Captain Alton Parker andHostess Ryan. Alton wore his white scarf and always put onhis grey suede gloves for takeoffs and landings. He was veryprofessional and calm about his flying and made a smooth instru-ment approach into Wichita. (My First). I was very impressedand decided then and there that this Airline flying was the wayto go."

Bob's most unusual flight was on a trip from LAX to LON onNovember 1, 1973. "We lost three generators and one enginethat night and still made it into LON within a few minutes ofschedule. The passengers were never aware that anything waswrong. Co-pilot, Miller: Engineers, Dunlop and Beaton. Wehad the Chief of LAX maintenance on board and every time welost a generator Andy Beaton would call him up front and ribhell out of him. Never had problems with generators being lowon oil out of LAX again".

* * * * * * * * * * *

W. I. Sanders writes that his first trip on the line was fromKC to AB on October 17, 1936. He flew with Captain Alton Parkerand remembers that the flight was "confused".

* * * * * * * * * * *

To the question "Anything you can remember about your firstflight", E. L. Cavanaugh also replies "utterly confusing".His first flight was with Wilber Knudsen, from MKC to ABQ inSeptember of 1945.

* * * * * * * * * * *

Bill Dixon first flew on the line from KC to LGA on October 3,1945, and can't remember much about that first flight. However,the second trip was more memorable. It was October 7, 1945,and was a round-trip C-47 flight KC-IND-KC. 'Frank McKee wasCaptain and let me fly it back to KC. I flew it from the left

(continued)

TARPA TALES PAGE 15

FIRST TRIPS PAGE 3

seat and it was the first leg I flew as a TWA pilot. Frankwas brave, oven if wx was CAVU. It helped that I had flownC-47s in Troop Carrier Command."

Bill's most interesting flight was on a trip from Guam to Peking,China on February 1, 1972. "This was to take Engineers andequipment to China, three weeks prior to President Nixon's visit,to set up TV broadcast facilities. Marv Horstman, who was GM-Flying at JFK, was pilot in command. I was GM-Flying at SFO,and was the co-pilot. Jim Hacket, JFK Manager of Flight Engin-eers, was F/E. Trip started January 28, in LAX. Guam-Pekingleg included stop in Shanghai for lunch, fuel and to pick up aChinese navigator and radio operator. One month later I wentback from Guam (where we had left our plane) to Peking to pickup our passengers. This time, Chuck Thompson was my co-pilot andGale Howell was Flight Engineer, an all SFO crew."

* * * * * * * * * * *

From Herb Ottewill: "My first trip on the line was from MKCto ABQ on June 29, 1941. I flew with Captain Kasper on Flight#1, a DC3, #382, time 5:45. Found out what 'Tucumcari' meant!"

Herb goes on to say that his most unusual flight was on a tripfrom ORD to CMH on January 26th, 1963. Details of that tripfollow.

Editor 's Notes

Passengers had a ringside seat from the cabin at 23,500 feet as CaptainHerb Ottewill, piloting Flight 18, led a crippled Air Force T-33 jettrainer to a safe landing at Columbus January 26 (SKYLINER, February 4) .

The T-33 was piloted by Major Victor A. Rollins, who was enroutefrom Andrews Air Force Base, Washington, D.C., to assume command ofthe 166th Tactical Fighter Squadron of the Ohio Air National Guard.

"Always glad to help an ally," said the TWA captain, who's a captainin the U.S. Naval Reserve.

Instrument failure on the Air Force jet and limited visibility led to theemergency action. Passenger Fred Harbath of Marion, Ohio, caughtthe rescue effort with a Polaroid and presented the picture to CaptainOttewill as a memento.

PAGE 16

PICTURE ON THE

RIGHT WAS PUB-

LISHED IN THE

SKYLINER, IN

THE EDITOR'S

NOTES COLUMN

TARPA TALES

"...Roger tower, it's a T-33, IFR fromAndrews to Lockbourne, 15,000 feet...,"the voice on the handoff telephone linesounded crisp and efficient. "...He'scritical fuel and his airspeed indicatoris inoperative...do you have him?..."ATCS Emory Fleener, Coordinator, Colum-bus Tower, searched his vertical radardisplay and, as the voice continued,"...He's now 20 miles east of Lock-bourne...," he located the radar tar-get, identified it and pointed it outto ATCS Dean Skidmore, Radar ApproachControl, who nodded acceptance. "Rogercenter" , Fleener spoke into his handoffline, "... Radar contact, 20 miles eastof Lockbourne, 15,000 feet, change himover."

Within seconds Skidmore was in contactwith the pilot and had him lined up fora straight in approach to Lockbourne.He gave the pilot current weather:ceiling indefinite, 500 overcast, visi-bility 3/4ths of a mile, light snow.The pilot acknowledged for the weatherand continued his approach. At thispoint the pilot became apprehensiveabout his approach in this weather(...what with an inoperative airspeedindicator), and requested if his air-speed could be calculated by radar.Although Skidmore could estimate the

TARPA TALES

speed it would not be of sufficientprecision to conduct an instrumentapproach. He informed the pilot.Skidmore shared the pilot's predicament;he knew that precise speed control wasnecessary to land a high performanceaircraft. If the pilot came in too"hot " he would most assuredly run offthe runway, too slow - without airspeedindication, a critical stall - at lowaltitude - was inviting disaster andcritical fuel ruled out a missed ap-proach. The cards were really stackedagainst the pilot. The pilot requestedan alternate airport within range of hisfuel supply (now 30 minutes) whereweather would allow a visual approach.ATCS Charles Meng, Watch Supervisor,who was supervising the operation, hadanticipated this development and, hadjust completed checking airports withinrange of the jet for latest weather.All, with the exception of Columbus,which was giving: Ceiling indefinite,600 overcast, visibility one mile,light snow and haze, and Lockbourne,were below minimums. Meng gave thisinformation to Skidmore for relay tothe pilot. Although the weather infor-mation was disappointing, the pilot hadthe satisfaction of knowing he had ahalfway decent ceiling and visibilityand, at least, a chance at Columbus.

This chance was almost short lived. Asthe pilot continued his descent inbound

PAGE 17

to Lockbourne his altimeter becameerratic. It started to wind slowlythen rewind rapidly. The pilot leveledoff - still on instruments - and urgent-ly called Skidmore, relating this newcrisis and asking for assistance - re-questing that a T-33 be "scrambled"from Lockbourne to lead him down throughthe overcast. Skidmore, immediatelycleared the T33 to climb to a position ontop (previous PIREPS reported tops19,000 to 23,000 feet, clear above).While Skidmore was still talking to thepilot, Fleener contacted IndianapolisCenter, explaining briefly the situationand requested that all altitudes up to30,000 feet over Columbus be cleared ofair traffic and released to ColumbusTower. He stood by -- within thirtyseconds this was done. At the same timeMc-g had alerted Lockbourne. They saidthey would expedite a rescue plane tothe T-33. Skidmore continued to monitorthe T-33 and provided steers that wouldkeep the pilot in the area. He vectoredhim over Columbus and within a few min-utes the pilot broke out on top, in the -clear and sighed with temporaryrelief(fuel was still being used rapidly -too rapidly). Skidmore, now that he hada second, explained to the pilot thatthe intercept aircraft would be in amuch better position to locate him ontop, than in the thick weather below.The pilot readily agreed - and recheckedhis fuel - less than thirty minutes now.Meng again called Lockbourne to checkthe status of the rescue plane and givethe pilot intercept instructions. Thetower informed Meng that the aircrafttaxied out but had - just this minute -developed mechanical trouble - could notget off, and that they could not releaseanother plane. Now what?Fieener and Skidmore dug deep intotheir bag of tricks and were just aboutto give up, in utter frustration, whenthey simultaneously saw their means ofsaving the T-33 pilot; TWA Flight 18,a Boeing 707, just reporting in toSkidmore, 10 miles northeast of Columbusat 5,000 feet. Skidmore informed thepilot, Capt. Herbert Ottewill, of theurgent situation and asked if he wouldhelp. Capt. Ottewill replied immediatelyand with out hesitation, "Sure, let's go: "

Skidmore informed the T-33 Pilot of therecovery and then cleared TWA 18 to25,000 feet, report when on-top, andvectored TWA direct to the T-33 target.Capt. Ottewill increased speed and ex-pedited climb. .Within minutes he wasrapidly closing on the T-33 target butnot yet on top. Skidmore gave Capt.Ottewill vectors around the target -

maintaining five miles separation untilthe TWA 707 broke out on top and in theclear and spotted the T-33.At this time Skidmore asked TWA and theT-33 to change to frequency 121.5 (theonly VHF frequency aboard the T-33).This was done and Skidmore continuedvectoring TWA towards the T-33. Thisallowed for a coordinated recovery.The T-33 was estimated to be at 19,000feet; TWA came in on the target at23,000 feet. As they converged, recogni-tion was exchanged and Skidmore outlinedhis plan for the recovery; he wouldvector them for an approach to Columbus,he would give descent instructions, andrequested reports leaving altitudes andreport when runway 27L was in sight.Capt. Ottewill and the T-33 pilot con-curred. Present weather and altimeterwere given.Prior to starting descent, the T-33 hadsome difficulty in keeping up with theBoeing 707. Capt. Ottewill continued toreduce his airspeed until a mutuallyagreeable distance and common airspeedwas established. The airspeed was 220knots, then the T-33 took up a positionslightly above, off to the right andbehind TWA.All set. TWA dipped into the overcastwith the T-33 locked-on. They disap-peared from sight continuing down oninstruments through the weather. Downin the IFR Room, Skidmore, Fleener andMeng followed their progress anxiously.Leaving 20,000..., leaving 15,000...,leaving 10,000..., leaving5,000...thetarget (not targets) moved closer in.The tension was almost unbearable, itseemed like an eternity....Skidmoreinformed TWA that he was now five milesout, requested altitude - 2600 feet(no visual contact yet). Skidmore wasgetting anxious, wondering if he shouldbreak it off...when TWA, then two milesout - altitude 1,400 feet, spotted thehigh intensity lights. Both aircraftcontinued inbound; at 600 feet theybroke out beneath the overcast - runwayin sight. Capt. Ottewill proceededdown, over the runway - contact - at afew hundred feet and when he was surethe T-33 was lined up for a safe land-ing, he executed a missed approach.The T-33 pilot landed safely and wasfollowed by TWA 18.To ATCSs Skidmore, Fleener and Meng fora job extremely well done

We Point With Prideand, to Capt. Herbert Ottewill and thecrew of TWA Flight 18, we extend ourmost sincere appreciation and thanks fortheir assistance to the Air TrafficService and a fellow airman.

TARPA TALES

Originated by Air Traffic Division - Operations Branch

THE TARPAGRAPEVINE

January, 1984

Today marks two weeks after "The Day After" televisednuclear blast over Kansas City and its suburbs. Ex-cept for a strong northwest wind and a light snowfall,quite normal for late November, everything looks thesame. The typewriter keys are not fused togetherand the fingers are still flexible. We are thankfulthat mayhem was confined to the face of the televisio

n

tube.* * * * * * * * * * *

A large gathering of about 450 people was presentat the Camelback Inn, Scottsdale, Arizona, on Sep-tember 16 and 17, for the annual TWA Flight Operationsretirement party. Approximately 70 individuals whotook their final leave between September, 1982, andSeptember, 1983, were honored with commemorativeplaques and received the crowd's best wishes for asuccessful retirement. (There were others who re-tired during the past year but did not choose toattend). Guest speaker at the Saturday eveningbanquet was PETE CONRAD, former astronaut (now withthe Douglas Company), whose lively and humorous recallof space exploits was well received by the largeaudience. A list of the names of those who werehonored at Scottsdale may be found at theend ofTHE GRAPEVINE. In the future, to avoid breaking intothe main trunk of the vine, all lists will appear atthe end. Let's try it, anyway.

* * * * * * * * * * *

SILAS A. (SI) MOREHOUSE, Chief Pilot in 1930when Western Air express and TAT merged tobecome TWA, has recently joined TARPA. "Si"and his wife, Helen, live in Alexandria, Vir-ginia. We would guess that he is already oneof TARPA's most senior EAGLES. Credit forbringing TARPA to the attention of this veterangoes to our ace recruiter, HOWARD (SONNY BOY)HALL.

* * * * * * * * * * *

THE GRAPEVINE PAGE 1

Another esteemed old-timer, WILLIAM L. (LARRY) TRIMBLE, hasalso become a TARPA member, with a friendly nudge from SonnyBoy. Larry started with TWA in 1935 as a co-pilot at Newarkand La Guardia. In 1942, he moved to TWA-ICD, the A.T.C. In-ternational Division. He served as Superintendent of the SouthAtlantic Division of ICD for a period of time and was movedback to Washington as Chief Pilot. In 1946, he became Super-intendent of Flight Operations on staff in New York. In 1949,he moved to Paris as Director of Operations for Europe, wherehe remained until 1970, then returned to JFK as a Vice Presi-dent until his retirement. He makes his home now in Greene,Maine.

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

Other recent additions to TARPA membership:

Charles E. Bossert Ham MeredithWard Budzien Jose McPhersonGeorge E. Jackson Al PerraudElmo Jones Harold E. PeckArthur E. Kelly James E. YoungRobert E. Matney

Honorary: Dot Black, Frances Finch, Mildred Lincoln,Eileen McConnell, Diane Overmier

* * * * * * * * * * *

RALEIGH WIRTH tells us that he and his wife, DIANE, havebought a ranch near Chiloquin, Oregon, and observes that heexpects to be busy "looking up the ******: of a few cows andsmelling the roses". How about making it a working dude ranch,Raleigh, and inviting some of us TARPA cowboys to spend a fewdays as wranglers? Free board and room, of course. Cinchtight? Gimme a boost!

* * * * * * * * * * *

E. W. (GENE) JONES says he has purchased a condo in PalmDesert and will be enjoying the California sunshine untilnext April. Summer months will continue to be spent in West-wood, Kansas, a K.C. suburb, where Gene has occupied the Mayor'schair, now and then, for many years.

* * * * * * * * * * *

TOM CARROLL writes that he had the unpleasant experience ofbeing mugged while on a layover in Barcelona, Spain, thissummer. The assault required a five day stay in a hospitalbefore he was able to walk well enough to return to New York.He has been on medical leave since that time and may retireJanuary 1.

* * * * * * * * * * *

THE GRAPEVINE

��������

PAGE 2

ROGER :SAILORS, the golfer, in a postcard to A. T., says thaton a recent visit to North Carolina he had played the Sapphirecourse and #2 and #6 at Pinehurst, but ran out of what-it-takes-to-travel-these-days, so, rather than stopping for a visit, hadheaded for home. Remember, Roger, there will be golf played inOrlando, Florida, at the TARPA convention, May 8, 9, and 10. Wehope to see you there.

* * * * * * * * * * *

A total of 63 Kansas City-based TWA pilots and a few friendsand "older men" participated September 23 at Lake Quivera inthe BOB (BEAR ) BECK annual fall golf classic, sometimes referredto as the "Half-open" or the "Bear-ly open". You would neverguess, of course, who was on the winning team in the three-manscramble (8 under par!) But, honestly, FRED WICKE and GEORGEREDDEN deserved all the credit. $70.00 Pro shop merchandisecertificates were handed out by the "Bear". A generousbeer and shrimp feast followed the afternoon's good-natured proceed-ings. (See added list).

* * * * * * * * * * *IDUS INGLIS recently entered the race for Second Officerrepresentative at the LAX domicile. He didn't quite makeit, but we commend Idus for his initiative in getting in-volved in spite of the situation which exists between thecompany and its unions.

* * * * * * * * * * *

A lively gathering of the Kansas City old-timers lunch bunchwas put together again on October 26 by MOE HANSEN and ARTEGGIMAN. (See list at the end of The Grapevine). Typical ofthe enthusiasm for this kind of social activity was the pres-ence of CLIFF ABBOTT and RAY DUNN, both of whom attended inspite of mobility problems. Cliff was accompanied by his wife,VIRGINIA.

* * * * * * * * * * *

RUSS DICK is making progress in his recovery and moving aroundwith the aid of a walking stick, according to word from our manin Florida, Sonny Boy.

* * * * * * * * * * *

PARKY relays a report from DON HEEP in California that LEEFLANAGIN is still hospitalized and "weak but improved". Leeand his wife, AUDREY, recently observed their 52nd weddinganniversary.

* * * * * * * * * * *

THE GRAPEVINE PAGE 3

WILLIAM F. (BILL) CHAPPELL, 65, retired JFK Director ofOperational planning, passed away September 28, in Sun City,California.

* * * * * * * * * * *

JOE CREDE showed up at Wickenburg looking hale and hearty.His abdominal surgery in August, he says, was a completesuccess.

* * * * * * * * * * *

Our apologies to LEROY GEISERT for our inadvertentmis-typingof his name as "Glaeser" in the last issue. Leroy was includedamong the TWA people seen at the Oshkosh air show in July.ERNIE GLAESER's name appeared in another paragraph and we suf-fered some kind of mental "overlap". Ernie's phlebitis isimproved and he's back on his feet again.

* * * * * * * * * * *

HERBERT J. (HERB) STEIDEL, TWA station manager at Amarillofor 35 years, died October 14, 1983, in an Amarillo hospital.He leaves a daughter, brother and several grandchildren.

* * * * * * * * * * *

JOE GILBERT, SR., 83 years old, the Kansas City restaurantgenius and former Chairman of the Gilbert-Robinson chain, diedSeptember 29 while vacationing in Switzerland. He was consid-ered an intimate friend by many TWA old-timers. We rememberhim, too, from as far back as the late '30s. We saw him then,standing by the small opening between the kitchen and the diningarea in his small restaurant at old Municipal Airport, person-ally passing judgement on every plate as it came out of thekitchen to be served. And he was just as conscientious in hisrelationships with friends and employees. He was a uniquehuman and will be missed by many TARPANS who knew him well.

* * * * * * * * * * *

Can you believe it? A letter mailed at the Kansas City (KCI)airport post office has to make a 20-mile trip downtown to thecentral post office for sorting and cancellation before return-ing to the airport to get on its way to its destination. Theairport facility, we were told, sorts only "international"mail.

* * * * * * * * * * *

THE GRAPEVINE PAGE 4

Enjoying perfect Arizona weather, a crowd of about 150 attendedthe 22nd annual Wickenburg Round-up at the Rancho de los Cabel-leros, November 4, 5, and 6. Keeping all the various activitieson schedule, as usual was tireless G. R. (PARKY) PARKINSON.

TARPA EAGLES at Wickenburg, Arizona

FRANK BUSCH, HAL BLACKBURN, JOE BARTLES

One memorable cocktail-hour grouping drew more than twentyguests to the quarters of ED BETTS. In top form were HALBLACKBURN, JOE BARTLES and FRANK BUSCH. Joining in wereJERRY CONDON, CURT TWING, GEORGE FREIDRICH and FRAN MORAN,all former TWA station managers. Sharing the stories and highgood humor of these venerable gents was a healthy exercise forthe heads and hearts of all of us.

STEWART LONG was scheduled to address the Saturday eveningbanquet but had to cancel because of his wife's illness andemergency surgery.

Winners of the various fun-and-games events were as follows:

GolfTennisHorseshoe PitchingSkeet shootingPutting contestLazing around

ROY FURGERSON (gross 73!)JACK NUSSCHARLES SHARPROSS WEAVERLLOYD BERRYPHIL PRICKETT

* * * * * * * * * * *

Worth repeating: Ken Murray, the veteran Hollywood showman,describing California's famous San Simeon castle, said, "Thisis the way God would have done it, if he'd had the money".

* * * * * * * * * * *

THE GRAPEVINE PAGE 5

RETIREES ATTENDING 1983 OPERATIONS RETIREMENT PARTY

Camelback Inn, Scottsdale ArizonaSeptember 16-17, 1983

DEPARTMENT OF FLYING

NEW YORK

Ernie BanksJohn ChurchillJack ClarkCliff DavisDon DonahueBill FischerJack GraverEarl HeinrichJack HildebrandEd HubbardBill JohnsonDon KingGeorge LongJim LydicBob McClureRuss MyersJim NoremJohn OlsonBob PasketEd RoweBob ShermanDon SiebenalerHarry StampLew ThompsonBob ThuneBob WalterHarry WardJohn WilliamsMary Zimmerman

FLIGHT OPERATIONS

Ted CaldwellDean DufurBill HatchBill HusseyJoe GardnerBeth Gates-Miller"Goldy GoldthorpeBob McMillan

LOS ANGELES

Bill AmanDon AmmannJim CoughranKirt DollensDick FertalWayne HaggardChuck HaslerJohn HostWarren JohnsonRocky JonesKent KuesterHoward McClayHarry MeadeDale MilburnJim Reed

KANSAS CITY

Chris ChristoffersonFrank FitzgibbonHarry HunzekerBob MatneyClem Wittman

SAN FRANCISCO

Orm HowardEd TolfNeil Whitehurst

MKT

Jack NussWeldon ParksJim TigheDick SmithGeorge TerrillBill Wood

Bob BaehrRick HatfieldTom Huss

THE GRAPEVINE PAGE 6

TWA SENIORS CLUB ROUND-UP

RANCHO DE LOS CABELLEROS, WICKENBURG, ARIZONA

November 3, 4 and 5, 1983

Harold AikenHoward AndersonSteve and Martha BassfordJoe BartlesRobert BauerBob BerleMerle and-Dorothy BesseyEd BettsHal and Helen BlackburnAl and Berry BrickFrank BuschHarry and Evelyn CampbellJerry CondonCharles ConnerNazarene CordelliJoe CredeJack CrumpEsther CunninghamLum EdwardsErnest EricksonDoris FarrHubert and Mary FarrellJim FennellVendel FetzGeorge FriedrichRoy FurgersonRuby and Beth GarrettBill GeigerJim GilmoreClayton GravesJohn GuyHoward and Mary HansenJack HarrisJim and Dorothy HeimerDon HeepKatie HelstromTed HerefordLes HesselgesserPaul and Dorothy HouckFrank HowellLloyd HubbardE. C. Ray HughesGeorge HummelKal IrwinDarrel JohnsonAl and Honor Jordan

Hal KachnerJim KagilieryDan KemnitzJack and Jean KoughanJohn LattimoreCarl LayMarc Letourneau (Paris)George LeveringNadine LoetalBill and Genevieve MaillerWilliam MayRalph and Helen McClenahanBob and Helen McCormickRed McKenneyW. D. McMinnPaul and Eloise McNewEd and Louise MillerJack and Beth MillerWillie and Dorothee MillerHomer MonroeBob MontgomeryFran MoranLarry MurchanMrs. Robi MillerJohn MyersJack NussOrville OlsonParky ParkinsonRalph PuseyPhillip PrickettNewman RamseyFrank RegalJim and Eleanor deRevereDorothy RushTom SawyerGerry and Peggy SchemelKay ScottA. D. Shoalts and ShirleyBill SlateDick and Dorothy SpaterWalt StroemerRalph and Carol TaggartJoe and Kalita TunderCurt and Helen TwingDino ValazzaLarry Vandegrift

THE GRAPEVINE Page 7

ROUND-UP LIST CONTINUED

Bill Waddell ,Ann WattsRoss and Marjorie WeaverAl and Edna WollenbergCharles WhiteRay YountEd ZakHerman Zierold

DRIVE-IN (GOLF, DINNER, ETC.)

Harry Braddock Cliff RaubFrank Corwin Rut BaarJohn Gaiser Busch VoigtsTom Parks Jack LeClaireCharles Sharp Harold NeumannPaul Detweiler Cleo MattkeGene Exum Don TaborCliff Davis Mert NasonTom and Teresa Anderson

* * * * * * * * * * *

KANSAS, CITY TWA OLD-TIMERS FELLOWSHIP LUNCHEON

LAKE QUIVERA COUNTRY CLUB

��

October 26, 1983

Cliff Abbott and VirginiaArky AinsworthHarold AikenDoug AlexanderMary Kay BainBill BainbridgeBill BaumanAndy BeatonJustin BeckerJoe BellWarren BergBen BoydKen BramscherAl BrickEd CavanaughWarren CantrellLes CouchMaynard CowanBill CooperSam DietrichLarry DeCellesRay DunnRod EdwardsArt EggimanClark FisherGil FisherJim FennellChuck FongarLarry GriffinMoe HansenJohn HarringtonGene HiattRalph Helingstine

Paul JonesMarvin KarlsonJ. J. KennyhertzDick KleinerHarold KonitzHarold WrightJack LeClaireEarl LindslyJim LoosenRuss MeansJohn MitchellJ. B. MorrowVirgil MoughlerJim MuellerFrank McKeeBill NeffOrville OlsonDayton OrrParky ParkinsonNorm ParmetBud PowellArt PrestiaLouie ProctorOrson RauBob ReidJohn RobertsonJohn RocheVic ReedJoe SchiavoDick Schmidt

Leroy SmithD. H. SmithD. O. SmithBud SpannuthJohn StarkBob StevensGail StorckEd StricklandWayne TagueDon ThomsonJim ToddHarry WardDick WildmanVic Wolf

THE GRAPEVINE PAGE 8

BOB BECK "BEAR-LY OPEN"

LAKE QUIVERA, KANSASSeptember 23, 1983

Bert CooperConey MetcalfJack BrookshireEarl LindslyJim MillerWendy ElliottLytle NortonHarold AikenJahn HoggTom HoskinsDick HamptonBear BeckNed RychelRon PattonGeorge ReddenLarry McGownWendell RoneKen AikenLowell FrenchBryan GerlingDon GerlingSteve ChambersDennis HowardTom NordstromJerry AdamsGerry McCormickDavid FlorenceIry BostwickDon HopkinsBob JohnsonDel JohnsonJerry Garlett

Dick SchmidtRoger GerlingMax CallahanMoe HansenEd RaffertyBob RaffertyFred WickeJim DavidsonVic WolfClem WittmanDick KleinerDon HopkinsGerry RianiJohn JovigJoe SaviczJoe MeachamGeorge BorgmierHarry HunzekerOle OlsonBob DelanoWarren CantrellRich NelsonRay YountWayne HidalgoDick NeubergerCharlie CooperCharlie FrittsRon HuffTom OvermanJim PaxtonMike LarkinsWard Sligh

* * * * * * * * * * *

HAPPY NEW YEAR! Our best to everyone in 1984!

* * * * * * * * * * *

THE GRAPEVINE PAGE 9

SECRETARY'S CORNER

By the time you all receive this you will have received the latest membershipdirectory. We all really owe Paul McCarty a great vote of thanks for hiseffort in this at no cost to the membership. You may be interested to knowthat the retired Eastern pilots paid a secretary $180. to type up theirdirectory!

Since the directory was completed we have had some new members and Paul plansto have an addendum for our April issue of TOPICS. New members as of thistime are Robert W. Heald, Ed Cavanaugh, Ralph Harter, Robert Major, RobertBillian, Charles Maynard, Jack Parker, D. O . Smith, John Hendrickson, VanThompson, Paul Jones and John Fahey, Jr.

There still a lot out there who are eligible to join TARPA and haven't sodo your part to sign them up. All they need to do is send me twenty dollarsand I will handle the rest.

Those of you who have two residences would make it much more convenient forme if you would let me have the dates you plan to be at each place if youcan. Most have done this already.

We also have a provision that people who are no eligible to join may sub-scribe to the TARPA TOPICS for ten dollars per year at the discretion ofthe secretary. We have a few in this category now including Hazel Church,Charlie Church's widow.

You may also be interested to know that when a member dies their spouseautomatically becomes an Honorary Member of TARPA. They receive our mailingsand there are no dues involved. We also make a twenty five dollar donationin memory of the deceased to the TWA Pilots Retirement Foundation. Don'tforget this Foundation when you are thinking of making a charitable donation.I can't think of a better place to put it.

And, lastly, make Dean Phillips, our capable treasurer, smile by being sureyou have your 1984 dues paid.

Hope you all have a good year and see you at the reunion in May in Orlando.Your reservation form is with this issue.

Yours truly,

.Humbles

Secretary

P.S. You may be interested to know that Ed Betts advises that thanks to thegreat effort of John Gratz, the cooperation of Ed Frankum and the TWAALPA MEC, the yearbook started back in 1980 is now in the process ofprinting. I think we will have more details by our next issue of TOPICS.