2007.07.tarpa_topics

TWA ACTIVE RETIRED PILOTS ASSOCIATION

July 2007

Mexican RivieraCruise Convention

TARPA PalsGuys and Gals

Captain Bob BuckJanuary 29, 1914 - April 14, 2007

Vision of the SeasOctober 14-21Sign up now!

HERE COMES TARPA CONVENTION 2007VISION OF THE SEAS-OCTOBER 14-21

PAGE � ... TARPA TOPICS

CONTENTS

FEATURES: DEPARTMENTS:

Material contained in TARPA Topics may be used by non-profit or charitable organizations. All other use of material must be by permission of the Editor. All inquires concerning the is publication should be ad-dressed to : John P. Gratz, Editor TARPA TOPICS 1646 Timberlake Manor Parkway Chesterfield, MO 63017

PRESIDENT’S MESSAGE 3 Charles Wilder

EDITOR’S NOTE 4 John P. Gratz

SECRETARY/TREASURER 5 Ed Madigan

FLOWN WEST 41

GRAPEVINE 61

CONVENTION 7 Vicki McGowen THE MARTIN 404 25 by Barry Schiff ROAD HAZARD 31 by R. C. Sherman

THE DOUGLAS DC-3 35 by Barry Schiff

ROBERT N. BUCK 57 by David M. Phillips

Front Cover & Back Covers: Robert O. Buck, Russ Day, Editor and Roger Martin

TOPICS is an official publication of TARPA, a non-profit corporation. The Editor bears no responsibil-ity for accuracy or unauthorized use of contents.

TARPA TOPICS THE MAGAZINE OF THE TWA ACTIVE RETIRED PILOTS ASSOCIATION

For timely updates and TARPA news go to www. tarpa.com

TWA ACTIVE RETIRED PILOTS ASSOCIATION

July 2007

TARPA

TOPICS

July 2

00

7

Mexican RivieraCruise Convention

TARPA PalsGuys and Gals

Captain Bob BuckJanuary 29, 1914 - April 14, 2007




EDITOR John P. Gratz 1646 Timberlake Manor PPkwy Chesterfield, MO 63017-5500 (636) 532-8317 [email protected] ASSOCIATE EDITOR David R. Gratz 1034 Carroll St. Louis, MO 63104 (314) 241-9353 [email protected] EDITOR Jeff Hill Sr. 9610 Hidden Lane Woodstock, IL 60098 (815) 338-3551 [email protected] WEST COORDINATOR John S. Bybee 2616 Saklan Indian Drive #1 Walnut Creek, CA 94595 (925)938-3492 [email protected] WEBMASTER Jack Irwin 2466 White Stable Road Town and Country, MO 63131 ( 314) 432-3272 [email protected]

OFFICERS AND DIRECTORS, 2005 - 2006

PRESIDENT Guy A. Fortier Box 6065 Incline Village, NV 89450 (775) 831-3040 [email protected] VICE-PRESIDENT William A. Kirschner Box 3596 State Line, NV 89449-3596 (775) 588-4223 [email protected] SECOND VICE PRESIDENT Dusty West 4700 Pinnacle Dr. Bradenton, FL 34208-8497 (941) 538-0729 [email protected] SECRETARY/TREASURER Ed Madigan P.O. Box3565 Incline Village, NV 89450 (775) 831-1265 [email protected] SENIOR DIRECTOR Robert C. Sherman 1201 Phelps Ave. San Jose, CA 95117 (408) 246-7754 [email protected] Rockney Dollarhide #1Riverside Farm Dr. Crescent, MO 63025 (636) 938-4727 [email protected] William Kientz 14981 Chateau Village Chesterfield, MO 63017-7701 (636) 527-5134 [email protected] WEBMASTER Jack Irwin 2466 White Stable Rd. Town and Country, MO 63131 (314) 432-3272 [email protected] Charles L. Wilder 122 Wild Dunes Way Jackson, NJ 08527-4058 (732) 833-2205 [email protected] OF HOSPITALITY Robert W. Dedman 3728 Lynfield Drive Virginia Beach, VA 23452 (757) 463-2032 [email protected] John P. Gratz 1646 Timberlake Manor Pkwy Chesterfield, MO 63017-5500 636) 532-8317 [email protected]


PRESIDENT’S MESSAGE

Greetings to all. I just returned from the TWA Seniors AGM in Scottsdale, and it was a wonderful time, masterfully planned and executed by President Bill Cottrell (a TARPA member) and his Board, plus a lot of help from the retired seniors living in PHX. The setting was the Chaparral Suites Resort, on Scottsdale Road at the north end of old Scottsdale...well situated for restaurants and sightseeing...shopping for the ladies. Oh, and did I mention the FREE Happy Hour and a half each afternoon, with full bar? That had a lot to do with conviviality. Wouldn’t mind seeing TARPA go there some day. Back to the real business...as I reported earlier, Ed, Vicki and I toured Nashville, TN., and Branson, MO., for future convention sites in 2008. We reported our findings, along with films, to the Board of Directors meeting here in Reno on March 13th. The Board unanimously chose Nashville, with the GAYLORD OPEYLAND RESORT as our convention site. This is a truly outstanding facility, and within a two hour flight from 60 percent of the lower 48. Contracts have been signed, and more details later. We will have signup information available on the cruise. A word about Branson...we were impressed with all it had to offer, and especially the new construction areas available for hotels. The only drawback was transportation in and out, which we were told would be solved in the future by a new regional airport. Branson is definitely somewhere to consider in the future. Oh yes, we’ve got a Cruise Convention this year...I almost forgot...(unlikely) We are slowly bringing in the cabins...but need to pick up the pace. If anyone is holding back to the latest date to book, you may miss out on some good cabins. At several dates we are able to release cabins back to the boat, and avoid paying for them as part of our guarantee. I hate to let cabins go, but it is the prudent thing to do, to avoid losses...so come on and sign up...I’d rather see fun-loving happy cruisers in these cabins, rather than lose them. Vicki reports about 150 of you signed up so far...but we would like to reach 200 - 250, so come along and join us. You may have cruised before...and you may have seen the Mexican Riviera before, but you’ve probably never done it with 250 or so of your old (generic term) flying friends and associates...COME ON AND JOIN US...IT’S A PARTY!! Best Regards, Guy


EDITOR’S NOTE

The passing of Bob Buck is a loss to TARPA, all of the TWA family and the worldwide aviation community. Bob was indeed a special person who spent more than 70 years in the cockpit. He was not only the quintessential airline pilot; He was a man of many accomplishments. He was a man of science and letters, known for his never-ending curiosity about the world around him. Thus, by virtue of his numerous contributions to TWA and to our industry, Bob Buck is being remembered and given special coverage in this issue. His son, a TARPA Member, and his daughter have sent their memories, which are included in our Flown West section. Dave Phillips, a friend of Bob and his son, a TARPA Subscriber, also has written about his recent visit with Bob.

If you have overlooked or forgotten about our TARPA Cruise Convention, We hope that you will be persuaded to quickly sign up. You can use the sign up pages in this issue or online at www.TARPA.com, but please hurry. Previous cruisers have raved about the Cruise Convention format, so give it a try. Sign up now before its too late. This cruise to the Mexican Riviera provides a great venue for serious partying as well as a chance to visit a number of the colorful ports of call ashore.

We have been allowed to reprint from EAA Pilot, more articles by Barry Schiff. His work is always well written and interesting. We are lucky to share them. We also have a photo spread showing a 1949 Connie accident at Chicago Midway. It comes with along with a commentary from Bob Sherman who happened on the scene on his way to another small airport in the Chicago area. We have the usual one-page odds and ends that we hope you enjoy and find humorous. Finally, we have an especially comprehensive Grapevine Section by Jeff Hill in which he shares all the correspondence that he and Secretary-Treasurer have received from you.

Photos in this issue of TOPICS courtesy of: Rob Bush, Art Phillips

Ed Madigan TARPA Secretary-Treasurer informs me that he has lost contact with seven Members. If you know their addresses, please advise him. Lowell Wierks, Tom Kroschel, Richard Nelson, Donald W. Miller, Norman F. Anderson, William Dodge and Albert Vande Velde.


SECRETARY/TREASURER REPORTMAY 10, 2007

As of April 30, the membership is as follows:

(R) Retired: 671(A) Active: 50(E) Eagle: 423(H) Honorary: 237TOTAL: 1,381

There are also 31 subscribers to Topics and 11 who receive complimentarycopies. We have added five new members since the last Topics. They arelisted later in this issue.

Following is the financial report for the period from January 1, 2007 thruApril 30, 2007:

1/1/2007:

Opening Balance $49,671.01Income $47,598.11Expenses $43,841.79Cash Flow $ 3,756.32

Balance 04/30/2007: $53,427.33

As mentioned above we have five new members, but would like more. Please contact your TWA pilot friends and ask that they join us in future events. They can contact me or go on the web site at www.tarpa.com to get an application.

Our 2007 “Mexican Riviera” cruise is rapidly approaching. If you have not yet signed up, please do so as soon as possible with Vicki McGowen. For all of you who have already committed, kindly send in your “Convention Registration Form” and check to me. Thank You.

Respectfully Submitted,

Ed Madigan


Merlin Kindel (DOT)1026 Vineyard WayBerea, KY [email protected]

Paul E. Jacob (Dianne)13338 Devor Dr.Jamul, CA [email protected]

Willaim Standish (Katherine)10700 Big CanoeBig Canoe, GA [email protected]

NEW MEMBERS

Marty Zigmund (Marcia)810 BrookcreekKirkwood, MO [email protected]

Andy Murray33 16th StreetHermosa Beach, CA [email protected]


TARPA - 2007 Convention

Royal Caribbean – Mexican Riviera Cruise

October 14 – October 21, 2007

We are pleased to announce the 2007 TARPA Convention will be aboard the Vision of

the Seas for a majestic trip to the Mexican Riviera. This will be a seven night cruise,

with visits to Cabo San Lucas, Puerta Vallarta, and Mazatlan, Mexico. We be departing

from the port of Los Angeles in San Pedro, CA on Sunday, October 14th

and returning on

Sunday, October 21st, 2007.

This year we have reserved plenty of balcony staterooms and Junior Suites. However, we

will have a room type available for every budget.

All package prices include cruise fare, port fees, taxes, gratuities and all TARPA cocktail

parties.

To reserve your cabin complete the cruise reservation form, provide a $500.00

deposit and return to our meeting planner:

Vicki McGowen

McGowen Marketing

15600 Millie Lane

Reno, NV 89511

775-849-1007 (fax)

Questions? E-mail: [email protected]

Don’t forget you must also register for the convention. Please complete the

convention registration form and return to Ed Madigan.

See the following pages for complete details.


TARPA 2007 ConventionRoyal Caribbean - Mexican Riviera

Cruise Itinerary - October 14 – 21, 2007

Day 1, Sunday, October 14

11:00am -3:30pm Boarding – Vision of the Seas

1:00pm-4:00pm Registration Room Open – Convention Center – Deck 6

4:30pm Mandatory Mustering Meeting - On Deck

5:00pm Depart San Pedro, CA

6:00pm Group Seating – Aquarius Dining Room (Casual)

Day 2, Monday, October 15 At Sea

9:00am – Noon Registration Room Open – Convention Center – Deck 6

1:00pm – 3:00pm TARPA Board Meeting – Convention Center - Deck 6

3:45pm - 4:45pm TARPA Hospitality Open

5:15pm Captains Welcome Cocktail - Formal attire

6:00pm Group Seating – Aquarius Dining Room, Formal Evening

Day 3, Tuesday, October 16

10:30am – 6:00pm Cabo San Lucas, Mexico (via Tender) Tours

5:00pm – 6:00pm TARPA Hospitality Open

6:00pm Group Seating – Aquarius Dining Room (Jacket)

Day 4, Wednesday, October 17

8:00am – 5:30pm Mazatlan, Mexico (docked) Tours



Day 5, Thursday, October 18

8:00am- 10:00pm Puerto Vallarta, Mexico (docked) Tours


Day 6, Friday, October 19 At Sea

8:30am – 10:00am Registration Room Open – Convention Center – Deck 6

10:00am – 12:00pm TARPA General Membership Meeting –

Masquerade Theater

11:30am – 1:00pm Ladies Luncheon – Aquarius Dining Room


6:00pm Group Seating – Aquarius Dining Room, Formal Evening

Day 7, Saturday, October 20 At Sea

8:30am – 11:00am Registration Room Open – Convention Center – Deck 6

5:00pm – 6:00pm TARPA Hospitality Open – Deck 6

6:00pm Group Seating – Aquarius Dining Room (Casual)

Day 8, Sunday, October 21

7:00am Arrive San Pedro, CA

8:00am - 10:00am Disembark

***Schedule is tentative and subject to change***


TARPA - 2007 Convention Royal Caribbean – Mexican Riviera Cruise


Cruise Registration Form

Last Name____________________________Passport First Name______________

Spouse/Other__________________________Passport First Name______________

Address______________________________________________________________

City________________________________State______ Zip Code ______________

Home Phone___________________________E-mail__________________________

Cell Phone____________________________

Please provide your complete name as it appears on your passport. You will be required to carry a valid passport for travel to and from Mexico. If you would like a different name listed on your convention name badge please provide this name below.

First Name for badge_____________________________________

Spouses’ Name for badge __________________________________

Are you a US Citizen?**___________________________Age (on 10/14/07)___________ Spouse/Guest US Citizen?**________________________Age (on 10/14/07)___________

** If you are a non-US citizen please also provide passport numbers or alien registration number. __________________________________________________________________

Crown & Anchor Members

Are you a Royal Caribbean Crown & Anchor Member? Please list your numbers below:

Name and C & A Number ____________________________________ Name and C & A Number ____________________________________

PAGE �0 ... TARPA TOPICS

Page –2 -Name_________________________________________

Each stateroom includes two twin beds (which can convert into queen-size), private bathroom, vanity area, closed-circuit TV, radio and phone. Check your preferred choice of stateroom:

Price Per Person Total Category J – Inside cabin - Best value Decks 7 & 8, 172 sq. ft. _________ $ 735.85 ea $ 1,471.70

Category I – Outside cabin – Best price forOutside accommodations _________ $ 780.85 ea $ 1,561.70 “B” deck, low level, 154 sq. ft.

Category “G” - Outside cabin one level higher, mid ship, 154 sq. ft. _________ $ 820.85 ea $ 1,641.70

Category “F” - Outside cabin –154 sq. ft. “Main” deck, forward cabin, central ship location dining room level _________ $ 860.85 ea $ 1,721.70

Category “D1” – Outside cabin, Superior view A great value, “Commodore” Deck 7, sitting area with sofa bed Private Balcony, refrig. 190 sq. ft. _________ $ 1,130.85 ea $ 2,261.70

Category “JS” – Junior Suite - Outside cabinSuperior Suite accommodations - “Bridge” Deck 8, sitting area with sofa bed, refrig, bathtub, private balcony, superior view, 245 sq. feet, 64 sq. ft. balcony _________ $ 1,380.85ea $2,761.70

GRAND TOTAL $__________

Single occupancy must pay the total price (bring a friend!). Stateroom prices are confirmed and guaranteed at the time the deposit is received by McGowen Marketing. You will receive confirmations on all deposits and payments.

All prices include three scrumptious meals per day, cocktail parties almost every evening, all port charges, taxes, and gratuities. Two-way Bus transportation between the airport and the hotel to the ship and pre/post hotel accommodations are being arranged separately. This information will follow next spring.

If you prefer to pay for the cruise by check, feel free to write the check for the initial deposit of $250.00 per person, ($500.00 per couple) payable to: McGowen Marketing. The address is listed below. You can make additional payments as often as you like, however the total balance due must be submitted no later than Friday, July 13, 2007. If you prefer to pay for the cruise by credit card, please complete the attached form. The initial deposit of $250.00 per person ($500.00 per couple) will be charged to your card within the next 60 days.

PAGE �� ... TARPA TOPICS

Page -3-



Credit Card Payment for Cruise fares:

You can pay for your cruise with a credit card . Please note we have listed the cancellation policy on the next page. Complete this form to pay by credit card.

Type of credit card: (circle one)

American Express Carte Blanche/Diners Club Discover MasterCard Visa

Card number ________________________________________________________________

Expiration date_______________

Name on Card_______________________________________________________________

Authorized Signature________________________________________________________

For the Royal Caribbean Cruise TARPA has contracted with our professional, licensed, bonded meeting planner. Please feel free to contact Vicki with any questions, concerns, or special requests.

Mail all cruise registration forms and payments to:

Vicki McGowen McGowen Marketing

15600 Millie Lane, Reno, NV 89511 Phone: 775-849-1377

Fax: 775-849-1007 Email: [email protected]

Please let us know in the Comments section if you are handicapped or have specific dietary restrictions or meal requests.

Comments/Special Request:____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________


Page -4-



Royal Caribbean Cruise Line Deposit & Cancellation Policies

Deposits

An initial Deposit of $250.00 per person or $500.00 per couple is required to confirm your booking. Final payment is due on or before July 13, 2007. Payments can be made by credit card or check. If you pay by credit card your payments will be automatically charged and a receipt will be mailed or emailed to you. If you prefer to pay by check please make the initial deposit now and a notice will be mailed or emailed to you prior of the final payment date.

Cancellation Policies

Prior to 2/18/07 a stateroom can be cancelled without a charge.

Between 2/19/07 and 4/20/07 there may be a $50.00 per person charge.



Between 8/15/07 and 9/13/07 there is a cancellation fee of 50%.

Between 9/14/07 and 10/14/07 there is a cancellation fee of 100%.

Optional Trip Cancellation Insurance will be made available to all cruisers by Berkely Care.Information will be provided in your confirmation packet.

Any Questions? Please contact our meeting planner: Vicki McGowen

Phone: 775-849-1377 Fax: 775-849-1007

Email: [email protected]

For Office Use Only: Date Received: Check# Credit Card on file:_________ Stateroom Assigned: Submitted to RCCL:__________________________Booking ID # Confirmation sent:___________________________


RETURNTARPA

2007 Convention Registration Form

Last Name_____________________________________First*___________________________

Spouse/Guest____________________________________First*__________________________

Address______________________________________________________________________

City, State, Zip Code____________________________________________________________

Phone___________________________E-mail_______________________________________* Please provide your name as you would like it to appear on your name tag.

Self Spouse/Guest TotalAll Attendees Must Register

TARPA Members Fee $60.00 $________ $__________ $_________

Non TARPA Members Fee $80.00 $________ $__________ $_________

Optional Group Dinner Fee $32.00 $________ $__________ $_________Saturday evening 10/13/07Doubletree, San Pedro Choice of: Roast Beef #______

Seared Salmon # ______

Optional Buffet Breakfast Fee $16.00 $________ $__________ $_________Sunday morning 10/14/07

Prices for meals include wine at dinner, coffee, tea, taxes and gratuities.

Total Paid $_________

The registration fee for the 2007 convention covers costs such as baggage transfer,

hospitality expenses aboard the ship for seven nights and our pre-cruise party in San

Pedro, welcome gift, name badges, expenses such as postage, office supplies, and

meeting expenses.

_____ Yes, we plan to park at the Doubletree while we cruise with TARPA.

License plate number__________________ State__________


SAVETARPA

2007 Convention Registration Form

Last Name_____________________________________First*___________________________

Spouse/Guest____________________________________First*__________________________

Address______________________________________________________________________

City, State, Zip Code____________________________________________________________

Phone___________________________E-mail_______________________________________* Please provide your name as you would like it to appear on your name tag.

Self Spouse/Guest TotalAll Attendees Must Register

TARPA Members Fee $60.00 $________ $__________ $_________

Non TARPA Members Fee $80.00 $________ $__________ $_________

Optional Group Dinner Fee $32.00 $________ $__________ $_________Saturday evening 10/13/07Doubletree, San Pedro Choice of: Roast Beef #______

Seared Salmon # ______

Optional Buffet Breakfast Fee $16.00 $________ $__________ $_________Sunday morning 10/14/07

Prices for meals include wine at dinner, coffee, tea, taxes and gratuities.

Total Paid $_________

The registration fee for the 2007 convention covers costs such as baggage transfer,

hospitality expenses aboard the ship for seven nights and our pre-cruise party in San

Pedro, welcome gift, name badges, expenses such as postage, office supplies, and

meeting expenses.

_____ Yes, we plan to park at the Doubletree while we cruise with TARPA.

License plate number__________________ State__________


TARPA - 2007 ConventionMexican Riviera – Royal Caribbean


Cruise Insurance – Vacation Protection and Medical Insurance are two valuable riskscovered by the cruise insurance offered by Berkely Care. This is an optional expense, butreasonably priced. You will receive the information and a registration form with yourconfirmation of deposit and stateroom assignment from Vicki McGowen. You cansecure this insurance at any time up until two weeks prior to our sail date. If you haveany medical concerns be sure and secure your insurance early to assure you are notrestricted by a “pre-existing condition”. If you have questions or need furtherinformation, contact Vicki.

Dining Room Seating – We will be making assigned dining arrangements for mainseating at 6:00pm in the Aquarius Dining Room. We will have tables for six, eight, andten persons. If you would like to put together a table of friends, please confirm with theother guests and submit your table reservation to Vicki McGowen (email would be best).These table reservations will be submitted in early August. If Vicki does not hear fromyou, she will assume you are fine with random seating.

Please note there are two formal evenings aboard the 7 night cruise. Refer to the cruiseitinerary to guide you on the appropriate dress for each evening. On formal evenings,Tuxedos are optional, but most guests do dress in evening attire. The other evenings thedress code calls for jackets or casual. Note they do not allow shorts, caps or sleevelesstops in the dining room (sleeveless evening dresses are exceptions).

Shore and Land Excursions - There are numerous options at each port (Cabo SanLucas, Mazatlan, and Puerto Vallarta) for tours and excursions. The listings for thesetours are available on the Royal Caribbean website. Here is a guide to research theoptional tours:Go to www.rccl.com, select “Before You Board”.Select “Shore and Land Excursions”In the middle of the screen, select “Shop for or Modify Excursions Now”.You must know our departure date and ship (October 14th, Vision of the Seas) and yourbooking confirmation/reservation number. This number will be provided to you by VickiMcGowen upon receipt of your reservation form and deposit. If you are unsure or do nothave your number, do not hesitate to contact Vicki via email.

Cruise Update


****All attendees must register****

TARPA 2007 Convention Registration Form

-Continued-

We strongly encourage everyone to come to San Pedro on Saturday to assure you

all arrive in time for an on-time departure on the Vision of the Seas on Sunday. We have

reserved a block of rooms at the Doubletree in San Pedro at a special rate for TARPA

members. See the information listed on the following page specifically on the hotel and

transportation.

The San Pedro Doubletree Hotel has only one small restaurant and cannot

accommodate our large group. Therefore, we have made arrangements for the optional

dinner and breakfast to be held in the hotel’s Convention Center during our pre-cruise

stay. NOTE: Please select your choice of Roast Beef Au Jus or Seared Salmon as your

entrees as requested on the convention registration form. The dinner will also include

salad, vegetable, dessert, wine, coffee or tea. Join us for this great, fun get-together

before our departure on Sunday afternoon.

Please send check or money order for the Convention Registration fees directly to

the TARPA Treasurer, Ed Madigan.

To reserve your stateroom you must complete the separate Cruise Registration

form and forward this form via mail or fax to Vicki McGowen.

(Questions? Please email [email protected] or phone 775-722-2811).

Mail the Convention Registration Form to:

TARPA Convention 2007

Attn: Captain Ed Madigan

P.O. Box 3565

Incline Village, NV 89450


Announces the 1stAnnual

Ladies Champagne Luncheon

You are cordially invited to a TARPA Ladies Luncheon!

During our Mexican Riviera Cruise, the TARPA Ladies will have aspecial get-together champagne brunch prepared by the Vision of the Seaschef. It will be held in the Aquarius dining room where we will alsoexchange friendship, laughter and gifts.

This event will be held on Friday, October 19th while we are at Sea,coinciding with the TARPA business meeting. All ladies are invited. Pleaseplan to bring a small gift to exchange: ($10-$15.00 in value, something easyto pack and that YOU would like to have). This will be done by raffle.Don’t worry if you can’t find the right gift before the cruise, as there isgreat shopping aboard ship. Please wrap or gift bag your item and bring tothe Ladies Event. It will be lots of fun for the TARPA ladies to spend timetogether.

This event will be hosted by Joann Fortier and Susy Madigan.

Hope you will join us!


TARPA - 2007 Convention


Transportation and Hotel Information

We encourage all of you traveling any distance for the cruise to arrive on Saturday,

October 13th into Southern California. We have made arrangements for a special

group rate at the Doubletree in San Pedro, CA. Royal Caribbean will begin the pre-

boarding registration for our group on Saturday at the hotel. TARPA will have a pre-

cruise party during this time!

TARPA has negotiated special rates with Super Shuttle for transportation to and from LAX, LBG, and SNA to San Pedro, CA. The cost will be$15.00 per person each way from LAX and LGB or a $2.00 discount each way if you aretraveling through SNA. Please note you will need to utilize the promotional couponsprovided by Super Shuttle. These coupons will be mailed or emailed to you with yourcruise confirmation. We will also provide a link to download these coupons on theTARPA website at your convenience (www.tarpa.com).

TARPA will provide transportation to the pier from our pre-cruise hotelheadquartered at the Doubletree, San Pedro. There will be a Coach America busdeparting the front of the hotel beginning at approximately noon and will travel roundrobin until everyone has been transferred to the pier. We will provide a luggage truck for transfer of our baggage to the ship, which will then be delivered to you room. Baggagehandling, the bus transfers, and gratuity will be provided on Sunday morning by TARPA.Please note gratuity for baggage handling upon arrival at the hotel is at your discretion.

~~~~~~~~~PLEASE NOTE: We highly recommend that you pack only an overnight

bag for your stay at the Doubletree. This bag should include your casual

clothing for your stay at the hotel and for our departure day on the ship.

Remember to pack any necessary medications or special items in your

overnight bag. When you arrive at the hotel, check your cruise luggage with

the bellman for the TARPA direct transfer to the cabin the next morning.

The luggage will be stored in a private, locked room at the hotel.


~~~~~~~~~~

Doubletree San Pedro

2800 Via Cabrillo Marina

San Pedro, CA 90731

310-514-3344

Hotel Information: We have a special block of rooms reserved at the DoubletreeHotel in the Marina of San Pedro. This hotel was previously known as the Marina Hoteland has been totally refurbished and converted to a Doubletree last fall (including thechocolate chip cookies!). The special room rate is $119.00 per night, single or doubleoccupancy. Please call 310-514-3344 PST during normal business hours to reach thehotel reservation department. Be sure and ask for the TARPA special rate.

Free Parking: The Doubletree has graciously offered to allow all TARPA cruiseguests to park at the hotel, complimentary for the week of our cruise. This includesguests that stay at the hotel or locals that will arrive Sunday morning. If you are planningon parking your car at the hotel, please let us know on the Convention Registration Formso we can inform the hotel of your car and it’s affiliation with TARPA.

Dinner & Breakfast in San Pedro: We have arranged for a group dinner andbreakfast at the Doubletree for our group. Both meals will be served exclusively for our group in the Doubletree Convention Center. The costs for the full dinner, choice of RoastBeef Au Jus or Seared Salmon, including wine will be $35.00 per person. The cost forthe buffet breakfast will be $16.00 per person. Note these prices include tax andgratuities. Be sure and sign up for these group events on the Convention RegistrationForm.

***** PASSPORTS! *****

Royal Caribbean requires that you must carry a valid

passport for travel to and from the United States. The

passport must not expire for at least six months from

departure date to be considered valid for travel.


Tours

(continued)

Royal Caribbean Shore and Land Excursions (Tours) can be booked only online up until10 days prior to our departure. You will be able to book tours aboard the ship as well. If you really want to go on a tour, it is advisable to book early as many do sell out.Unfortunately there is no other way to book in advance except on line.

Pricing – Taxes and Gratuities – The price of your cruise package includes all port fees,taxes and gratuities. The gratuities are for your stateroom attendant, head waiter,assistant waiter, and dining room captain. At the conclusion of the cruise you willreceive vouchers to give to these employees. You can always tip more if you desire,however the amount appropriated is greatly appreciated by the service staff.

Price of Gratuity per person:Stateroom Attendant - $24.50 Head Waiter - $24.50Asst Waiter - $14.00Captain - $5.50

Alcohol Policy on Royal Caribbean –Royal Caribbean has implemented a strict policyregarding bringing your own alcohol on board the ship. Their policy reads:

“Guests are not allowed to bring alcoholic beverages onboard for consumption or anyother use. Alcoholic beverages that are purchased in ports-of-call or from Shops OnBoard will be stored by the ship and delivered to guest staterooms on the last day of thesailing.

Security may inspect containers (water bottles, soda bottles, mouthwash, luggage etc.)and will dispose of containers holding alcohol. Guests who violate any alcohol policies,(over consume, provide alcohol to people under age 21, demonstrate irresponsiblebehavior, or attempt to conceal alcoholic items at security and or luggage check points or any other time), may be disembarked or not allowed to board, at their own expense,

in accordance with our Guest Vacation Policy. Guests under the age of 21 will not havealcohol returned to them.”


Welcome everyoneTo your future MexicanRiviera Cruise

Aboard Royal Caribbean’s “Vision of the Seas”

You all are in for a wonderful and truly relaxing escape to a world of beautiful scenery, fine cuisine, attentive and helpful people. Your 7day/7night cruise follows all of the criteria for a delightful trip, replete with the pluses one should expect; so relax and enjoy!

From the outset, the on board reception will indeed, make you feel at home. Check your stress at the door and move in for a fantastic excursion - “Vision style”.

A few notes: as of March/2007 Peso/USD exchange rate is 10-1

Upon boarding the ‘’Vision”, please book your spa appointments, “on board” seminar interests and ports of call tours ASAP.***note: R/C suggested on shore tours: dolphins etc., may be researched and booked at home on line, up to 10 days prior to departure. These early steps will further ensure your voyage will be hassle free as availablility sometimes may be an issue.

Another optional recommendation for each port is a 2hr city tour you may wish to do with some friends (8-10 max) upon going ashore. This is a good size group for a private, “recon” tour and worth it. Negotiate with your van/taxi driver for the tour: (usually $20. USD pp).

Each night, you will receive a “cruise compass” newsletter detailing the next day’s activities (on board and ashsore). Helpful!

First hand “musts”:

Cabo San Lucas: (Port #1)“The Office” & “Mango Bar” (side by side popular places) right on the beach, are fun sites to enjoy good food, friendships and oh yes, world famous margaritas. Ladies, this is where your “required” shopping begins. This tame introduction to vacation buying must start small: (trinkets etc.), so it won’t shock the wallet or husbands. Crucial! Later on though, your big “DNA” shopping will follow accordingly. This is an understood, accepted world wide practice ladies so dig in!The phrase: “I don’t need it” is forbidden (sorry guys - rules are rules).

Downtown, Cabo boasts many great spots including the “funky” giggling marlin (you’ll see) and Cabo Wabo Bar. (both have dining and fun bars). “The Land’s End” tour is approx. 1 hr: (the southern most part of Baja California……where the Sea of Cortez meets the Pacific Ocean awesome!).

Mazatlan: (Port #2)So many wonderful eateries and sights to see. (reference your “cruise compass”).A great well known dining establishment is: “The Shrimp Factory” and another good spot on the beach for lunch is “Bar la Costa”. This area is “The Golden Zone” (preferred).

Puerta Vallarta: (Port #3)


With the above information (Mazatlan), there are so many things to do and see here. A relaxing lunch choice on the beach is “La Palapa”; (driver from a day tour will drop off your party there). Shopping downtown is preferred.

We do realize that we are all world travelers, have cruised and been to many of these places before. These are merely refreshing tips that we suggest to “streamline” your daily planning. An easy, relaxing and fun filled voyage is “on tap”! We are truly among friends with a common goal:

To treasure all of it! Enjoy the ride! Barter! Barter! Barter!

Ladies: *** Important Note***

While on board, on 19/Oct (Friday) during the membership meeting, we are hosting a champagne luncheon (as referenced in the March ’07 Tarpa Topics). It will be held in the main dining room (Aquarius) and will be a gift exchange function ($10.00 $15.00 Max). You may put your gift in a decorative bag so as to not worry about security, or just purchase one aboard ship; (perfume shop w/gift wrap items from any on board store N/C). We need a count from all ladies who may be interested in attending for preparations. Kindly inform Susy Madigan or Joann Fortier with regard to this function via email or phone. There will also be a sign up sheet in the hospitality room at the San Pedro Double Tree Hotel. Thank you.

Suzy: 775.831.1265 (home) or 775.772.9229 (cell) ~ email: [email protected] Joann: 775.544.0727 (cell) ~ email: [email protected]


THE MARTIN 404by

Barry Schiff

General aviation is replete with special-interest groups. There are pilots fascinated and involved with homebuilts, seaplanes, warbirds, and so forth. Only a few, however, are passionate about piston-powered airliners. One of them is Jeffrey “Jeff” Whitesell. He is dedicated to saving an example of as many such aircraft as possible before the cutting torch renders them extinct. His goal is to establish a flying museum, sort of a Confederate Air Force for the airliners of yesteryear. Whitesell was raised in aviation. In 1961, his father, Capt. William C. Whitesell, medically retired from Eastern Airlines. He purchased and transformed a New Jersey farm into the popular Flying W Ranch, a unique fly-in resort with a Western motif. The elder Whitesell also ran a charter operation that at different times used five Martin 202s and 404s (originally designated as 2-0-2s and 4-0-4s). The last of Whitesell’s Martins, N636X, had an executive interior that accommodated 16 passengers in luxurious comfort instead of 44 in airline configuration. His customers included Muhammad Ali, Howard Cosell, Herman’s Hermits, the Beach Boys, and film crews for Monday Night Football. Martins were popular in those days; Frank Sinatra, Ray Charles, and others owned them for personal transportation. This was the era in which young Whitesell’s fascination and love for piston airliners began to grow. Fast-forward 30 years. This is when Jeff Whitesell, now a captain for Delta Airlines, was saddened by the disappearance of piston-powered airliners. With the encouragement of his wife, Ginger, he attempted to do something about it. Perhaps, he thought, he could find a Douglas DC-3 or DC-4 that he could restore and operate. But when two such aircraft appeared on the auction block in Billings, Montana, in 1994, they sold for more than he could afford. Depressed by his lack of progress and while still in Billings, he discovered an ex-Eastern Airlines’ Martin 404 parked in a remote corner of the local airport. The airplane had been used as a crop duster and was in deplorable condition. He climbed aboard the ancient hulk knowing that his father had flown this airplane; his father had flown all of Eastern’s Martins. Jeff sat in the captain’s seat, the very seat that his father had known and worn so well. An old-timer soon climbed aboard, flipped over a rusty 5-gallon bucket, and sat where the first-officer’s seat had been. “Hey,” the old man said with an impish grin, “bucket seats.” Both men were Martin aficionados and had little difficulty passing time by exchanging tales about these obsolescent aircraft. After awhile, the old man said, “Ya’ know, there’s another ol’ Martin


down in Pueblo. Got a real fancy interior.” Whitesell’s eyes widened. “You wouldn’t happen to know if it’s 36X, would you? “Yup, that’s the one,” the old man said.

Whitesell arrived at the deserted, fog-shrouded ramp of Pueblo, Colorado’s Memorial Airport at midnight. He discovered to his dismay that the once-beautiful Martin was only a decrepit reminder of its bygone glory days. There was no way, he thought, that he could possibly entertain the notion of restoring this aircraft, but he did not want to leave until taking a nostalgic look inside.

The next day, the owner of N636X lowered the aft airstairs, and Whitesell discovered with delight that the interior was still in great shape. Contrary to his initial reaction, he struck a deal to buy the derelict for $60,000 and subsequently poured a mountain of money into the airplane to make it airworthy. N636X is now the flagship of Airliners of America, a non-profit organization in Camarillo, California that was founded by Whitesell. It is made up of volunteers dedicated to the preservation of this fine airplane.

Whitesell’s 404 is one of only three still flying in the United States. Two others earn their keep giving tourist rides over Angel Falls in Venezuela, and a few more are scattered around the world. This is all that remains of the 151 Martin 202s, 303s, and 404s that were built by the Glenn L. Martin Company between 1946 and 1953.

The Martin twins were designed as post-war replacements for the slower and smaller DC-3. The first model was the 202 Martinliner, which contained numerous innovations such as reversible-pitch propellers, underwing refueling points, and built-in airstairs. The Martin 303 was a pressurized version of the 202, but only a few were built.

The 404 Skyliner was the final evolution of the Martin twins. It was an improved and somewhat larger version of its predecessors and was both pressurized and air-conditioned. It also had a combustion heater in each wing to provide wing and tail de-icing.The Martin twins often are mistaken for the similar Convair 240, 340, and 440. (Some accused Convair of copying Martin’s design.) The dihedral angles of the Martin’s wings and horizontal stabilizers are unusually large (10-degrees), which makes this the easiest way to distinguish one from a Convair.

I had always wanted to fly a Martin 404 because of the affectionate manner in which TWA captains spoke about their experiences in the old airliner. This is when I was a newly hired first officer. I never thought that I would have such an opportunity until I heard that various levels of training including type ratings were available from Airliners of America. My decision to train for a rating was sealed when I learned that Whitesell’s airplane had been in service with TWA as Skyliner Peoria from 1952 to 1959. (TWA did not allow N636X to be painted in TWA livery, which is why it displays the colors of Pacific Airlines, another 404 operator.)

The ground school that I attended last November at Camarillo Airport was filled with 14 enthusiastic students. Four were previously qualified pilots attending for the purpose of recurrent training. Five were qualifying in the Martin for the first time. Four were volunteer maintenance workers


auditing the course to learn more about the airplane. FAA representative Gary Hunt also was there to ensure that the course met all FAA requirements.

Hunt need not have been concerned. The course was thorough albeit fast-paced. John Deakin, a captain for Japan Airlines, taught the first day’s curriculum, and Whitesell taught the second. The intensity of the course reminded me of when I attended similar but longer initial-training courses at TWA. In those days, I was paid well to absorb the required knowledge. It somehow seemed incongruous (and perhaps a bit masochistic) that I was now paying to endure similar academic torture.

Pilots are attracted to the Martin 404 program for a number of reasons. Penny Wilson, a private pilot and co-pilot trainee, typified the feelings of many: “I am intrigued by the romance of that era and the sounds made by those big radial engines. They have so much more character and personality than screeching turbines. Best of all is associating with people who share the same enthusiasm.”

Kerry Bean, a Boeing 757/767 captain for a major airline was there to sample the experiences of his predecessors. Randy Dettmer, a general aviation pilot and architect, met Whitesell at an airshow and “got hooked by his infectious enthusiasm. I also flew in these old piston airliners when I was a kid. I want to know what it is like to fly one.”

After we completed ground school, Deakin taught us how to preflight the vintage airliner. Those wearing good clothes learned the hard way that the Martin spreads oil over itself almost as thoroughly as it consumes it. (Each engine has an oil capacity of 146 quarts.).

There are all sorts of access doors to open and a seemingly endless number of items to check. A thorough preflight inspection should take 30 minutes. If it takes less time, you’ve missed something.

The cockpit was designed before engineers knew much about ergonomics. Levers, controls, and instruments are distributed everywhere, seemingly without rhyme or reason. Some things simply went where they fit. The OFF position of a switch might be up, down, left, or right. But there is an ambiance to the Martin’s flight deck that is inexplicably alluring.

Bringing a Pratt & Whitney twin-row, 18-cylinder, 2,400-hp, R-2800 Double Wasp engine to life requires both hands. One is on the throttle and the other reaches for the overhead panel and manipulates a series of switches like Van Cliburn playing the piano. Sequencing the starter selector, starter, primer, and magnetos at different times and with different fingers takes practice.

A starter is selected and engaged until 9 or 12 blades of the three-bladed propeller swing past any given point. This pre-start protocol proves that oil has not pooled in one of the bottom cylinders and formed a hydraulic lock. Attempting to start with this condition can result in engine damage such as a broken rod. The ignition is turned on and the primer is engaged, a procedure that is more art than science. If everything is done properly (and a silent prayer is answered), the prehistoric beast slowly awakens. It coughs, belches, and stirs to life one or two cylinders at a time, all the while spewing great clouds of exhaust (and, of course, oil).

Taxiing is conventional except that the nosewheel tiller operated by the captain’s left hand is


more sensitive than most aircraft so equipped. The 404 has a maximum-allowable gross weight of 44,900 pounds, but N636X is limited to 41,500 because the engines’ anti-detonation-injection systems are deactivated. Empty weight for Whitesell’s airplane is 32,570 pounds, which results in a useful load of 8,930 pounds.

TWA’s runup checklist for the Martin 404 contained 44 items to be completed before takeoff, twice as many as was required on the DC-3. One important task is to operationally check and arm the autofeather system. This ensures that a propeller will automatically feather should the power of its engine drop below a specified level. This only occurs, however, if the power loss lasts for more than half-a-second. Otherwise, the propeller might feather at a time when the engine is only clearing its throat. If one propeller does feather automatically, the system is disabled so that the other propeller will not automatically feather for any reason.

After lining up with the runway, the throttles are advanced carefully so as not to exceed engine limits: 2700 rpm and 55 inches MAP. (Earplugs are recommended.) The 404 accelerates quickly at our training weight of 38,000 pounds to its V[sub]1 of 88 knots. Shortly thereafter, the nose is rotated gingerly so that the aircraft lifts off at its V[sub]2 of 100 knots. The gear is raised, and we accelerate at a shallow deck angle until reaching 120 knots Power is reduced to 2,600 rpm and 48.5 inches (from 2,050 to 1,800 hp per engine).

We continue accelerating to 130 knots, and power is further pulled back to 2,400 rpm and 41 inches (1,400 hp). V[sub]y with both engines operating is 140 knots and results in an initial climb rate of 1,905 fpm.

After completing the after-takeoff checklist, I begin to relax and enjoy the antiquated anachronism. Ghosts of TWA captains past seem to bark at me from every corner of the cockpit: “More rudder, dammit!” “Keep the ball centered!” “Watch those temps! Yer gonna’ roast the heads!” “What’s the name of that little town down there at three o’clock?” They never let up on a new co-pilot.

The Martin 404 cruises at 240 knots, 85 knots faster than the DC-3. Fuel consumption during the first hour of flight (including climb) is 300 gallons. Thereafter it burns 185-200 gph. Fuel capacity is 1,000 gallons in each of the two wing tanks.


The 404 has no bad habits and handles well as long as you don’t expect it to change heading and attitude as sprightly as a smaller, lighter airplane. It would be nice if a Martin crew included a flight engineer. The airplane is at least as complex and demanding of attention as many other aircraft that do have engineers. Oil and cylinder-head temperatures, for example, are critical, which means that the oil-cooler doors and cowl flaps have to be adjusted with almost every power and airspeed change.

After some stalls and engine-out drills, Whitesell directs me back to the airport. (Maximum landing weight is 40,200 pounds.)

While on a long final approach to Camarillo’s Runway 26, I slow the Martin to below 165 knots and call for “gear down.” Initial deployment of the slotted flaps is limited to 165 knots, and moving the handle to the second notch is allowed only below 130 knots. I expect a hefty pitch change when extending the flaps fully but was pleasantly surprised by only a mild pitching moment. This is the result of another Martin innovation. When the flaps are extended from the second to the third and final notch, the horizontal stabilizers automatically reposition to eliminate the large pitching moment that would otherwise occur. Also, a load-relief system prevents the extension of full flaps until below the maximum-allowable speed of 105 knots.

Airspeed “over the fence” should be 95 knots, and some power is maintained until the sink rate is arrested in the flare. The mains hopefully chirp, and the nosewheel is landed before commanding the propellers into reverse pitch. Maintaining airspeed between 95 and 105 knots on final approach can be challenging in a Martin (especially when having to burn off excess altitude), but landing one is relatively easy.

After my first flight, I had more respect for the graybeards with whom I had flown early in my airline career. They operated a handful of airplane in the weather, not above it. This was when airmanship, instinct, and timing seemed to play larger roles than they do today. Flying a Martin 404 also makes one appreciate the increased reliability and relative simplicity of turbofan-powered airplanes.

Whitesell’s goal is to collect, preserve, and keep flying as many piston airliners as possible. In the meantime, he is searching for a site that will accommodate the display of such aircraft, a place from which they also can be flown and maintained. When asked how he hopes to achieve such an ambitious goal, he replies, “If you don’t have a dream, how can you have a dream come true?”Reprint from AOPA Pilot


Road Hazardby

R.C. Sherman

Sunday December 18th. 1949 I left home a bit later than usual for Harlem airport [a small field about 5 miles SW of MDW in Chicago] because of the low ceilings and poor visibility. I was a Flt. Instructor, and it was obvious there would not be any flying for a couple of hours at least. Our home was about ½ mile N of the approach end of 18 L. Driving South on Cicero Avenue, and beginning to pass the East side of MDW, I saw ahead, out of the gloom, cars apparently stopped. I pulled up behind them and stopped. Finally saw someone to ask what the problem was. An airplane was on the street they said. I walked another block toward the head of the line, and there in the mist sat a huge airplane in the middle of the street.

It was a Connie. one main gear crumpled back from striking the slab of raised concrete with the runway identification letters in lights [31-L] The long slender nose wheel strut had a batch of 6’ chain link fence wrapped around it, but it had not been bent or in any the worse for wear. Years later whenever a Captain was concerned about the delicate nose strut, I could see the one at MDW in the middle of the street with yards of chain link fence wrapped around it, and smile.

Years later flying with Frank Soukup, I learned that he was the F/O on that flight. He told me essentially what the CAB said [following], but added that when he realized they were going to go beyond the airport, he pulled the gear handle up in the belief that sliding on the belly would stop them from leaving the airport. But a funny thing happened on the way to the Forum; the gear did not come up, so Frank put the handle back down. Neither the Capt. nor F/E were any the wiser.


Frank later reasoned that the ‘walking gear’ was being forced backward from the braking thus by design the hydraulic circuit to the up cylinder was shut off.

Just a month or so ago someone sent me a ½ dozen 8 x 10 glossies of that accident that happened 57 years plus 7 days before Frank’s death last December 25th. 2006. Finally, from talking to Frank’s wife, I learned that his son lived just around the corner of my street that ends two blocks from our house. I called him and sent him the pictures with the essence of the above.


I had a bad dream last night. In it was the FAA, crew scheduling, bad schedules, bad management, self-serving union, unserviceable aircraft equipment, changing weather, no extra holding fuel, ever-changing procedures, endless flight manual revisions, dead heading in the middle seat, broken luggage, lost luggage, nasty passenger agents, crabby old 170 lb. flight attendants that were axe-handle wide, all-nighters, foreign countries, sleep deprivation, mergers, seniority squabbles, company threats, food poisoning, no food, bad coffee, bidding, fleabag hotels, late cabs and maniac cab drivers, bidding vacation, waiting for gates, weather, low visibility approaches, aircraft de-icing, PCs, Gestapo check airman, medicals, commuting to and from work in unspeakable weather, the parking lot from Hell, parking lot buses, inter-terminal busses, spring break, Christmas rush, Easter rush, PA announcements, insurance, drug and alcohol testing, noise violations, customs lineups, dry cleaning, terrorism, security passes, rude security personnel, high gas/oil prices, pay cuts, rush hour traffic, that infernal alarm clock, crash pads, catching cold away from home, lackadaisical crew members, sexual harassment threats, flight attendants and co-pilots implying that they are a gift to aviation after being there three years, back biting, gossip, cell phones, aircraft cram courses, plus laying my job on the line several times a year with simulators, endless procedural memorization and Annual Recurrent Training days.

Then I woke up and joyously found myself still retired!

PERKS OF BEING OVER 60

1. Kidnappers are not very interested in you.2. In a hostage situation you are likely to be released first.3. No one expects you to run—anywhere.4. People call at 9 pm and ask, Did I wake you????5. People no longer view you as a hypochondriac.6. There is nothing left to learn the hard way.7. Things you buy now won’t wear out.8. You can eat supper at 4 pm.9. You can live without sex but not your glasses.10. You get into heated arguments about pension plans.11. You no longer think of speed limits as a challenge.12. You quit trying to hold your stomach in no matter who walks into the room.13. You sing along with elevator music.14. Your eyes won’t get much worse.15. Your investment in health insurance is finally beginning to pay off.16. Your joints are more accurate meteorologists than others that you’ve heard.17. Your secrets are safe with friends because they can’t remember them either.18. Your supply of brain cells is finally down to manageable size.19. You can’t remember where you saw this list.

And you notice these are all in Big Print for your convenience.


THE DOUGLAS DC-3by

Barry Schiff

The first French town to be liberated during the Invasion of Normandy on June 6, 1944 was Sainte-Mere-Eglise. In that small town is a museum that pays tribute to the 15,000 paratroopers who dropped behind German lines that day. In that museum is only one airplane. It is the airplane that General Dwight D. Eisenhower considered the most important in ensuring the Allied Victory of World War II. It is not a P-51 Mustang or a B-17 Flying Fortress. It is a C-47, the military version of the DC-3. Thousands of these aircraft flew across the English Channel on that day and on the bloody days that followed.

I have always had a strong desire to check out in a DC-3, a desire that almost became an obsession. Perhaps it was serendipity, perhaps fate. But when a DC-3 recently became available for training at my home airport, I knew that my dream was to become a reality.

The DC-3 based at Cloverfield Aviation at Santa Monica Municipal Airport was owned by the husband-and-wife team of Jan and Britt Aarvik. Jan was a pilot in the Norwegian Air Force and had amassed more than 17,000 hours (4,000 in DC-3s). He had been using the aircraft to train pilots, haul skydivers, and fly in a variety of television and motion-picture productions. A 7,000-hour pilot, Britt also was rated in the -3. So, too, was their son, Thomas, who also served as crew chief for the family airplane.

N7500A is powered by a pair of 1,200-hp, nine-cylinder, Wright Cyclone, radial engines. From the firewalls forward, these are the same supercharged engines used on the B-17 Flying Fortress. Many other DC-3s have 14-cylinder, Pratt & Whitney Twin Wasps that deliver the same power.

Oil drips anywhere within 50 yards of either engine and seems to have an affinity for expensive clothing. It is said that a pilot’s experience in a DC-3 is measured more accurately by the number and value of shirts destroyed by oil stains than by the hours in his log.

Checking oil and fuel quantity during the preflight requires climbing atop the wings. The oil tanks have a capacity of 232 quarts of oil, which is more than the fuel capacity of many lightplanes. The Plexiglas landing-light cover on the leading edge of each wing must be inspected to ensure that each is secured by a pair of crossed wires. These prevent the Plexiglas from blowing out due to strong pressure changes at large angles of attack.

The wing flaps are split, like those on a Cessna 310. On the -3, however, they span all the way from one aileron to the other (including under the fuselage). They increase lift by 35 percent and parasite drag by 300 percent. Slips are allowed with the flaps fully extended.

The DC-3 is an all-metal airplane except for the primary flight-control surfaces. These are fabric covered to save weight and facilitate field repair.

Climbing into the cockpit makes it obvious why a DC-3 pilot should not have to have a medical certificate. Climbing the long and steeply sloped cabin several times a day without passing out should be a sufficient testament of health.


The DC-3 was designed to seat 21 passengers plus the two required pilots. The record for the greatest number carried appears to be held by a China National Airways’ DC-3 that evacuated 75 people from China to Burma during World War II. Among them was James H. “Jimmy” Doolittle who had recently completed his bombing raid over Tokyo.

Stirring an engine to life requires simultaneously engaging the starter and primer switches, waiting for the propeller to turn through four revolutions (“count 12 blades”), and then turning on the mags. With a little luck, the big radial will show some sign of life, which is the signal to enrich the mixture. The Wright Cyclone awakens one cylinder at a time, belching and coughing great swarms of smoke that is guaranteed to create IFR conditions for anyone standing behind.

When taxiing a DC-3, the aircraft moans and groans, and creaks and squeaks, as if it were a mechanized, prehistoric monster. Maintaining control of this oversized taildragger is not difficult as long as the tailwheel lock is engaged for the straight-aways, especially in a crosswind. Otherwise, the Gooney Bird seems to have a mind of its own and weathervanes into the slightest zephyr (even when there is none). One also must be mindful of the 95-foot wing span when taxiing in tight quarters. It is comforting to know that if the wing tips clear an obstacle while turning, so will the tail. Negotiating narrow taxiways and tight turns is made easier by visualizing that the main-gear wheels are directly behind the engines.

Over-the-nose visibility is excellent, better than in most small taildraggers.

When depressing the tops of the conventional rudder pedals, hydraulic pressure inflates a doughnut-shaped expander tube that has composition brake pads mounted on its outer perimeter. These press against the brake drum to slow the aircraft.

When retracted, the main-gear tires extend 11 inches below the nacelles. The wheels remain free to rotate so that normal braking is available during a gear-up landing (not that this would necessarily be needed).

Although you can crash a DC-3, it is said that you can never wear one out. Some have had so many parts replaced that the only original parts remaining are the registration plate and the airplane’s shadow.


An example of the DC-3’s adaptability occurred during the summer of 1941. Another airplane operated by China National was on the ground at Suifu, China, when it was strafed by Japanese fighters. The right wing was destroyed, and there were more than 50 bullet holes in the rest of the airplane. The only available wing replacement came from a DC-2. Trouble is, this wing was 5 feet shorter and designed to carry much less weight than the wing of a DC-3.

The shorter wing was nevertheless installed. The “Dizzy Three” (also known as the DC-2½) looked lopsided but flew well despite all the aileron trim needed to keep the wings level.

The DC-3 is a very hydraulic airplane. In addition to hydraulic brakes and landing gear, hydraulic power also is used to operate the cowl flaps, autopilot, and—believe it or not—the windshield wipers.

The run-up and preflight checks are conventional. After taxiing into position, lining up with the runway, and locking the tail wheel, the throttles are advanced to 25 inches of manifold pressure with the brakes locked. Each pilot then looks at the engine on his side to ensure that the cowlings are not shaking or vibrating. The brakes are then released and the throttles advanced for takeoff: 45.5 inches and 2,500 rpm.

The pilot must forcefully lower the nose to an approximately level attitude. During my first takeoff, this seemed excessive, and I had the distinct impression that I was going to shove the nose into the ground. It takes a whopping 12-degree attitude change to lift the tail 7 feet into the air and prevent the DC-3 from lifting off prematurely (below the 77-knot Vmc). Slight back pressure is applied to the yoke at V1 and V2 (both of which are fixed at 84 knots), and the DC-3 becomes a graceful creature of the sky.

The takeoff from Santa Monica was particularly nostalgic, a flight across the pages of history. This was the runway from which I made my first takeoff in 1952. It also is where this 31,000-hour airplane was born and made its maiden flight more than 50 years ago. Santa Monica was the home of the Douglas Aircraft Company and is where almost all of its piston-powered airliners were built.

The first DC-3 flew in 1935 (also from Santa Monica) and was so successful that by 1938 it carried 95 percent of all airline traffic in the U.S. A year later, 90 percent of the world’s airline passengers flew on DC-3s, a record never likely to be broken.Aarvik’s airplane first flew on April 30, 1943, and was delivered to the U.S. Army Air Force, which used it to drop paratroopers and tow large gliders. Following a post-war career with Eastern and then Mercer Airlines, it was purchased in 1977 by actor John Travolta who sold it in 1983 to the Aarviks.

Douglas built 10,926 DC-3s, most of which were Navy R4Ds and Army C-47s. Despite their official designations, pilots affectionately refer to the DC-3 as a Gooney Bird, a king-sized, seagull-like bird found on some South-Pacific atolls.


Each cowling has a ring of 16 large cowl flaps that surround the big radials. They are wide open for takeoff but create so much drag that they should be closed to the trail position shortly after setting climb power (39.5 inches and 2,300 rpm). This eliminates enough drag to noticeably improve engine-out climb performance. Partially closing the cowl flaps also reduces airframe buffeting.

Leaning the mixture is a breeze. Use the auto-rich position for takeoff and climb, and the auto-lean position for cruise. Be careful, however, when richening the mixtures prior to landing a Wright-powered DC-3. The controls work backwards so that pushing them forward results in a very quiet and underpowered airplane.

In flight, the DC-3 is heavy on the controls and sluggish in roll and pitch. This airplane is not flown with the fingertips. A new pilot quickly learns that the trim tabs are his best friends. The airplane is so sensitive to movement of the center of gravity that some veteran airline pilots claim that they could tell the weight of a stewardess walking toward the cockpit with coffee.

Flying the airplane can be a workout and gives me great respect for airline pilots of yore who had to battle weather and turbulence a hundred hours a month. The DC-3 cruises at 157 knots on 50 percent power and 94 gph. Some claim with tongue in cheek that the -3 consumes as much oil as it does fuel.

One would expect that the big, high- lift wings of a DC-3 would have docile stall characteristics. Don’t bet on it. Stalls propagate from the wingtips and can result in strong rolling moments and substantial altitude loss. Recovery demands aggressive, albeit normal, manipulation of all primary flight controls.

On a nice day, either pilot can slide open his side window and rest his arm on the windowsill as when driving a car. The shape of the front windshield creates a low-pressure zone near the side windows so that only a waft of air can be felt. Nor does the noise level increase with an open window. The din of a DC-3 assaults the ears equally well with the windows open or closed.

In those carefree days of ecological ignorance, airline pilots flying DC-3s used to revise their Jeppesen manuals while en route. Each obsolete page was lifted out of the binder on the pilot’s lap. The reduced pressure outside the open window would remove the chart from between the pilot’s fingertips and send it carelessly to oblivion. It is said that one could determine an airline’s route structure simply by following the trail of discarded charts.

When the outside air is cold, a conventional Janitrol heater provides warm cabin air. On some older models, heat is provided by a steam boiler in the right engine nacelle.

The DC-3 has a reputation for leaky windshields on rainy days. This prompted more than one pilot to add the following to en route position reports: “Light rain outside; heavy rain inside.”

Although one can make 3-point landings in a Gooney Bird, this is discouraged because dropping in such a heavy airplane can unduly strain the landing gear. Instead, wheel landings are the norm. Just pull off the power when about 10 feet above the ground. There is little or no tendency to drop as those big wings slice deeper into ground effect. There also is little tendency to bounce, which makes the DC-3 easier to land on the mains than many light airplanes.


Some experienced pilots claim that they can land shorter in a DC-3 with the tail up than down. The procedure involves simultaneously applying aggressive braking and enough back pressure on the yoke to prevent nosing over. According to Perry Shreffler, a retired captain who flew DC-3s for TWA, this combination of brake and elevator control is so effective that with a little help from a headwind, a forward center of gravity, and a smidgeon of power a competent pilot can come to a halt with the tail suspended in the air. (I did not have the courage to try this.)

A private-pilot’s certificate is the only prerequisite for a DC-3 type rating. Aarvik advised that the training required (including the check ride) varies from 3-4 hours (for an experienced taildragger pilot with round-engine time who wants a VFR-only type rating) to about 10 hours for a private pilot with limited experience who wants a type rating with instrument privileges. These hours can be reduced, however, if the student first obtains some instruction in a small taildragger.

For me, learning to fly a DC-3 was a dream come true—even if it did empty my wallet.

Powerplants Two Wright Cyclone 1820-202A1,200 hp @ 2,500 rpm & 45.5 inches (1-minute limit)1,000 hp @ 2,300 rpm & 39.5 inches (mx continuous)Recommended TBO 1,200 hrPropellers Hamilton Standard Hydromatic 23E50 11-feet, 6-inch diameterLength 64 ft 5 inHeight (tail down) 16 ft 9 inHeight (level attitude) 23 ft 6 inWingspan 95 ftWing area 987.0 sq ftWing loading 25.7 lb/sq ftPower loading 10.5 lb/hpSeats 2+21 (typical)Passenger cabin length 31 ftPassenger cabin width 7 ft 8 inPassenger cabin height 6 ft 6 inEmpty weight, as tested 16,822 lbMax ramp weight 25,200 lbMaximum takeoff weight 25,200 lbMaximum landing weight 25,200 lbUseful load, as tested 8,378 lbPayload w/full fuel, as tested 3,446 lbFuel capacity 822 gal (812 usable) 4,932 lb (4,872 usable)Oil capacity, both engines 232 qtsBaggage capacity Forward 300 lb Aft 1,700 lb

PERFORMANCETakeoff distance, ground run 1,700 ftAccelerate-stop distance 3,750 ftMax recmded crosswind component 13 ktRate of climb, sea level 1,140 fpmSingle engine ROC, sea level 200 fpm Cruise speed/50% Power/10,000 ft 157 ktCruise fuel consumption 94 gphMaximum range/10,000 ft 1,740 nmService ceiling 25,000 ftService ceiling, single engine 9,000 ftLanding distance, ground run 1,600 ft

LIMITING AND RECOMMENDED AIR-SPEEDSVmc (min control w/one engine) 77 KIASV1 and V2 84 KIASVx (best angle of climb) 91 KIASVy (best rate of climb) 96 KIASVxse (best single-engine angle of climb) 81 KIASVyse (best single-engine rate of climb) 97 KIASVa (design maneuvering) 119 KIASVfe (max flap extended) 97 KIASVle (max gear extended) 223 KIASVlo (max gear operating) 144 KIASVno (max structural cruising speed) 183 KIASVne (never exceed) 223 KIASVs1 (stall clean) 67 KIASVs0 (stall in lndg configuration) 62 KIAS

DOUGLAS DC-3 SPECIFICATIONS

Specifications are based on manufacturer’s data. Performance is based on standard atmosphere at sea level with aircraft at maximum-allowable gross weight.

Reprint from AOPA pilot


An interesting era in TWA’s history is referred to in the Colt Firearms advertisement from 1929 that is pictured with this article.

Shortly after the consolidation of Transcontinental and Western Airlines to form the new T&WA, a contract was awarded to carry U.S. Mail. One of the requirements of the contract was the security of the Mail and to provide that, the Pilots had to be armed.

T&WA ordered 44 Colt pistols of the Model 1911A1 design chambered in the new and powerful cartridge; the Super .38. These guns were ordered from Colt in 1929 and delivered to Smith Hardware Company, Columbus, Ohio. They were of standard production and the only thing that differentiated them from any other pistol of the same design was the Colt factory inscription on the left side of the frame, above and forward of the trigger which read: T&W.A. No. 33 (The numbers are believed to have been from 1 to 44).

Being a retired airline employee with 19 years at TWA; an amateur historian and a gun enthusiast I find these particular pistols intriguing. There are very few of the original 44 guns whose whereabouts are known. In fact, I know of only 3. And that brings me to the subject of this article. If anyone has knowledge of the existence of one of these pistols I would like to hear from you. Just let me know if there are more out there. If you would like to share the number of the pistol that would be great, but not necessary; I just would like an idea of how many more of these historic weapons are known.

Any information you will share can be snail mailed to me or emailed. Following is my contact information. Thank you.

Keith Alderson PO Box 191St. Charles, MO [email protected]

T&WA PISTOL PACKING PILOTS!


IN MEMORY OFCAPTAIN W. PATRICK SULLIVAN

OCTOBER 7, 1942 NOVEMBER 11, 2006

Pat grew up in Dunlap, Illinois. He graduated from Spalding Institute in 1960 and the University of Miami in 1964. He was hired by TWA that same year and retired after thirty-eight years.

Pat loved being with his family, skiing, hiking, playing tennis and working with his hands.

His wife Carol, daughters Heather, Bridget, son Patrick, grandson Max, sisters Ann Powers, Mary Carter, brothers Mick, Tim and numerous nieces and nephews survive Pat. Pat was loved by all. by Carol Sullivan

IN MEMORY OFCAPTAIN MANLEY J. GOODSPEED

MAY 17, 1922 MARCH 10, 2007

Flown WestFlown West


Roger passed away at 86 from pneumonia and complications due to a compression fracture in the spine. It was very unexpected, as up until then he was healthy and active, playing tennis until 83.

Roger always wanted to fly. Even before the US had entered WWII he joined the Canadian Royal Air Corps, then flew B-24’s in England for the RAF Coastal Command 224 Squadron.

After his first tour of duty he transferred to the US Army Air Corps, today’s Air Force, completing another tour of duty. He was honorably discharged as Captain. He was the first American in the RAF224 Squadron to receive the British Distinguished Flying Cross. It was a newsworthy item at the time.

After leaving military service following WWII, Roger joined TWA in September 1945, and was with them until his retirement over 44 years later. He loved flying and TWA so much that after he retired at 60 as Captain he continued as Flight Engineer for another 9 years. He flew nearly every plane from the DC3 to the Lockheed 1011, his favorite! He also loved hi years in Cairo as a relief pilot.

Roger is survived by his wife of 59 years, June, a son Bradley, two grandchildren, Cameron and Chelsea. He was interred at the Columbarium of Arlington National Cemetery following a service with full military honors, his wish always. He will be missed by his family and many friends.

The following poem was read at Roger’s service. It was found amongst his military papers, cut from a newspaper, darkened with age, and the author unknown.

IN MEMORY OFCAPTAIN W. ROGER THORPE

FEBRUARY 28, 1920 - JANUARY 25, 2007

Do not stand at my grave and weep: I am not there, I do not sleep

I am a thousand winds that blow. I am the diamond’s glint on snow.

I am the sunlight on ripened grain. I am the gentle autumn’s rain.

When you awaken in the morning’s hush,I am the swift uplifting rush

Of quiet birds in circled flight.I am the soft stars that shine at night.

Do not stand at my grave and cry;I am not there, I did not die.

by Brad Thorpe and June Thorpe


IN MEMORY OFCAPTAIN THOMAS L. MGGRATHMAY 21, 1930 FEBRUARY 2, 2007

Carl was born on December 22, 1916 in Bedford, Indiana, to Clarence and Helen Dowling. He was the beloved husband of Marguerite Moss Dowling, father of Joel Downing and John Martin; brother of Neva Hill, Esther Fields and Vera Lofton.

Carl attended Shawswick High School and Indiana University until joining the Army Air Corps in World War II and serving in the 8th Air Force, 351st Bomb Group, flying B-17 aircraft out of Polebrook, England. After the war, he joined Trans World Airlines and flew internationally until his retirement on December 21, 1976.

Carl and Marguerite were married on March 25, 1947 in Glenville, West Virginia at the First Methodist Church.

Marguerite, sons John and Joel, sisters Neva and Esther, three grandchildren and six great- grandchildren, survive Carl. by Joel Dowling

IN MEMORY OFCAPTAIN CARL T. DOWLING

DECEMBER 22, 1916 SEPTEMBER 9, 2006

IN MEMORY OFCAPTAIN ALLAN V. BAST

MAY 10, 1022 MARCH 11, 2007

IN MEMORY OFFRANK A. KARSHICK

MARCH 18, 1918 APRIL 4, 2007


IN MEMORY OFFRANCIS A. HARLAND - NAVIGATOR

OCTOBER 18, 1914 - FEBRUARY 16, 2007Francis (Sonny) Harland was born and grew up in a rural farming community in Vale, Oregon.

His daughters Donna & Nancy and sons Jack and David survive him. Sonny joined Transcontinental & Western Airlines on January 20, 1943 He spent all of his career with TWA flying TWA’s International Routes, from the USA to India serving all the stops in between. Sonny also flew long range Polar routes linking Europe’s Gateway Cities with Los Angeles and San Francisco in the 1649A Constellations.

He left Trans World Airlines in the Fall of 1963 after TWA replaced Navigators with electronic navigation. Sonny then finished his career flying as Navigator with World Airways for several years.

Sonny always said that his years with TWA were the best years of his life. He was best personified by his cheerful and optimistic attitude. A phone call from Sonny was always a “Pick me upper.” Sonny contributed to the TWA Navigator’s museum display now located at MKC, and also to a Navigator museum display at Embry Riddle Aeronautical University at Daytona Beach, Florida.

Sonny’s second passion was Photography. Those of you that knew him will recall his ever-present Camera snapping photos everywhere along TWA’s International Routes. Daughter Donna has thousands of those pictures.Sonny moved from his beloved California to Trenton New Jersey, in 2002 to be nearer to his family. He will be missed very much by all who knew him. by John W. Malandro Retired TW A Navigator

IN MEMORY OFCAPTAIN ADAIR MILLER

OCTOBER 12, 1912 FEBRUARY 10, 2007


IN MEMORY OFCAPTAIN ROBERT G. (“Bob”) JOHNSONFEBRUARY 20, 1935 - FEBRUARY 7, 2007

Robert G. (“Bob”) Johnson, 71, passed away on February 7, 2007 at Kansas City Hospice House due to complications related to myelodysplastic syndrome, a rare form of bone marrow cancer. Bob was born in Mobridge, South Dakota on February 20, 1935, the son of Delwyn and Esther Johnson.

He grew up with an appreciation for flying as a result of his great uncle, Ralph Johnson, who flew as a mail carrier, was an acrobatics pilot and later became one of United Airlines first pilots. Bob determined at an early age that he would follow a similar path.

After attending college at the University of Toledo, he became a Naval Aviator. Bob served in the Marine Corps for a total of eleven years, including Reserves, attaining the rank of Major. He later went on to become a commercial airline pilot. He flew for TWA nearly thirty years, concluding his career flying internationally as Captain of the Boeing 747. While with TWA, he was bestowed with the honor of Co-pilot of the year and named a member of the Flight Deck Crew of the year. Bob was passionate about flying, loved his job and looked forward to every trip. One of the things he loved most was the camaraderie with the flight crew. Bob stayed closely connected with many of his fellow aviators through ROMEO, Combat Pilots, Association of Naval Aviators and Quiet Birdmen. We know he’ll miss his time with those special friends, as they’ll miss their time with him, but we’re confident he’s in a better place now, where there is no illness, and he’s flying high with God and the angels.

In his healthy years, Bob loved skiing, hunting and golfing with his buddies. He was very involved in the Lutheran Church. He collected antique toys, clocks, guns, cars and aviation memorabilia. He was also active with Missouri Valley Arms and the Classic Thunderbird Club.

Bob is survived by his loving wife Karen, who was his angel here on earth, giving him the greatest of care through all of his health challenges, and his daughter, Leslie, who lives in Ventura, California and always made it a top priority to visit him frequently. Two sisters, Margaret Keating and Marilyn Ford, and one brother, Roger Johnson, also survive him. If you have any stories to share or comments to make about Bob, please email them to his only child, Leslie at [email protected]. She would love to hear from you! by Leslie & Karen Johnson


IN MEMORY OFCAPTAIN EDWIN L. ROMANJUNE 2, 1921 APRIL 29, 2007

IN MEMORY OFGEORGE LANE SIMMONS

APRIL 15,1917 APRIL 27, 2006

IN MEMORY OFRAYMOND B. TERRY

MARCH 1, 1916 JANUARY 21, 2007

IN MEMORY OFCAPTAIN LEON R. PIERSON

NOVEMBER 27, 1920 DECEMBER 16, 2007

IN MEMORY OFCAPTAIN JESS E. HENSLEE

FEBRUARY 28, 1919 JANUARY 8, 2007


Bob Buck, whose heart flew with the intrigue of life and sky, and whose soul sought a better aviation for all, died April 14, 2007. He was 93 years old. Although his story left a swath through aviation, his enthusiastic curiosity left him well read and sensitive to life, its people, their history and struggles, as well as embracing of its beauty.

Bob was born in Elizabethport, New Jersey, January 29, 1914, but grew up in nearby Westfield. His passion for aviation began about ten years old, building model airplanes and pedaling his bike to watch the excitement of National Air Transport’s big Douglas Mail planes operate from Hadley Airport, near Plainfield, New Jersey. In 1929, aged 15, he took his first stab at flying, teaching himself to fly a Northrop primary glider that he and a buddy had built. (Much of the glider rests today at his home in Vermont). The following winter, with a Christmas gift of flying lessons, he soloed a Fleet biplane at Westfield Airport. Latching on to his new found passion, six months later saw him racing across the U.S., now in his own Pitcairn PA-6 Mailwing, to set a junior transcontinental speed record…age 16. He sought other records to Mexico City, Havana, and then in March 1933 swapped his Pitcairn for Orm Gove’s 90 hp Monocoupe…at the time Orm was a TWA copilot. Bob flew explorations to the Mayan ruins, on Mexico’s Yucatan Peninsula, was an aviation reporter for an Elmira, New York newspaper, and in 1936, set a world nonstop two place record for light aircraft, when he and his cousin flew the “Coupe”, modified with extra fuel, droppable landing gear and belly skid, nonstop from Burbank, California to Columbus, Ohio. The record still stands today…the aircraft category was changed so it was frozen in time!

Bob had taught himself instrument flying…needle, ball, airspeed…using Howard Stark’s little book “Blind or Instrument Flying”. Record flying had been exciting and of great experience, but it was an unstable existence, and the time had come to settle down. Outwardly, Bob may have seemed a kid flyboy celebrity, but inwardly he was already a serious and perceptive pilot who wanted to learn more. Realizing the fantastic potential of the airlines, and listening to the good advice of a newspaper reporter friend while visiting one day at Newark Airport, Bob applied to TWA, then Transcontinental and Western Air, and as we know, came aboard August 1937 at age 23.

His first line flight was August 26, 1937…Kansas City to Albuquerque in DC-3 #357, with Captain Wade…the log also says “all night”…welcome to the airlines! Initially based in Newark and Los Angeles, 1938 brought him to the tiny base of San Francisco, along with his new wife, Jean. Back to New York and the lure of home late the same year, then a period of being a first officer and instrument instructor in Kansas City…it kept him working in lieu of winter furlough. His

IN MEMORY OFCAPTAIN ROBERT N. BUCK

JANUARY 29, 1914 APRIL 14, 2007


Captain seat came along in April of 1940…first trip on April 28, DC-2 #328, “NYC PIT”, which was the new La Guardia to good old Pittsburgh, with First Officer Miles. With the airline’s serious weather flying, the concept had fascinated him, as did the challenges of improving all- weather flying. He’d hang around weather offices, ask questions and read books…the beginning of a life long passion. And he settled into flying the line, only dreaming to be senior enough to be based in Los Angeles, flying to Albuquerque, let alone the unearthly seniority needed to command the huge four-engine Boeing Stratoliner.

War…and Bob entered it flying DC-3s up into Canada, out of Presque Isle, Maine, in that time of uncertainty as to whether they were considered civilian or Army. Of course this solidified into the Air Transport Command and a mad rush for pilots. Forget Albuquerque, he had his Stratoliner left seat, now with the airplanes over-grossed, painted olive drab, and heading across the South Atlantic! The Douglas C-54 was next, traversing both the South and North Atlantic, to Prestwick, Scotland, but still a nervous time with Continental Europe occupied by the Axis. Back in the war’s early stage…the DC-3s to Canada…Bob had decided he best learn Celestial Navigation, because even with navigators, he was curious of the art and wanted the redundancy. It would soon become handy, when an ill crew, except for him and his flight engineer, swapped off flying and navigating while the other guys lay useless on the floor.

In late 1943, TWA was awarded an Army Air Corps project to research weather and Bob jumped on the bid. As pilot and manager of the project, he and his new crew took delivery of a brand new B-17, guns and all. They would fly their B-17, “Two Kind Words”, from cold North America to tropical South America, now with the airplane stripped of turrets but covered with gadgets, and a crew of scientists, to investigate radio interfering static from precipitation. They plowed into ice, snow, rain, hail, thunderstorm and hurricane to find solutions. Bob recently remarked that during the B-17 project, he flew his most rewarding flight...from Adak in the Aleutians and direct to Midway Island. It was between two theaters of operation, a flight no one had flown, and audaciously aimed at a tiny island in the middle of nowhere. Nor did they have a navigator for this leg, so he did it himself…a final exam of celestial where flunking was not an option. They hit it on the nose.

The B-17 weather project was a marvelous adventure that has held life long satisfaction for Bob. Not only of technical effort, the project held marvelous memories of a fantastic crew who had drive, ability, mutual respect, good humor and brilliant wit. At war’s end, they flew the B-17 around the world, searching for weather data where they could not go before hostilities ended. In retrospect, it would seem the B-17 project was a springboard to Bob’s future, in knowledge he would apply for a lifetime, both technically, with weather, and with confidence of his profession. The project earned Bob an Air Medal, as a civilian, in a commendation by President Truman and presented by General Ira Eaker.

(A side note, “Two Kind Words”, Army aircraft # 4231294, was not the B-17 TWA later purchased and modified for executive flying that was natural metal with TWA stripes. After the war, Bob did pick that B-17 out of many from surplus. It was new and had never seen combat, and he flew it from Seattle to Wilmington, Delaware on August 10, 1946. The fate of “Two Kind Words” was that it was so modified and full of holes from all the scientific gadgets, that it was not salvageable and met the disrespect of the bulldozer). In 1945, Bob was offered TWA’s Chief Pilot position, or Superintendent of Flying as it was


then called. Actually, the offer came in the middle of the B-17 project. In summary, although working hard as Chief Pilot, flying a desk was not his style. A shining light in his tenure was the Constellation. It was coming on line, and he was there for initial checkout, delivering the first one with Paul Fredrickson, zooming across the Kansas City airport precisely at his boss John Callings’ requested four in the afternoon…November 15, 1945, his daughter Ferris’ fifth birthday. She was present during the Kansas City arrival, along with Jean. Typical of Bob’s efficiency, he was tasked with writing the first Connie manual for the company, and his precise superior John Collings was shocked that it was thinner than the DC-3 manual. Bob’s answer; “John, that just proves the DC-3’s manual is too damn big.” Bob found a way out of his position; with the Army’s request that he fly the B-17’s around the world flight…he was free of desk and back to the sky!

1946 again brought weather research…this time an Army Air Force thunderstorm project. Bob was again in charge of the TWA program, as well as the pilot, now flying a Northrop P-61 Black Widow night fighter, and still with his marvelous crew chiefs Barney Dowd and Bill Foley, both of TWA in Kansas City. Looking for the worst thunderstorms, nothing matched Kansas City! Of all the thunderstorms penetrated, he later said none were worse than those he’d flown on the line! But, in one episode, his gyros tumbled and while narrowly escaping the event, the recovery left a bent tail boom …close! Overall, he said the P-61 was a marvelous airplane, but his worst problem was the leaking canopy.

But also in 1946, TWA’s pilots were not happy, and so their first strike loomed. Bob kept telling John Collings that “the men will strike”, to which Collings was to have said, “they’ll never walk out”. When they did walk, Bob, an avid ALPA member, felt it was not right to be flying the P-61 and collecting a paycheck. The end of the P-61 project, but he was soon back in another fray, this time elected the pilot’s arbitrator during the binding arbitration solution to the strike. The company lawyer and arbitrator was George Spater. Bob and Spater had a very civilized and respectful relationship, to the extent they hammered out a sensible solution in short time. Bob said being the pilot’s arbitrator was the hardest job of his career, as where you wanted to make everyone happy, such was hard to do. There were some upset fellow pilots…one even wanted to fight him in a parking lot…but then there were happy ones, too. But he mentioned years later these efforts to be the most satisfying of his career, because they raised status of copilots out of management’s apprenticeship mentality to that of vital crewmembers…a needed integral part of the complex growth of modern airliners, and the world in which they operated. And, with this came a substantial pay increase!

There was an attempt to revitalize the P-61 project, and Bob worked closely with Ralph Ayers who was TWA’s brilliant Manager of Radio, Radar and Electrical. He’d worked with Ralph on the B-17, and now they wanted to work on airborne radar. Ultimately, however, the P-61, stored in Albuquerque, was not used and a DC-3 named “Sky Lab”, postwar ship # 324, took on the radar and some of the research. However, amidst all this, Howard Hughes popped up and requested Bob to join a public relations trip for 20th Century Fox studios, flying a DC-3 with actor Tyrone Power through South America to Africa. At first Bob saw this as “wet-nursing” a movie star on a public relations junket, but Howard had put on the pressure. The trip was on. There were only seven in the crew, and Ty, as he was known, set the trip’s pace with his “we’re all on the same level” personality…the trip was smooth as silk. Ty flew most of it, and did a first rate job…he had been a WW II Marine C-46 Transport pilot, who’d flown in combat, but also was a very quick study and loved aviation. Bob said, basically, that Ty was TWA pilot material, and would have been ready


to put on the line. In the public eye, it was Ty Power, but behind the scenes it was a bunch of new friends who shared the events and made good light of it all. As Bob said in his book “North Star Over My Shoulder”, it was “The trip of a lifetime.”

The friendship between Bob and Ty continued until Ty’s untimely passing in 1957. And there was a publicity event to include Ty Power dressed in a TWA Captain’s uniform and proceeding to London on a 749 Connie flight. Years later, in discussing the event, Bob said it was an interesting trip…and maybe there are a couple of cockpit crew members out there who can vouch that Ty Power was more than a movie actor and had some fine aviation blood!

Howard Hughes called again…he wanted Bob to do some flying for him. He had a few clandestine meetings with Howard, but the rest was by phone, on occasion enduring the famously mysterious late night calls. Bob was to fly the president of 20th Century Fox on a trip into South America, but the plan met delay and final cancellation. This went on about three months, entailed some flying for both movie folks and some of Hughes ’research aircraft. At one point, Howard told Bob he wanted him to take his personal Sikorski flying boat to Miami, mix with “the scene” there, and sell it. That was not Bob! They bantered back and forth on the phone…Howard telling Bob he could do a fine job, and Bob saying he didn’t want to do it. Finally, as he told years later, with gesture of his fingers emulating a telephone against his cocked head: “I told him; Howard, I won’t do it.” He didn’t. In retrospect he felt Hughes was a courteous and considerate man, although his quirky ways did make a mess of things.

International flying was a revelation to Bob. Europe and especially Paris in the late 1940’s into the 50’s, a time he described as when “Paris still belonged to the Parisians”, did not leave Bob idle. He roamed the cities, embraced the cultures, learned of art and began to teach himself French, which was also his beloved Grandmother’s native language. German on his father’s side, Bob’s mother’s side had Swiss-French. He developed a marvelous friendship with the Percepied family, Max and Jean, who ran the Celtic Hotel in Paris…6 Rue Balzac…remember! Avid golfers, as was Bob, many a game was played together, to include Bob winning the Celtic Cup.

The DC-4…all the way to Tel Aviv, but an airplane he considered marginal for Trans Atlantic flying. The Connie’s with the 749A his overall favorite, being the most reliable. The “Super G”, “G.D. G’s”, as he called them, and the 1649 Jetstream, which he called a fantastic airplane with its range, handling and quiet cabin but could have been superb if not for those Turbo Compounded Wright engines! He held a stint as Line Check Airman, and outside TWA, he served as a member of the National Advisory Committee for Aeronautics, (NACA…predecessor to NASA) on metrological problems as well as flight safety. In 1955, Bob was offered the opportunity to attend a USAF Officers’ Jet Indoctrination School, flying Lockheed T-33s, to which he eagerly accepted. He enjoyed the stint with his instructor, fresh from combat in Korea, but had to stomach the tight high G “break” for landing…instead of the modestly banked airline stuff.

TWA President Carter Burgess wanted some operational assistance when he came to office; especially with the oncoming jets…it was 1957. Role change…Bob joined the businessmen with briefcase at the Westfield, New Jersey train station, and commuted to 305 Madison Avenue in New York City. An interesting time for Bob, but not amusing for Burgess. The 1649A Jetstreams were badly needed but late, Howard Hughes briefly ran off with one to unknown location when they did show, and of course daily operational trauma to include Connies and their lousy engines.


One day, a “G” had lost two engines, sweating it out trying to make Shannon. Burgess and Bob sat around the paneled office at “305”, hooked into communication with dispatch, hearing the event unfold. At one point, Burgess asked what could happen. Bob said: “Well, if those other two damn Wrights don’t hold out, they’ll have to ditch”. Silence. The flight finally made it to Shannon and with sigh of relief, Burgess propped his feet on the shinny wood table, lit a cigar and said: “these damn airplanes can be dangerous!” Bob’s answer: “Join the club.” (At one point, years later, he claimed he’d really said: “and don’t you ever forget it!”). When all was said and done, Burgess offered a Vice Presidency to Bob, and the statement we have all heard about occurred. “Carter, there are two jobs in this airline…yours or mine.”

The 707...the era he claimed his best. True, the melodious trips with long layover and quiet Europe were coming to an end, but the jet’s superb reliability, high flight out of lousy weather, minimal operational bureaucracy, plus the expansion of the airline…the industry…with superb service and pride and newly hired youth made it an exciting era. Of course, with the jets came new challenges and we’ll recall some sad moments in the learning curve. Bob’s continued efforts in safety…a lot to do with low visibility approaches…brought him the 1963 ALPA Air Safety Award. He was also called to serve FAA Administrator Najeeb Halaby, with emphasis placed on Air Traffic Control as well as weather accidents in terminal areas.

He was invited to join the FAA’s Supersonic Advisory Group. He spent some time “flying” the centrifuge simulator at NASA, which included fiddling with stability and control problems of engine failure at high altitude…and trying not to get sick in the centrifuge, but rue the day “the airline” pilot chickened out. After it was all over, an observing test pilot said he would never have stayed in the centrifuge that long. The real deal of this opportunity had him visit Edwards Air Force Base, where he observed an X-15 flight, as well as flew a T-38 and two-place F-104 to experience supersonic flight. He was slated to fly in a B-58, but their tendency to disintegrate in flight at that time put an end to the idea. Of course, the SST met the political hatchet, but just after his retirement he did a story on the Concorde for Flying Magazine, to include simulator time and a jump seat flight. He had nothing but praise for the challenges the Concorde design team had defeated.

Another sidelight was in November of 1965 when Bob was one of five pilots with the Rockwell Polar Flight, where, with a Flying Tigers 707, they had named the “Pole Cat”, circled the globe North South, over both poles. The flight left Honolulu and flew nonstop to London over the North Pole, then to Lisbon, (because the long runway at Heathrow was closed), to Buenos Aires, Argentina, then over the South Pole to Christchurch, New Zealand and on to Honolulu. The trip achieved an FAI “Diplome de Record”. Of the trip, Bob’s special moment was approaching the South Pole with explorer and pilot Bernt Balchen in the right seat, explaining everything on the Pole and reflecting his experiences when he flew there on Admiral Byrd’s expedition.

The later 60’s brought a return to flying light aircraft and gliders, as he mentored his son, Rob, who was learning the ropes. Sharing time together helping at the glider club and the local country airport he actually switched roles of command when Bob acted as crew to his son in Rob’s first National Soaring Contest. In retrospect, it must have been a challenge for Bob, as he did nothing to influence Rob’s judgment, even on a day when thunderstorms were a serious problem. It worked…the kid went on to a career in the airlines, retiring in 2005 from Delta. Bob’s involvement with General Aviation brought him consultant work with Cessna, on the development of the


Cessna Citation corporate jet. He worked the “human factors” design of the cockpit as well as operational aspects.

As a prolific writer, Bob worked initially with Air Facts Magazine and its publisher Leighton Collins, a close friend. As early as the 1940s, Bob exposed the airline world to a growing and maturing General Aviation. Of over 200 articles, he also wrote for Reader’s Digest, and although mostly of aviation, he did write a blasting article on the evils of smoking, way back in the 50’s. But stirring in his mind was the thought of putting all his weather experience in one place. After many years of effort, in 1970 he authored Weather Flying…the definitive book having sold over 130,000 copies and still in print today.

The 747…Bob called it the “Grande Dame”. He was now number one on the seniority list, and as he said, he could “bid on heaven”. Inaugurating both London and Paris service from New York, he loved the airplane, but realized its task routine…the price of success from all those years of concern and effort. The world had changed…tourists now owned Paris…but he recalled with happiness the marvelous spirit of the 747 crews, and who could deny not getting caught up with the airplane’s excitement, let alone a cabin with 14 or so young “hostesses”, as he called them…their youth, spirit and excitement, yet professionalism with a lot of challenges. With his personality and wily wit it was a marvelous way to end his career…senior Captain on the world’s most prestigious airplane and with a harem.

One last flying trip. With Bob just retired and his son just graduated from college, and a rated pilot, they decided to do something “different” before heading off in life’s directions. Bob had found out Cessna delivered its twin engine airplanes overseas on ferry flights, so that’s what they did. A Cessna 402…eight seat, two 310 hp engines…across the Pacific to Australia. Heading out to sea from Oakland, California, they made overnights in Honolulu, Tarawa in the Gilbert Islands, Guadalcanal in the Solomon Islands, then Brisbane and finally Sidney, Australia. An extra 360 gallons of fuel in the fuselage, the trip had benefit of good, modern engines that didn’t quit…the airplane was over gross for the first six hours…but navigation was the old way. Compass, a tiny bit of “historical” Consolan from San Francisco and low frequency beacons on arrival in the islands. A chance to see how it was done years back, learn some lessons and share some exotic places and amusing moments. Priceless. Bob became a fulltime consultant…what he called the world’s second oldest profession. In 1975 he became a member of an FAA Special Air Safety Advisory Group, (SASAG), which collected six recently retired airline pilots with diverse industry backgrounds to evaluate airline safety. Basically, and some might remember, they jump seated with FAA credentials…and quickly advised the crews to not sweat it…they were not enforcement… throughout the industry. They looked at everything, from operations to Air Traffic issues, crew rest, meals…you name it. Their report offered many needed changes, and was reviewed by hearings in the U.S. House of Representatives, but with minimal implementation from bureaucratic government politics. Same old story.

He consulted with then Simmonds Precision, now B.F.Goodrich, in Vergennes, Vermont. They developed the Performance Advisory System, PAS, which many who flew TWA 727’s will remember. Bob, and his brilliant friend Captain Paul Soderlind, retired Northwest Technical Flight Ops, consulted on the flight operations and commonsense of the system. It was the first of what has become the Flight Management System in every modern airliner cockpit. Bob and Paul, along


with a few clever and understanding engineers, saw the need to add a navigation system to the unit. Sadly, the project fizzled when Simmonds Management refused to fund the development…it would have been the industry’s first. Instead, Simmonds was sold…sounds familiar.

He worked on FAA Administrator Engen’s future Air Traffic Control committee, and with the International Civil Aviation Organization, (ICAO), near by in Montreal, he became a member of the Visual Flight Operations panel, representing sport aviation through the FAI. Part of the efforts resulted in the United States redesignation of air space. For his support of sport aviation to the world body of aviation he was awarded the FAI Bronze Medal. He quit flying solo at age 88, having owned a Cessna 172 and later a Cessna 170B with his son, and flying sailplanes he’d either owned or shared in the local glider club. He remained a member of the Aircraft Owners and Pilots Association, (AOPA) Air Safety Board.

When he retired, Bob dove into his writing full force. After “Weather Flying”, he wrote of flying technique with “Flying Know How” and “The Art of Flying.” As many were bugging him to write his memoirs, he first realized the industry needed an operational memoir, so penned “The Pilot’s Burden…Flying Safety and the Roots of Pilot Error”, which tells of how the simple concept of flying became burdened with complexity from so many angles and how it challenges the pilot’s task. Finally, at a young age 88, Bob published his memoir “North Star Over My Shoulder”, that eloquently tells his story. When he passed on, three book ideas were in planning stages, as well as that distant hope of visiting Paris in May, to enjoy the city, season, see some friends, and visit the Musee de l’Air, to do research for one of these books.

In 1972, he and Jean moved to a quiet, hillside property in Vermont, they had found during a 1964 soaring outing. Jean almost literally dugout a beautifully landscaped and gardened Vermont homestead and Bob finished his last two years with TWA commuting to Kennedy from Burlington, Vermont. They took up cross-country skiing, stayed active with golf, and Bob joined the township’s planning board. Bob’s family totaled out with eight grandchildren and three great grandchildren, his daughter living right down the road and son’s family half hour away, so all stayed close in the final years. His wife Jean passed away in 2004 from Alzheimer’s, after 66 years of marriage.

He traveled a lot, usually winding up in Paris, where he maintained proud membership in the Aero Club de France. His fluency in French was a pet task, seeking out anyone who spoke the language as well as practicing at home in narration of his daily tasks. Throughout his house, among his music, books, photos and memorable items, sat little French dictionaries for curiosity of word. He took up cooking with vengeance and was darn good at it, becoming a regular with the ladies at the local supermarket, discussing Chicken Cordon Bleu, or maybe how he’d mastered cooking scallops. His last trip to Paris was April 2006 with his son. Late in March this year Bob’s daughter and granddaughter took him to Montreal…his nearest French city!

His fantastic memory, well read word on just about any subject, gift of story, curiosity, and wonderful wit…and that certain sparkle of his eyes…made one believe he was forty years younger. Even his cardiologist said you’d think he would live forever. He was of kind heart, too, worrying about those who struggle, a little thoughtful gift or goodie to those he enjoyed, and don’t forget he kept his bird feeders full! Looking around his home you’d find his notepad with thoughts on his next book or an idea to improve aviation safety…a restaurant in Paris he’d just heard about. He had little thermometers with in and out readings and a clock and one with barometer. He would check his weather maps everyday, usually out-foxing the weather reports. Recently he said


the problem with his getting old was that he had so much he wanted to do. Great mind, but the mechanisms were going south.

Living solo at his home in Fayston, Vermont, with his usual independent resolve, his hip failed. His eyes still held that sparkle and you thought it was just another adventure that he was entertaining you with. But his kidneys went to sleep, and so did he. We miss him terribly because he was so young…but then you must convince yourself he was not. Maybe his lesson would be to stay curious, have a goal and hang out with people who are, or think younger than you…and always look forward to that next trip to Paris!

MEMORIES OF A DAUGHTERby

Ferris BuckDuring World War II the house was a house of ladies, my Mother, my Grandmother Jessie, and Mrs. Johnson, someone who had come to stay with us. My uncle’s dog, Skyboy, was our single male resident.

From time to time my Father would appear, often in the night. They would wake me and I’d come downstairs to a card table loaded with gifts from far away places, places unknown to me and to the others in the house. It was magical! My first wrist watch was among those gifts.

The B-17: I have a vivid memory of it flying over our house in Westfield, New Jersey. It was low! Everyone was waving, some in the bombardier’s chamber. Great grins, happy faces as they embarked on their journey to fly in the worst weather they could find!

People often ask me if I’m a pilot. I say “Oh no, I spent my childhood throwing up in airplanes!” It was true, many DC-3, Stratoliner, and DC-4 flights. As we all know, the altitudes were much lower than those flown today and the “bumping around” was routine on most flights. Captain Don Terry held an entire DC-3 of people beyond departure time to buy my small self an ice cream cone. What a delight and what a prince he was!

For me, the ritual before Dad’s departure on a trip, was to polish his shoes. We had a wooden shoe polishing box. Inside were all the necessary tools for doing the job; a cloth to spread on the polish, the polish, and the brush for shining the shoes until they were polished. I always felt that my contribution was an important part of Dad’s getting ready for a trip. I felt a part of his work when he left, impeccably dressed, ready to go.

In fourth grade, I remember my teacher asking me, “Don’t you ever worry about your Father? He’s doing such dangerous work.” It had never occurred to me to worry about him, nor did her question put me into a place of beginning to worry. In my mind, it wasn’t a reasonable question. I had complete faith in my Father and in his abilities to be in charge of whatever situation arose. As he flew for over seventy years, never hurting himself or anyone else, I think my faith was quite correct!

My fifth birthday, November 15, 1945, was a very big day. On that day my Father flew the firstConstellation from the factory to TWA, where it was received with great ceremony and with theexcitement of knowing that a new era of long distance aviation was beginning. There is a wonderful picture in “North Star Over My Shoulder” of my Mother and me with Dad, next to the Constellation.


Both my Mother, my brother, Rob, who was born in 1949, and I, not to mention my Father (!) had many Constellation flights, in all the different models that were made.

The 1950’s were an exciting time for me. Having your Dad be #1 in seniority makes for luxury for an “airline brat.” There’s nothing like walking up to the counter and presenting your card, knowing you will be first in line to get on when space is available, and that was almost always in first class luxury! It was hard to grow up and lose the pass privileges and to have to fly coach.

In 1953, when I was twelve, my Dad took me to Europe with him. In those days that was something quite unusual. It was a big adventure. He left me with his dear friends, the Percepieds, at their Paris apartment. A big cultural change for me! I spoke a bit of French, definitely not enough to be fluent. The household arrangements were different from anything I had experienced. There was a cook and someone who served. The etiquette was very precise, first the oldest woman, down to the youngest, then the men and boys in the same order. The last was their son, Louis, who they called “Lou Lou.” He was very sweet and very studious. I remember him studying late into the night. He was killed a few years later in the war in Algeria, what a terrible loss!

The Percepieds owned the Celtic Hotel where the crews stayed. It was a wonderful hotel that hadan open metal elevator that rose from the lobby. There was a great bar and bar tender and often dinner would be served to the family in the hotel. All a big treat to a girl from New Jersey!

I often traveled with Dad. Snoring is a pleasure for me. When Dad and I traveled together we would share a room. Dad was quite expert at snoring. For me it is a comfort, a reassurance that safety is here. One of my favorite Constellation stories is the night we backed up in St. John’s, Newfoundland. I often rode in the cockpit, an opportunity and pleasure that doesn’t exist today. On this night we had landed at St. John’s in rainy weather. The approach was amazing, because of an optical illusion, as we approached, the runway looked vertical. At one point, when we were on the ground, Dad backed up the Connie. I was shocked! He grinned and said, “Didn’t think I could do that, did you?”

In 1953 Dad also took me to Bad Homburg, Germany, where the crews stayed when they flew into Frankfurt. Bad Homburg is a magical town, the Ritters Park Hotel where we stayed was lovely. Bad Homburg was a place where the Kaiser and the Czar had come to “take the baths.” The gardens, the casinos, had been glorious. They were coming back, but it was definitely a “coming back.” In 1953 it was very clear that there were few young men. Those we saw were often crippled. The town and people were clearly in a struggling post war phase. Often service people were deferential to the Americans, in a way I found difficult. It felt like the vanquished bowing to the conquerors.

One of my favorite “with the pilots” episodes is when we were all gathered at a long dinner at the Ritters Park and the pilots were swapping stories. These were the “old guys,” the pilots who had been mail pilots, stunt pilots, who had adventured and who were still adventuring. They had some amazing stories to tell. “Remember the time I was coming out of (some place in Texas) and I lost an engine and feathered the wrong one?” Ha, ha, ha, general laughter all around. “Yup, I just made it up over that truck that was coming up the hill.”

My father had two great gifts that I think, were at the core of his success in aviation and in life. He always took great care to check out, to be in charge of everything you could check out and be in charge of. Care and attention were by words of his being along with a sense of adventure. Care,


attention, and adventure make for a great combination. Those qualities are so clear when you read of his early flights, great care and great adventure. His way of being never changed and they were wonderful things to be taught.

When I was learning to drive, I remember coming off a highway onto a ramp, going too fast for the icy road. Suddenly the car spun around in a 360 degree loop. Dad just laughed and said, “See what you did wrong?” That was a lesson well learned!

In 1964 my parents, Jean and Bob, bought a beautiful piece of land in Vermont. My Dad was here in Vermont, soaring and playing golf. Two of his favorite pastimes! He and Mother saw how beautiful it was and Dad said, “Jean, why don’t you look around and see what kind of property is available.” After showing Mother places near the ski areas, which didn’t appeal, the realtor said to Mother, “There’s an old hill farm that has just become available.” The rest is history.

When my Mother and Father first bought the place the “main” access road was dirt and the town road access to their place was a dirt lane, which, in those days, wasn’t plowed in the winter. I remember my Dad snowshoeing up and down. I especially remember one dark, cold, winter night when he and I snow shoed in to the old farm house and then he went back out again to pick up my brother. During our wintry uphill climb I had thought about bears and other things that “might go bump in the night” Being with my Dad made these possibilities of no consequence. During mud season and other “made non-accessible” times Mother and Dad carried in quite a bit of furniture.

Being in Vermont re-energized Dad’s love of soaring. My brother, Rob, became very involved in soaring, getting an early license and competing in gliding competitions, usually with my Dad being his crew. Dad was able to return to his early joy of soaring, re-engaging in the gliding that had begun for him when he was fourteen years old.

When my daughter, Alexandra, graduated from high school my parents offered her a trip of herchoice. Instead she asked for gliding lessons. The day she took my Dad up for a ride was a day that brought tears to the eyes of all of us, her instructor included. After the flight, Dad, with Alex, went over some of the details of riding the thermal. It was beautiful to see them pondering the way of it together.


Robert N. BuckAviator Extraordinaire

by David M. Phillips

Bob Buck died on April 14th 2007, 93 years old, early Saturday morning in a post surgical recovery effort. He was at a local Vermont hospital surrounded by his loving family when he slid off peacefully. Friend of the extraordinarily famous and legendary awarded by two U.S. Presidents and Charles Lindbergh. Bob was a leader in the every day working world on the flying line and in the cutting edge of aviation technology, friend of all who tried at life, Bob was a good man and a respected American. He never lost his personal touch with the real world. A legend for generations of aviators is now of the ages.

I was a young boy around five years old when I first heard of Bob. My dad, Arthur B. Phillips, Captain, class of June ’47, sat me with him on his favorite easy chair in his bedroom full of sunlight, and read me an article Bob wrote for Readers Digest. Of course, it was of soaring. Dad read it to me with all the grace and ease of language in which the author had intended. It was a natural, beautiful description of a man who had become at one with the air. That was many years ago because I am 55 years old as I write and have become at one with the air as well.

It was sometime in the winter of 1970 when my mother and I were following my dad on a trip of his from New York to Los Angeles and back when on the crew bus at the end of the trip at JFK, my mother said to me with great awareness, “There’s Bob Buck”. Sitting across from me in the middle of the old red crew bus was Bob holding court. He was a dignified man holding center stage with all the grace and eloquence that made him so famous and respected. He was a presence I have never forgotten; the man in the stories. I didn’t say anything to him regarding the articles he authored and I always wished I had. It would be 37 years later when we would meet face to face.

A few years later I met Bob Buck’s son Rob, in college at Northrop University in Inglewood, California. We met for the first time at a coffee break and quickly realized that our fathers knew each other at TWA. My dad had been Bob’s copilot on many occasions in the late 40’s and through the ’50s. Rob and I became friends and went to the ’73 Paris Air Show and flew across the country in his father’s Cessna 182 Skylane. After graduation Rob and I went off the following year and into successful and interesting aviation careers.

When I began soaring in 1990 I wrote Bob Buck telling him so and of the motivation and positive impact his articles had on this decision, to become at one with the air. We communicated via letters on numbers of occasions over the many years since then.He always expressed enjoyment in my dialogue responding with personal insight and accurate recollections of life flying many years ago with my father. I purchased all of his books becoming a better aviator in the process. Bob sent me at my request, many of the old Reader’s Digest soaring articles he had authored. I shared them with my father as he lived out his last months, enjoying them once again.

This past January, I made a trip from my home in Las Vegas to Vermont to visit the Buck family with the specific intention of spending time with Bob. It was an inspirational two afternoons together.


We sat in the living room of Bob’s wonderful home full of windows and a beautiful view of the countryside. Conversation flowed easily. Mostly I listened to Bob’s eloquent discourse of hotels he “called “tony” and his life in Paris where he spent so much time he joined a golf club for years and there too, he met interesting people. There were the stories of the big jets and old prop airliners, and of course, the weather he flew so shrewdly for 79 years without bending any metal. In his last of eight books on aviation, “North Star Over My Shoulder, A Flying Life” Bob’s extraordinary life story unfolds, Bob told me of his motivation to author this great life story. He said that if he didn’t write this story that when he died and couldn’t tell it for himself, nobody would believe it. And what a story it is!

As we dialogued on those snowy afternoons over lunch, Rob continued videotaping for posterity. He had begun that some time ago knowing the value of such a life of an aviator extraordinaire.

As with all good things that must end, I bade my farewell in the evening going off into the beautiful snowy darkness with Rob, knowing we would never meet again in this lifetime. Bob was happy and upbeat, living each day to the fullest. His spirit was strong and in the end, he departed this world making the best of the bad weather of life, passing through to a sunny, peaceful landing in Heaven.

Robert N. Buck Dies at 93; Was Record-Setting Aviator

Robert N. Buck, a distinguished pilot who in the 1930s crossed the continent at record speed, flew a light plane higher than anyone had done before and photographed ancient ruins of the Yucatán from the air for the first time all by the age of 20 died on April 14 in Berlin, Vt. He was 93 and had continued to fly gliders into his late 80s.


Mr. Buck, a resident of North Fayston, Vt., died of complications of a fall, his son, Robert O. Buck, said last week. News of the death was not made public outside Vermont until this month.

A retired chief pilot of T.W.A., Mr. Buck was also a respected aviation writer. He was a particular authority on the weather, and the bumpy place where it meets aviation. During World War II, he performed research on hazardous weather of all kinds by flying gamely into it and recording what he saw, heard and felt.

His book “Weather Flying,” published in 1970 and now in its fourth edition, is considered required reading for pilots. Mr. Buck’s other books include a memoir, “North Star Over My Shoulder,” published by Simon & Schuster in 2002.

Long before all this, Mr. Buck was nationally known as a flying prodigy, going aloft in one-seaters, dressed in leather helmet and goggles, without even a radio to assist him. He pored over maps, steered by the stars and telephoned his parents after every flight.

In April 1930, at 16, Mr. Buck became the youngest licensed pilot in the United States. Later that year, flying from Newark to Los Angeles, he broke the junior transcontinental airspeed record. On the return trip, just for sport, he broke it again. At 17, he wrote a book about it, “Burning Up the Sky,” published by G. P. Putnam’s Sons in 1931.

By the time he was 18, Mr. Buck had set 14 junior aviation records. These included the junior altitude record for light planes, which he broke in July 1930 by ascending to 15,000 feet. (In 1936, Mr. Buck, flying with a cousin, would set a world distance record for light planes, flying nonstop from Burbank, Calif., to Columbus, Ohio 1,986 miles in a Lambert Monocoupe.)

Red-haired and apple-cheeked, the young Mr. Buck was known in the papers as “the Schoolboy Pilot.” They chronicled his every exploit, including what he carried in his plane (a Bible and a package of sandwiches made by his mother) and his life on the ground (“he likes polo, hunting, riding and milk drinking,” The New York Telegram reported in 1931).

Robert Nietzel Buck was born on Jan. 29, 1914, in Elizabethport, N.J., and reared in Westfield, N.J. At 15, fired up by the well-publicized exploits of Charles A. Lindbergh, he and a friend built a glider, which Bob took to the skies before crashing from an altitude of 50 feet. He began lessons in a real plane on his 16th birthday, after his parents made certain that the Westfield airport had no looming telegraph wires nearby.

On Sept. 29, 1930, Bob Buck set out to break the junior speed record for a coast-to-coast flight, which stood at 29 hours, 40 minutes. Armed with six chocolate bars and a canteen of water, he pedaled his bicycle to the airport in Newark. He did not have a driver’s license.

Climbing into his open biplane, a Pitcairn Mailwing, he took off from Newark’s cinder runway. After half a dozen stops for fuel and repairs, he landed in Los Angeles, in record time, on Oct. 4. (The historical accounts of Mr. Buck’s total time in the air vary, but it was 28 hours, give or take.) On the return trip, aided by tailwinds, he shaved the time down to 23 hours, 47 minutes.

Mr. Buck’s other speed records included a round trip to Havana, which he made in 13 hours, 5 minutes, in 1931. On arriving, he was greeted by adoring crowds and presented with a 12-inch cigar, which he later gave, as instructed, to President Herbert Hoover.


In late 1933 and early 1934, on assignment for the University of Pennsylvania, Mr. Buck and a friend, Robert Nixon, 19, spent three months roaming the Mexican jungle by air, photographing lost Mayan cities of the Yucatán. They were the youngest aerial explorers ever, the newspapers reported.

Mr. Buck joined T.W.A. (then Transcontinental and Western Air) in 1937 as a co-pilot. He became a pilot in 1940 and in 1945 was named chief pilot, an administrative job. But he chafed behind a desk and was soon back in the cockpit.

During the war, Mr. Buck, working on a joint project of T.W.A. and the Army, went “looking for trouble,” as he often said afterward, piloting a B-17 into snow, hail and thunderstorms all over the globe.

For his research, Mr. Buck was awarded the Air Medal, one of only a few civilians to receive it, in 1946.

Mr. Buck is survived by his son, Robert Orion, of Waterbury Center, Vt. (A retired pilot for Delta Air Lines, the younger Mr. Buck was named, after some marital negotiation, for his father’s love of celestial navigation. His father’s first choice had been Betelgeuse, a star in Orion.) Also surviving are a daughter, Ferris Buck, of North Fayston; eight grandchildren; and four great-grandchildren.

Mr. Buck’s wife, the former Jean Pearsall, died in 2004. They were married, not without incident, in 1938. On the appointed day, as the bride-to-be and assembled guests waited in New Jersey, Mr. Buck found himself stuck in Kansas City, a passenger on a plane grounded by fog.

The wedding took place two days later. The groom took the train.


THE

Jon Proctor answers two questions

Jon Proctor, former Editor of Airliners Magazine is a long time subscriber and contributor to TARPA TOPICS. He is a recognized expert on airlines in general and TWA and its history in particular – Ed.

“On page 57 (TARPA TOPICS – March 2007) Dave Richwine mentioned that he did not know if Jack Gandy's (Capt. on TWA Flt. 2 of 7/30/56) widow is still alive.”

“Below is her obit; she outlived her husband by nearly 50 years.”

The obit appeared in the Kansas City Star, December 15, 2005 and is quite long. Briefly: Jane Frances (DeVault) Gandy born in Manly, Iowa, July 6, 1917, and passed on December 13, 2005 at her Kansas City area home of 54 years. Married Jack Gandy June 16, 1940. Four children, seven grandchildren, three great-grandchildren. – Ed.

And, regarding the “around-the-world” Connie:

“The photo was taken in January 1953 at Louisville, by the late Ed Peck, who worked for TWA in the 50s and became quite a TWA historian.”

“The shot is rather after the fact, as the around-the world proving flight flown by that airplane took place between November 11, 1952 and lasted 34 days. TWA's chairman, Warren Lee Pierson, was on

the flight, along with around 20 other employees.”

“TWA had several route authorities that were not being operated at the time, including Bombay-Shanghai, which was blocked by the Chinese Communist party. Therefore, Pierson proposed amending the route to the 4,232-mile Bombay-Tokyo segment, with stops of course.”


“From what I can gather, this route proving flight was an effort by TWA to demonstrate it could operate the desired route and generate publicity to support its route application. It was already operating as far east as Bombay when this trip was undertaken, with around-the-world service a major goal as well.”

AND ANOTHER ITEM FROM JON REGARDING ORD

Photos and correspondence from Jon Proctor

“…Glad to help, Jeff. Here are a couple more TWA pictures I uploaded on jetphotos.net; taken the same day at ORD.” (www.jetphotos.net)

View them enlarged and high resolution color at : <http://jetphotos.net/viewphoto.php?id=5940024&nseq=0> <http://jetphotos.net/viewphoto.php?id=5940973&nseq=0>

“The attached (below) should explain the picture locations. The diagram shows the old International Terminal, which is where I shot those from. There was an observation deck across the entire building top; those were the days. I took those two pictures almost exactly where you see the arrow pointing, out on the ramp on that side.”

“That building was put up in 1955 when ORD began accommodating commercial flights, and was designated the International Terminal in 1958, although the domestic flights still operated from it.”


“The attached picture (right) I took on 12/27/61; the Boeing is in the same gate as the 1649A shot I sent earlier. In it, you can see the "new" terminal being built; the old tower was embedded in that concourse, which was occupied by BN, EA and CO. The American aircraft you see were boarding from a temporary, wooden concourse that came out from the old terminal and was torn down when the new terminal opened. The control tower remained for use as a concourse tower by the airlines in those areas. And yes, there was one that came between then and the current tower, which opened in 1997. A picture of the two can be found at: http://en.wikipedia.org/wiki/Image:Towers2566.JPG” (Below)

“I'm not sure how they assigned letters to the concourses then; we became the 'G' concourse but I can't figure out how they came up with it, based on this diagram, which gives the G reference on the back. As I recall, American became "H" so the lettering moves from right to left; perhaps each concourse in each building is counted, with A/B/C being International, etc.”

“The current United airside terminal sits where the old International building used to be, along with FBO Butler Aviation.”

“As a kid growing up in Chicago, I went out to O'Hare often; it was like a ghost town until the jets arrived. Some of my youngest memories involved going to the PX at the airport at the end of WWII; my dad was still away fighting the war. My 15th birthday present, in 1957, was a ticket on Chicago Helicopter Airways from ORD to MDW; great fun.”

“Anyway, I hope this explains it all, and certainly, you're welcome to use the scans; just give me photo credit somewhere. I have higher-res images if you need them.”

“Incidentally, I started with TWA the same year as you (1964) as a LAX ticket agent. Took early retirement 3/31/91 as a JFK-based flight service manager.”

http://www.aviationpast.com/ All kinds of airline memorabilia, including many video clips of airline commercials, about a half dozen or so are TWA.


IN THE LAST ISSUE WE SALUTED THE CONVAIR 880 THIS TIME, “HERE’S TO OUR OWN DEAR MS. PIGGY!”


Q. Approximately how long will it take to dump fuel from maximum gross takeoff weight to Maximum landing weight on the -31 and 31C aircraft?

Ans: Approximately seven minutes (Dump rate is 2300 lbs./min.)

On the 231 and 231A?

Ans: Approximately ten minutes.

Q. What are the functions of the firepulls?

Closes engine fuel shutoff valve Trips Generator field relay Closes engine bleed valve Closes hydraulic shutoff valve (eng. 1 and 2) Deactivates hydraulic pump low press lite Closes wing anti-ice valve Eng 1 and 3 and inlet duct anti-ice valve eng. 2


Bud Cushing

When the March issue of EAA Sport Pilot & Light Sport Aircraft (LSA)arrived, I took a look at the cover, smiled and said, “Why it’s ole ‘Cap’n Bud up here in the wheelhouse’ Cushing!” After admiring the cover, I proceeded to the really nice SEVEN page article by Tal Newhart, including a dozen color photos!

Cushing Field, “Zero Charlie Eight” (0C8) on the JOT VOR R261/D12.5 is pure grass roots aviation, and it’s sited in a rural environment with a “big Norman Rock-wellesque farmhouse (1923) shade trees, hangar (s) and one wide north/south run-way of almost 3,000.” (2831’ x 180’ and smooth as a baby’s butt – I’ve been there.)

Bud bought the airport in 1989. He had an idea on how to attract business to his out of the way location. He advertised in a British aviation magazine offering Cessna 150 Bud Cushing (L) and Larry Gehrigtime at $25 an hour wet and free housing (the nine bedroom farmhouse). If you’ve ever rented a light plane in Europe, you know what a bargain that was for European students wanting to earn ratings and build time. According to Newhart, “The school had, at one point, four A&P mechanics, four full-time instructors, and 20 planes. At its peak in 1991, the flight school did a remarkable 12,000 hours of rental and instruction. Bud’s daughter, Kimberley, ran it as a real business. Under her management, the school was one of the busiest in the country and turned out more than 500 certificated pilots from private to airline transport rated.”

The flight school wound down after Kimberly took an airline flying job. Following a series of managers, commercial activity pretty much dried up.

In recent years Cushing Field has undergone a renaissance due to: 1. The popularity of ultralight flying with its more affordable and more easily flown and maintained machines, with less restrictive regulations.2. The LSA and light sport pilot


Cushing Field looking southcategories have the same advantages as flying ultralights, but there is a hefty increase in performance, utility and durability. And a big plus for many, especially older pilots, is that they can fly LSA without an FAA medical certificate (if one has not been previously denied). One needs only a valid private pilot (or higher) certificate.

Two of Bud’s associates, Mike Hudetz <www.AirSportster.com> and Larry Gehrig<www.ChicagoQuicksilver.com> are selling, servicing and training in ultralights/LSA.

Bud became interested in LSA and started looking them over. He liked the Thorpedo special light sport which is “all metal and made largely in the United States” <www.IndUsAv.com> and he liked it also for its “toughness and easy flying demeanor. Plus it was cute! Bud has three Thorpedos on the field and several part-time instructors who train students in them.” <www.SportPilotChicago.com>

Newhart follows up with a personal portrait of Bud, who hired on with TWA at age 22, well to the front side of the hiring curve, which really sky rocketed later in the ‘60s, meaning that Bud would be senior for just about all of his career. He was rated on every airplane (except the B-757/767) that TWA flew from WW II up to his retiring off the 747; the Martin 202 & 404, L-1049 Connie, DC-9, B-707, CV-880, L-1011 and B-747. He was actually too senior for the B-767 by the time it arrived. Bud also did an 18 month stint with Saudia in the ‘70s and still has his Saudi L-1011 pilot certificate.

Newhart says of Charles Walter Cushing, Jr, “As you might expect, Bud and Patsy, his wife of 52 years, have turned out a crew of aviators. Their son, Charles (Tres), is a Captain with American; Eldest daughter Melinda is an Airbus captain with United; and Kimberley is an Airbus first officer with FedEx. Gosh, I wonder what they talk about around the Christmas table?” “One thing is certain; Bud and Cushing Field are among aviation’s best!”

I might add, Bud and Patsy are great TARPA supporters and I expect to see them on the ’07 convention cruise.

Editor’s note: If you would like to see the article and cannot find a copy of the magazine, E-mail me at: [email protected] The T-211 Thorpedo

http://www.timetableimages.com/ttimages/tat.htmTAT/Maddux timetable covers from the ‘20s and ‘30s


“CHECK ESSENTIAL, REDUCE ELECTRICAL LOADS, POWER THE BUSSES.”

Q. During an anticipated crash landing, the fire extinguishing bottles are discharged when and to what engines?

Ans: When the aircraft comes to a stop the firepulls are pulled and both bottles are discharged to #2 engine.

Q. Which engine instruments will operate without any aircraft electrical power?

Ans: N1, N2, tachometer and the EGT gauges.


Q. Which vertical gyro feeds aircraft pitch and roll information to the autopilot?

Ans: No. 1, except on aircraft 4301 and 4302

Q. What are the rudder limits of travel due to yaw damper action?

Ans: 5 degrees either side of neutral


CAPTAIN JOSEPH (JOSÉ) GRANT

Joe Grant celebrated his 99th Birthday Saturday, March 24, 2007. Joe was born in 1908, started with TWA August 10, 1942 and retired April 1, 1968. As far as I know, he is our second oldest member (Rudy Truesdale, was born in 1906). See the July 2005 TOPICSfor an excellent biography of Joe written by John Gratz. Special thanks to Bill Kientz and Bob Adickes who both sent information used in this article.

The following item is from the <Saudi-US Relations Information Service> web site: <http://www.saudi-us-relations.org/articles/2007/ioi/070326-grant-jubeir.html>

Captain Joe Grant honored with Hart Award

Washington, DC - March 22, 2007 — His Excellency Adel A. Al-Jubeir, Ambassador of the Kingdom of Saudi Arabia to the United States, in partnership with Friends of Saudi Arabia (FSA), presented and honored Captain Joe Grant with Friends of Saudi Arabia’s 2007 Hart Award.

“In Saudi Arabia we have a saying,” said His Excellency Mr. Al-Jubeir, “Fire warms the body and friendship warms the heart.” In the first public address since he was appointed Ambassador in February, Mr. Al-Jubeir painted a vivid picture of the friendship shared between President Franklin D. Roosevelt and King Abdulaziz of Saudi Arabia.

Following his remarks, Mr. Al-Jubeir congratulated Captain Grant on a “well deserved award.” Captain Joe Grant was recognized for his longstanding contributions to fostering Saudi-U.S. relations. Named after late Ambassador Parker T. Hart, the Award recognizes an individual's achievements in fostering friendship, goodwill and mutual understanding between the United States and Saudi Arabia.

Mr. Joe Grant, the 99 year old World War II veteran and pilot, was the original pilot of the DC-3 airplane that was given to King Abdulaziz as a special gift from President Franklin Roosevelt in 1945. Captain Grant stayed in Saudi Arabia as the first airline pilot for King Abdulaziz and was instrumental in the establishment of Saudi Arabian Airlines.

“Being in Saudi Arabia is a part of your life that makes your life,” said Captain Grant. “Warmth, friendship and feeling for one another—that is Saudi Arabia. The great King Abdulaziz had a vision of friendship, and it is that vision and friendship, that we, as Americans, want to be a part of.”

Mrs. Jane Smiley Hart, 2005 Hart Award recipient and wife of Ambassador Parker T. Hart, joined The Embassy of Saudi Arabia and FSA in the presentation of the 2007 Hart Award. “I


went there by accident and loved it,” reminisced Mrs. Hart. “Saudi Arabia was so special to me and touched my life in so many ways, I am honored to have gotten the opportunity to go there.”

Present for the presentation of the Hart Award were members of the Washington diplomatic corps, US State Department, Saudi Aramco, the World Bank, and the Middle East Institute.

In closing, Mr. Grant addressed His Excellency Adel A. Al-Jubeir, “Thank you Mr. Ambassador. Thank you for being my friend and the friend of Americans. I hope you don’t mind that I have adopted you into my circle of friends.”

The event marked the opening of the photography exhibition hosted by the Embassy or Saudi Arabia entitled: "Yesterday and Today." The exhibition consists of photographs of Saudi Arabia taken by Captain Grant in 1945 and contemporary photographs of Saudi Arabia taken by photographer and filmmaker Bruce Wendt in 2006. The exhibition will remain on display at the Saudi Embassy until April 6, 2007.

(There is a great deal about the Saudi Arabian “Yesterday and Today” exhibition on the Internet. If interested, search for: “Saudi Arabia yesterday and today” – Ed.)

FROM BERND KLOPFER

It is always a pleasure to read the TARPA magazine to find out what's going on in the TWA world.

For those of you who don't get to JFK, you may be surprised to learn that the big TWA sign on the roof of the Saarinen terminal facing the ramp, taxiways, and runways has been faithfully lit every night all these years. Recently parts of the "A" did not light up. Unfortunately now the big new JetBlue terminal under construction is blocking the view, except from just a couple of places on the taxiways, so I haven't been able to see if it was still lit the last two months.

Re: Bob Dedman's article about his boat trip in Europe. It looks like he was trying to reminisce about the layovers in Frankfurt but things got a little screwed up. The first hotel was the Ritters Park in Bad Homburg just north of the airport, not the Bremmer Park in Baden-Baden which is a hundred miles to the south by the Black Forest. In 1968 we moved to the brand new Mainz.Hilton on the Rhein. Hard to believe it was almost 40 years,ago. That hotel was later sold to Intercontinental.


I am still commuting once or twice a month between Las Vegas and Connecticut. My wife, even after 40+ years, doesn't understand why I do that in the winter but the driveway needs to be plowed and the birdfeeders need to be filled. She says I have no common sense. I'm very lucky that I have several choices of airlines to do that because my wife recently retired as a 767 Captain from United. They have some interline agreements that AA doesn't.

I was able to go on some of her trips to familiar places like London, Paris, and Hong Kong, and some new ones like New Delhi, Duesseldorf, Buenos Aires, Sao Paulo, Rio, Santiago, Lima, Trinidad etc. This also enabled me to make side trips to Mainland China, and various points in S. America.

Bernd Klopfer

FOR LATEST ON WORK AT THE TERMINAL SITE, SEE: http://www.flyian.net/jetblue/t5/t5.htm

(Following a request for a follow up, Bernie sent the following E-mail. His address is: [email protected] – Ed.)

Date: Sat, 24 Mar 2007 11:30:41 EDTSubject: Re: Tarpa Topics

….I flew with you on the 727 during the year that I was based in ORD, 1976. Then in 1987 you were one of the 890's during my L1011 upgrading flying. And you'll find this funny. Knobby Hall was my copilot for my very first Captain trip after you and Bill Hillebrand, another former ORD guy, were foolish enough to have passed me during the upgrading program. And Knobby had just flown his “Queen for a Day” captain trip a few days earlier and now was back in his regular status, a 1011 F/O. I don't know his real first name either.

I'll take your suggestion under consideration (to write an autobiography). I know I mentioned my wife being a UAL captain. What I didn't mention was that she is the first female pilot (mother) in the airline industry anywhere to fly with her son (former TWA) as copilot. This happened on the 767 in 1999, going from JFK to LAX. An announcement about this was made on board and everybody was calm, except for one very nervous passenger. Guess who that was?


-overhead panel-

Q. Will the outboard ailerons operate when making a no –flap landing?

Ans: No, the outboard trailing edge flaps when up, lock out the outboard ailerons.

Q. What would cause an intermittent horn warning when throttles are advanced for takeoff?

Ans: a. Speed brake handle not in down detent. b. Stabilizer not in the green band. c . Flaps not in the takeoff position.


FROM BARBARA J. LARSEN WIDOW OF ROBERT

I understand I am an honorary member – I have a card that says I am. I have a change of address:

1860 Via Pacifica Apt. 2103 Aptos, CA 95003

FROM ED GRUBER 3/5/07

…Just now completed reading the Nov. TOPICS. Thanks to those of you who do all the work.…my wife, Cleone, passed away 1/17/07 – within a day of Ann Bennett and a week from Lucy Elliott. She was 84 years old and we were unable to make the last three conventions….

FROM ALICE MILLER 3/6/07

…I enjoy the magazine and thanks to the “staff” for all your work….

FROM LYLE HUNTLEY

F/E 27 years, retired 28 years, TARPA 28 years. Still going strong.

FROM JEAN AND HARRY JACOBSEN

Enclosed are dues for Jake. After checking my check books it appears I did not send last year so I am including it with this year.

Jake had a second stroke October 5, 2006. He had been doing well. Christmas Day/Night (2005) he fell and cracked ribs so it was back to a hospital bed for a while. He healed and was able to take therapy. Hopefully we will be able to start some therapy soon. Give our regards to the Board.

Love and Light!

Jean and Jake

FROM GEORGE TITTINGER APR 27, 2007

…and I do want to continue my membership. Just reading Dave Richwine’s writings (we were housemates in the 1940’s) is worth the price; not to forget all the other benefits….


John W. Malandro2101 Westmoor Place Arlington, TX. 76015 Phone (817) 277-4170

Hi Ed,

Enclosed is my check for the annual dues. Hope all is well with you and yours. May I take a moment to wish my OLD - TWA friends my very best. Please fell free to have this letter printed in the TARPA GRAPEVINE.

I've been planning to write this letter for a long time. Often someone will write about Don Terry's temper outbreaks. And, yes they will add a few words to praise Don's love of music & his violin.

I'd like to add my two cents to be heard. After 29,000 hours in various cockpit seats ( Nay. - F/E - Pilot for TWA - TCA - AA) I've had opportunity to assess my fellow crew members, myself included.

Don Terry never left a doubt about his expectations. Nor about who was in charge while he was flying as Captain. If you wanted to do it differently, you could wait until it was your turn to take command. After I recognized and conceded that by signing the paperwork the responsibility was really all his, I grew to like Don and together we formed a genuine friendship.

During a crew rest in Paris back in 1949 I came down with a serious attack of the Flu. I was really sick. When Don heard about it he came to my room. He let me know he really cared. Then he ordered a Doctor with medication to my room, all at his personal expense. He helped crew schedule arrange a replacement for my trip continuation. Crew schedule wanted to know when I'd be ready to go on. Don told them I was going home and he then oversaw my assignment home as a first class passenger. He even went to Orly Airport with me in a taxicab. Then five or six days later when he'd come home from his trip he called me to check on how I was recuperating.

Don Terry was a darn fine pilot, an unquestionable Captain and a very caring person. If we were young enough to do it all over, I'd fly any place in any airplane with Don as Pilot in command.

Sincerely,John W. MalandroTWA Flight Navigator


Q. What is the initial action to be taken to stop a runaway stabilizer?

Ans: Engage stabilizer brake by using the elevator column to maintain aircraft altitude / attitude.


Q. What initial action should be taken if the CSD oil cooler switch remains in “ground off” after takeoff or if the horn sounds steady when retracting the gear? (31/C aircraft)

Ans: Check steering wheel alignment, then pull lever latch and battery power CBs to place aircraft systems in airborne condition.


FROM BARRY CRAIG RE: THE ORD LUNCH BUNCH

CAPTAIN BARRY G. CRAIG 2556 HAVERHILL COURT

ARLINGTON HEIGHTS, IL 60004-4355 TEL: (847) 392-0238 – CELL PHONE: (847) 736-9559

E-MAIL: [email protected]

March 13, 2007

Dear Captain Madigan:

Here in the Chicago area we have a monthly luncheon of retired TWA pilots we call the TWA Lunch Bunch and meet at a restaurant named Pilot Pete's at Schaumburg Airport in Illinois. We have folks who fly in from around the country to join us and exchange memories and engage in all sorts of wonderful "hangar flying". Yesterday through conversations, it became apparent that I had not received the last couple of TARPA publications. As a member for some years prior to my retirement, I believe that I joined in my mid to late forties, I have always treasured the continued "connection" TARPA represents with a happy past. In addition as Banquet Chairman for the 2002 Convention I am aware of how TARPA brings the past to life. Beyond the usual "senior moments, sometimes hours, mitigating circumstances for allowing my membership to slip through the cracks can be attributed to a recent extended illness. Enclosed is my check to renew my membership.

Kindest personal regards.

Cc: TWA/TWA Lunch Bunch File

We’re aware that other domiciles hold similar gatherings. How about sending a note so we can publicize them? – Ed.

FROM LOU SPASIANO

By the time you get this I will be an Eagle plus 2, but here’s $40 anyway. You fellows do a great job with the magazine and when I receive it I am again in touch with many of my friends and memories of TWA. Keep up the good work. Lou


-F/E upper panel-

Q. How can you determine if the tailskid has retracted with gear up and locked and the gear lever in off position? (31/C)

Ans: Place gear lever in up detent and note that tailskid light does not come on.

Q. What are some of the items to be considered before making a manual reversion landing?

a. Once the gear is manually extended, it cannot be retracted. b. When leading edge devices are extended by the standby system, they cannot

be retracted. c. The time required to extend the flaps will be significantly increased. d. Crosswind capability is reduced since only one rudder will function. e. Brake pressure supply is limited to the accumulator charge and the

pneumatic (emergency) brake system.


-F/E lower panel-

Q. When will passenger O2 masks drop down from the passenger service units?

Ans: When turned on at the flight engineer’s panel or automatically when cabin altitude is above 14,000’.

Q. What are the two main circuit breaker panels in the cockpit called?

Ans: P6 and P18

Q. What type of loads are protedcted by the circuit breakers on P18?

Ans: Lighting, radio, instruments, and passenger accommodations.

Q. How long may the inverter operate without equipment cooling and not overheat?

Ans: Two minutes.


FROM FRANK RUEGE, JR.

Found this in my desk, didn’t realize that it hadn’t been sent.

Reading of Harry Clark’s passing brought back memories of the time my Dad tried to come back to work after breaking his back body surfing. (Harry was the check captain who flew with my Dad during his line check program.) Turns out they were flying the trip out of JFK that was a one day DEN turn around, back to back.

At the end of the second day my Dad was so fatigued that Harry was helping him with his bags on and off the aircraft. It was at this point that my Dad made his decision to retire. Dad spoke highly of the help and encouragement that Harry gave him. He will always be remembered by me as a thoughtful and caring person.

FROM ANITA WALKER SALMONSON (ROGER N.)3/29/07

Dear Ed (Madigan),

…and to express how I so enjoyed our get-together in San Francisco! Our banquet and the view from the top of the hotel (was) the most beautiful yet. The Golden Gate at sunset will always be vivid in my memory.

Finally after such a long cold winter the deep snow melted, everything became green and yesterday, it snowed again!

Hope to see you all again on the Mexico cruise

Fond regards,

FROM JUNE (LEO) McFARLAND

….Both Leo and I have had illness during the past year. Leo is now in Village Shalom Suites. Since we live in a villa in the development, it is convenient for visiting him daily.

We can’t lose touch with TARPA – the good times we had (at) past conventions plus the wonderful magazine which is proof of unparalleled dedication.

We sincerely thank all of you for a job well done.

FROM EVERETT WILDMAN

Thank you guys for keeping the TARPA Organization in such good shape. Enjoy the updates and activities of the younger group. Keep up the good work. Thanks.


FROM MARGUERITE (CARL) DOWLING

...Just a report on Carl’s condition. He had been in hospital or re-hab or now in “group home” for short term memory loss and failing health both mentally and physically and in hospice care. So hard for us to buy but undoubtedly necessary. He entered the hospital on 12/18/05 and continues under care.

TARPA was very enjoyable and we always supported its efforts and are sorry we can no longer support the good works you do.

Things have certainly changed for us, but life goes on. I’ve included our address (6220 E Broadway Rd. Apt 117, Mesa AZ 85206) and our phone number is 480-981-5113.

I’m sure he would enjoy any continuing notices.

Best regards,

FROM RAYMOND BONWELL, JR. 4/6/07

Thanks for the reminder about the dues. I must have overlooked the billing. Maybe it was in TARPA TOPICS.

I read the entire issues of the TOPICS. I truly enjoy reading about old friends and company acquaintances. I have been unable to attend any of the conventions since my aged forced retirement from TWA in 2000 when I started flying a Citation X (Mach .92) for Netjets aviation.

Flying safe,

FROM HUGH SCHOELZEL RE: TWA’ers REUNION AT OLD RHINEBECK

We’d love to see all our TWA friends, fans and supporters again. Mark your calendars, August 25th (rain date, 26th) and join us for a great reunion at Old Rhinebeck Aerodrome in NY. (See: http://www.oldrhinebeck.org/) Kudos to

Capt. Rick Kisling, his wife Joy, and F/A Mary O’Neill for their hard work putting this together.

More details are available at the website that has been created for the occasion: http://mywebpages.comcast.net/yahlen/twa_2007reunion.htm


FROM DON GREGORY

Dear Ed,

I apologize for being late with my dues. I have been out of the country and just overlooked the notice. I enjoy the articles and good work you all do. I am enclosing a little extra to act as a late fee. Utilize it wherever it will do the most good...

Yours Truly,

FROM DON DORMAN 3/15/07

Just realized I’ve not mailed my dues to TARPA for ’07 so here they are. Thanks for all the effort you guys put into getting the stories out for us. Great job!!

I started building a (?) in 1975, retired at 60+ in 1980 and finished building it in May 1998 (scratch built from plans) flew it on May 18, 1998 (first flight) sold it to an AA Capt. Two years ago and it is still flying in Jupiter, FL.

F/E Don Dorman

FROM DON LUNDBERG

Have had a couple of surgeries so far this year, so some bills have been by-passed. Sorry about that

I’m 88 now but will pay the active price. I really enjoy the stories, info, etc…

FROM SID NORRIS

We were in cruise flight going form LAX to JFK somewhere down over the southwest U.S. It was about 2 AM, smooth, quiet, everything routine. A young voice from another aircraft came on the radio and said, “Hey, center, you got time for a question?” Center


says, “Yeah, go ahead.” Young voice says, somewhat timidly and very inquisitively, “Do you know what R.V.S.M. airspace is?”

TWA had (as a lot of others) began R.V.S.M. procedures on the North Atlantic tracks about 10 months previously. Center says, “No, I’m not familiar with that.”

I picked up the mike and said, “It stands for Reduced Vertical Separation Minimums and it’s used over the North Atlantic to go to 1000 foot altitude separation at high altitude.”

A short pause occurred then young voice says, positively this time, “I think you just made that up!”

FROM ROBERT ALLARDYCE RE: KAL 007 3/10/07

As a result of nearly 24 years of my obsessing about the August 31, 1983, destruction of a Korean Air Lines 747 by a Soviet interceptor, John Wegg, Editor-in-Chief of "AIRWAYS" magazine, has informed me that the three part article I submitted will be published in three consecutive issues the first of which be the in July, 2007, magazine. The three issues, July, August and September, will bracket the 24th anniversary of the tragedy.

One may recall the airliner, KAL007, was allegedly "lost" some 350 nm off course when it took two Anab missiles. There were 269 souls on board, 240 of which were innocent passengers. Everyone perished.

President Reagan went on television and claimed the Soviets shot the airliner down in cold blood and did not deserve to be among the civilized nations of the world. Some of Reagan's advisers, we may recall, were clamoring for a nuclear response. For a few days the world teetered on the brink of a nuclear holocaust.

I became interested when the news reports claimed the flight crew had made a mistake in that they mis-programmed number one INS by 10 degrees longitude, placing the airplane east of its real location at the gate at Anchorage Airport. It was further claimed the cockpit team were lax in failing to notice and correct the alleged blunder. I took the early news reports at their face value. My reaction was that if there was some electromechanical failure, some human blunder, or some combination of the two, we should know what caused the 747 to get so far off course.


I began a painstaking reconstruction of the flight from preflight to its impact with the water. As new information came to light, the story has necessarily evolved over the years. The latest, in its shortest form, is told in the three part article. Part One tracks and explains the flight across mainland Alaska. Part Two tracks the flight as it approached, crossed, and departed Kamchatka Peninsula. Part Three tracks the airliner as it approached and crossed Sakhalin Island. The articles are footnoted. The bottom line? Captain Chun Byung-in was never lost. He was on a covert ferret mission.

FROM GARY CHRISMAN

Gary sent photo copies from two Skylinerarticles: “The first relates to the first TWA International flight (Nov 2006 TARPA TOPICS)and the second shows the fathers of three of many second generations TWA’ers. My Dad was a Navigator.”

THE CREW of Star of Paris, the TWA Constellation which inaugurated scheduled air service across the Atlantic. Captain Hal Blackburn (left) was in command. With him on the historic flight were co-captains Jack Hermann and J. Calder; purser Don Shiemwell; hostess Ruth Schmidt; flight engineer A. Ruhanen and navigator M. Chrisman.

Recently, three TWA crew members dis-covered that they were all sons of navigators. They took photos and shared them with John Malandro, the sec./tres. of the Retired Profes-sional Navigators Org. Malandro, the father of one of the crew mem-bers, submitted the photos to the Skyliner.Pictured from l. to r.: Captain Richard Bey, son of Wilbur “Alley” Bey, deceased, with TWA 1942-1963; Captain Gary Chrisman, son of Marvin Chrisman, deceased, with TWA 1942-1963; and First Officer John Malandro, son of John Malandro, with TWA 1947-1962


FROM ROBERT O. BUCK 1/29/07

Enclosed please find our check for a subscription to the great TARPA magazine. We so appreciate yours and everyone’s efforts at TARPA as we maintain a sincere interest in TWA folks and history. My father, Bob Buck, turned 93 today, to which my telling you might annoy him, but what the heck. He’s doing pretty well, considering the demands of the age! Best to all, and again many thanks Best wishes, Bob, Delta - Retired

LEFT AND BELOW, ARRIVED WITH TARPATOPICS ARCHIVES CD ORDERS: GEORGE ALEXANDER AND ALLAN WALL


FROM LARRY EARHART

Thank you and all our fellow aviators whose continued involvement makes for a true comradeship that many envy but will never experience.

That fact will always exist for they never demonstrated the exuberance for the love of flight that we shared and only TWA’ers experienced together.

All the best, Larry

DOES ANYONE HAVE PANEL DRAWINGS FOR THE [email protected]

I’ll return to you after scanning. I already have Course Notes and FHB.

Any other contributions are earnestly requested and will be gratefully received:

AnecdotesBiographiesPhotos and art work Interesting bits of information Interesting web sites Anything you think fellow TARPAns might find interesting

The easiest way is to E-mail me at: [email protected], call me at 815-338-3551 or snail mail: Jeff Hill, 9610 Hidden Lane, Woodstock, IL 60098


ITEMS FOR THE EDITOR

FFA IMPROVED FEB 3 1964

NORMAL TOPICS CHECK LIST ______________ AFTER READING _________________

1. RESUME NORMAL BREATHING 2. E-MAIL [email protected] & TELL HIM, “WHAT A GREAT JOB!” 3. SEND ONE OR MORE OF THE FOLLOWING TO THE GRAPEVINE ED.:

ANY AVIATION RELATED (ESP. AIRLINE, ESP. TWA) ITEMS YOU COME ACROSS – INCLUDING PHOTOS & GRAPHICS!

ANY INTERESTING WEB SITES YOU COME ACROSS A PARAGRAPH OR TWO ON YOUR BEST TRIP, YOUR WORST TRIP,

YOUR FIRST TRIP, YOUR LAST TRIP, YOUR MOST MEMORABLE TRIP, JUST LOOK AT YOUR OLD LOG BOOKS, THEY’LL GIVE YOU IDEAS!

ANY NEWS ABOUT OUR OLD BUDDIES. WHAT YOU’RE DOING – HOBBIES, ORGANIZATIONS, ANY THING… RECOLLECTIONS OF UNUSUAL AND INTERESTING CREWMEMBERS. ANYTHING THAT YOU THINK WOULD FIT WELL INTO THE GRAPEVINE.

INCLUDE YOUR WHOLE NAME, NICK NAME, YEARS AT TWA AND WHERE YOU’RE LOCATED – AND ANYTHING ELSE OF INTEREST __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________add as many pp as you like

(Don’t forget the memory items & check list amplification) Then mail me at:

[email protected] – or : Jeff Hill 9610 Hidden Ln

Woodstock, IL 60098


MEMBERSHIP APPLICATION

All former TWA cockpit crewmembers are eligible for membership in TARPA. Annual dues are $40.00.

If you wish to have two addresses listed for Directory or Topics mailing, please provide months of the year at each location along with the appropriate phone number.

Name ___________________________________ Spouse ______________________

Address 1 (From _________ to _________ )

Street _______________________________________________________________

City ____________________________ State ___________ Zip __________________

Telephone ( ___ ) ____ ______ E-Mail ______________________________________

Address 2 (From _________ to _________ )

Street _______________________________________________________________

City ____________________________ State ___________ Zip __________________

Telephone ( ___ ) ____ ______ E-Mail ______________________________________

Capt. F/O F/E Other _______________ Retirement mo/yr ___________________

Signature ____________________________________ Date ____________________

TARPA TOPICS SUBSCRIPTION

For our friends who do not meet our membership requirements, TARPA offers regular subscriptions to our magazine, TARPA TOPICS. Simply fill out the application above, indicate “subscriber”, and make your check out for $30.00.

Make checks payable to TARPA

Return form to: Ed Madigan Tarpa Secretary/Treasurer P. O. Box 3565 Incline Village, NV 89450

[email protected]

DON’T GET LEFT BEHIND!SIGN UP TODAY!

2007.07.tarpa_topics

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