VOLUME 46 NUMBER 4 FEBRUARY 14, 1983

TWAers. at Work for OAL. 1982: Another Downer 1982 1981 Operating revenues $3,319.5 $3,509.5 Operating expenses 3,420.8 3,495.9 Operating income/(loss) (101.3) 13.6 Non-operating income/(expense) 56.8 (41.8) . Pre-tax profit/ (loss) (44.5) (28.3)

Last year was TWA's fourth loser in a row. · TWA flew domestically last year and that This time, the pre-tax loss was $44.5 mil­ alone would have made a difference of lion - $16.2 million worse than 1981's some $156 million in revenues. (Of course, loss of$28.3 million. with a higher.yield, there might well have Bad enough, certainly, but even that been even less traffic.) · figure had been greatly improved by sev­ In the final quarter of the year, TWA's eral items of non-operating iilcome. Apart revenues were $761.0 million, down 2%, from their. help, TWA's operating loss was while expenses of $825.5 were up 2.2%, $101.3 million. That was despite the fact for an operating 'toss of $64.4 million - or that, thanks largely to the worldwide oil about double 1981's fourth-quarter operat­ glut, the fuel portion of TWA's 1982 oper­ ing loss of .$33.2 million. What would ating expenses was down by almost $109 otherwise have been a negative non­ million. operating result became positive by $39.8 The non-operating income items in­ million_with the help ·of non-recurring cluded $38.5 million in interest income, gains of $49.5 million, from the sale of plus $127.6 million in the pro~eeds from ground facilities and of the tax benefits the sale of aircraft, gate space and tax rel~ted to new 767s delivered during that' benefits and in gains on foreign exchange period. - for a total of $166.1 million. That amount, however, was partially offset by Corporate Results the whopping $109.3 million TWA had to Meanwhile, TWA's corporate parent~ pay in gross interest ~barges and other non­ Trans World Corporation, also felt the ef­ operating expenses, lowering _the non­ fects of recession, although they were operating income figure to just $56.8 cushioned by the profitability of its non­ million. airline subsidiaries. Canteen Corporation, That nearly $109-million drop in fuel Hilton International, Spartan Food Sys­ costs kept TWA's operating expenses for tems and Century 21 Real Estate Corpora­ the year from being higher than 1981 's; as it tion had combined pre-tax earnings of ORD mechanic Rod Bertley.is one of many ·TWAers who handle Western Aklines . was_, they were down 2.1%, or $75.1 mil­ $123.6 million for the year - down $11 , 5 flights at Chicago. The WA work is one of. nine major field contracts TWA has lion. Unfortunately, though, revenues million from their record contribution of obtained since last summer. See page ten. were down even more sharply - by 5.4%, the year before, but still ample enough to or $190 million. Part of that decline was keep the parent organization in the black. cember, the airline lost $5.6 miliion in the because of lower traffic - a systemwide After providing, on the airline's behalf, Business month as the result of price wars. drop of nearly 1%, ineludmg a decline of nearly $1 million ·in dividends on there­ more than. 2% in domestic traffic. The cently issued series of TWA Preferred as Usual? Notable quotes. Concerning the outlook major c;:ulprit, though, was the fact that Stock, Trans World Corporation had a net for Pan ~eticarr, an article in the finan­ three~qiiarters of TWA's passengers in (topage4) cial section of theNew York Times on Jaim­ 1982 flew on some form of discount fare ---:­ (Cont'd) including those of 50% or more. ary 30 singled o~t a 28-year veteran pilot, President's View Ricnard Wiese. "I've got a good job and a Some indication of the damage done by ' Pan Am lost $272.9 million in the foul}:h good way of life. I would like to keep it," ~ the raging fare wars in the domestic market For President Ed Meyer's com­ ·quarter and reported a loss of $485.3 mil­ he said. "I'd rather at this point make the was the erosion of 1 . 04 cents per revenue ments and insights on TWA's 1.982 · lion for the year, far greater than its-1981 error of giving up too much, rather than passenger mile in TWA's 1982 domestic results and outlook for 1983, see loss of$18.9 million. (Butthat 1981 figure giving up too little." The concessions he yield (average revenue per rpm). Add even pages 6 and 7. would have been $405.5 million without (to pr~ge 4) a penny to each of the 15.6 billion rpms Pan Am's sale of its Intercontinental Hotels Corporation). The losses were no surprise Capt. Harry·Ward Reti~es; No. 1 in Pilot Seniority to Wall Street analysts, although higher than expected. Analyst~ are predicting an­ other large loss for PAA in the current quarter, tra~itional l y the most difficult per­ iod of the year.

Frontier, which has made money every year for 10 years, suddenly has hit a down draft, Business Week reported. Frontier once was known as "Baby Delta" because its position in Denver was as secure as Delta's in Atlanta. But lately "Fron­ tierland" has been invaded by United, Continen~, and Western. In a fourth­ quarter tailspin, Frontier lost $_14 million, so that its 1982 operating profit dropped to $9 million from nearly $51 million in 1981. Frontier aims to cut labor costs by 10%, but the flight attendants' union, for one, says things will have to get a lot worse before it will consider any concessions.

Delta nose-dived from a $19.6 million profit in 1981 to a $17 million loss in 1982. Captain Harry H. Ward was photographed with the crew of his last trip out of JFK, FS06, December 17, 1982. From left are: · It was the first calendar-year loss in Delta's ·Barbara Weinacht, Nancy Logo, F/0 E. J. Westvig, Mary McKay, ·Roland Leukauf, Linda Ragonese, Theresa Jewell, Capt. .history. Despite a 15% traffic gain in De- · Ward, Mary Parsons, Charles Matheron, June Haesler, and Donald ~er • : :. ~ ...... l ... ' , " ' "" .. ..•• •," I I Thousands Spen Whi e Christmas at Denver Airport ·Box605 lt=lliiiiiii:t-···· -r=~·

Unseasonable Scheduling TWA advertises quite heavily intra­ Q vel industry and other publications our Getaway Ski Tours. The brochure Is printed and distributed in bulk to 20,000 travel agents and mailed to individuals at their request, all at considerable expense to TWA. Our sales/CTO's/reservations of­ fices do their best to sell these tours to bring in revenue derived frorri the air travel on TWA associated with the tours. The latest timetable. - which inciden­ Parked 1011 at Denver dwarfs a car (right) that bas been nearly completely buried in snow. Spending a white Christmas at the tally is valid Dec. 15-Jan. 31, but does not airport were (from left):_ ramp servicemen Charlie Phillips and Chris Vissers, lead RSM Larry Refosco, RSM Lars Svenson, Heinz give any details of the major ·schedule Immel and Roger Tomes, lead mechanic Steve Fatovic, lead RSM AI Wutscher, and mechanic AI Vormittag. change eliminating many flights effective -Dreams of a white Christmas came true for ger-airport services. · "Heavy snowfalls aren't common in Jan. 10 - features on the front page ''SKI ' thousands in Denver a few weeks ago, but TWA opened up a 707 and a 1011 Christ­ Denver, much ·to the surprise of non­ WITH TWA" with specific mention .of not in quite the way they had hop¢. Snow mas eve and bedded down about 300 peo­ {esidents," he points out, "and the city's Getaway Ski Vacations to the Rockies. · started falling about midnight on Thurs­ ple, mainly children and the elderly. "We snow removal equipment just couldn't Denver is the air destination city for day, December 23 and continued through were the only airline to do that," Frank handle the accumulation.'' eight of 11 Ski t_!J.e Rockies tours and yet the next day - Christmas eve. The pre­ says. "Some of our people, who had al­ Sky liner wasn't able to get the names of TWA's service to DEN was reduced to dicted four to six inches turned into 24 ready been on duty all day, volunteered to all the TWAers who pitched in, but some of four flights effective Jan. 10 (1 JFK and 3 inches and strong winds blew the snow into supervise operations on the two aircraft those who helped out were: Art Anderson, STL). A fourth STL flight is now planned .drifts up to eight feet high. during the night." Diane Anderson, Phyllis Brown, Susan effective Feb. 15. With an expected record Stapleton Airport was closed at 9 a.m. Others helped overworked restaurant English-Fagan, Steve Fatovic, Janice Glo- . ski season well under way, but a considera:. Christmas eve day and didn't open for 33 and kitchen staffs· at nearby hotels and wacki, Cheryl Graham, Paula Herr, Heinz ble reduction of service to DEN, I see hours. Some 2,000 flights were canceled, motels, volunteered their assistance to a Immel, Ed Johnson, Roxanne Landry, Ka:­ advertising$$$$ needlessly spent. leaving thousands of holiday travelers local hospital, and even rounded up crews ren Nelson, George Odernheimer, Charlie Denver is not the only city affected. stranded at the airport.. The lucky ones from other airlines to form a Christmas Phillips, Larry Refosco, John Shafron, . Another is Phoenix. Just when potential found hotel rooms within· walking dis­ choral group. · Lars Svenson,-Roger Tomes, Ronnie Ver­ · customers will be planning a "Sun Coun­ tance; others spent the night sleeping as Many employees worked behind the spohl, Chris Vissers, Al Vormittag, and Al try" winter vacation, TWA reduces serv- best they could in chairs or on the floor of scenes clearing snow from around aircraft. Wutscher. There were many others equally . ices drastically. ·can someone give a · the terminal. "Our first flight went out Sunday after­ deserving of mention. reasonable explanation for this type of "Many TWA airport employees and noon," Frank says. "If we had waited for "Those of us who spent a comfortable seemingly "unseasonable" scheduling? flight crews were snowed in for as long as the contracted snow removal crews to clear Christmas at home with our families owe Mike Swift 48 hours, but they made the best of a tough a path for our aircraft, we wouldn't have them all a debt of gratitude," says. Frank . Kansas City situation," says Frank Hannigan, mana- had any flights until Monday morning. Hannigan. (from Malcolm Speed, director- ', A leisure marketing): In the 1981/82 the case of CHI, for example, American's years from TWA passengers as well a_s co­ winter season TWA's domestic Getaway entry in 1983 eliminates the potential for workers. ski program generated $1.5 million in any future success. Consistent losses have Editor's Notes Air safety has always been of prime gross revenue and an estimated $738,000 similarly necessitated a reduction in PHX ·concern to Capt. Ward and, post-TWA, he. in net incremental revenue. StrQllg revenue direct service. We are, however, commit­ plans to continue to contribute to this cause contribution came from 10 sales districts ting additional resources to STL on an on­ When Captain Harry H. Ward of Kansas in any way he .can. including several with no direct service. If going basis to maxitnize TWA's long-term City parked Flight 801 at JFK' s Flight "We hope that the many friends Harry the tour product is competitive, air-service competitive posi~on. Wing One on December 21 , he had logged ' has made in TWA will drop by whenever becomes only one of several decision fac­ Even with mid-winter service reduction more than 40 years of service with TWA they pass through Kansas City," said Su­ tors for the consumer. to Denver, we fully expect strong sales and more than 30,000 hours in the air. zanne. "Harry's going to miss being 'on Although direct service to Denver has performance again in 1983. It is interesting What'~ more, at retirement, he ranked the line' , '' she added . been eliminated from three markets, ca­ to note t~at market intelligence has it that number one in captain seniority. Likewise, -captain Harry Ward will be pacity has increased over St. Louis to ac­ TWA outperformed United Airlines in total Harry has been flying since 1938, when missed on the line. commodate demand. As standard poliG:y, ski package volume to Denver this past he soloed at age 16. He joined TWA on For just $200 in postage and stationery, TWA will not maintain service with little to season. This is strong testimony to the fact August 17, 1942 and in-the early days of and a knack for odds-making, Jeff Sklar no chance for long-term profitability. CHI, that the right product will sell and can World War II served in the Intercontinental and Robin Sebell of Wayland, Massachu­ MKC and SFO service to Denver has con­ generate substantial incremental revenues Division (ICD) over both the North and setts hit the .travel jackpot. The pair calcu­ sistently been a losing proposition and in for the company. South Atlantic. lated the odds on winning an Air Florida He was flying co-pilot out of Kansas contest and came up with about $150,000 Rose Scotti Retires, 40 Years with TWA City when he took military leave to join th.e in prizes. Their haul'includes 23 roundtrips Navy, serving as a pilot in the Pacific. After to Florida, 100 days of free auto rentals and the war he returned to TWA and in 194 7 100 days on cruise ships from Miami to the was checked out as a captain on the DC-3, Bahamas. · subsequently moving up to command Mar- They were sure they'd win, sending in . tins and Constellations. On assignment to 600 entries·, the training department, he was designated A couple of years ago they won a trip on a check airman for the, Convair 880, 707, TWA . For about $90 in postage, there was 727 and DC-9. a 67% probability, Sklar said. A proud passenger aboard Harry's final transatlantic roundtrip was his wife, . Su- - Ever have that feeling of being "treated zanne. She recalls that he was one of the like a dog"? Now comes the U.S. agricul­ first TWA pilots to check out on the Boeing ture department complaining that Delta 747. Thatwasacareermilestone, she says, confined two bloodhounds in undersize but ''one of Harry's favorite memories was crates on a flight from Arkansas to Oregon. learning to 'bounce' a 707 for a training "They treated the dogs just like the airlines film Last Fifty Feet." treat people," said a government attorney. Many cockpit crew members have known Capt. Ward since even before their first day on tlie job; as a supervisor, in the. 'f)Os he interviewed many new-hires. And naturally in the course of flying 40 years he . has become widely known by countless Published for Employees by the other cockpit and cabin crew members, as Public Affairs Department · Rose Scotti, technical staff assistant in properties & facilities at 605 Third, retired last well as ground personnel. 605 Third Avenue, New York 10158 month shortly _after- celebrating her 40th anniversary at TWA. She's pictured with Captain Ward ~as a reputation for his Printed in U.S.A properties staff members (from left): Dick Pagen, director-system facilities & co.,­ ability to work well with people, and his Dan Kemnitz, -Editor trols; Yeong Yee, manager-facilities planning; Brian Ford, director-facilities; Ming sense of responsibility and aura of profes­ Anne Saunders, Associate Editor . Mok, manager-facilities planning, and Don Bryan, manager-construction & engi- sionalism are attested to by many compli­ neering. Photo - Erminia II. Gigante. mentary letters he has received over the

2 F~bruary 14, 1983 · ' r I ' Retiree Pass Holders' E. L. "Bert" Fisher Retires · In the News First C ass Surcharges Retirees may not purchase first class surcharges through payroll deduc­ January Traffic tion as TWA does not have access to retirees' annuity income. TWA flew 1. 80 billion revenue passenger Retirees must pay for first class miles in January, up 8.2% from January surcharges in advance. An exclusive 1982. policy for retLrees only permits them Domestic traffic was up 10.1% over the to purchase first class surcharges at previous year, helped by the Kids Fly Free airport and city ticket offices by and other promotional offers, the response cash. check or Getaway credit card. to which surpassed expectations. Interna­ tional traffic was 4.2% ahead , helped by 153 represents a 53% increas~. IQ the same the El Al shutdown. pen.od. seats available rose some 65% from Modest capacity increases of 1. 7% and 15,000 daily to more than 25,000 now. 2.5%, respectively, on domestic and inter­ This is due to increased widebody flights , national routes resulted in load factor im­ including the new Boeing 767. provements of 4:3 and 1.1 percentage On March 1 TWA will add Albuquerque points, for a systemwide load factor gain of to its Boeing 767 service. Flight 84leaves 3.3 points. to 58.2%. - . -Albuquerque at 9:52a.m. and arrives in St. · January'83 Louis at 1:00 p.m. The flight then con­ \'S. '82 tmues to LGA. The return flight, 105, ~:'~·:\:~~~·~,\?: Revenue Passenger Miles leaves St. Louis at 6:30p.m. and arrives in Domestic 10. 19c E. L. "Bert" Fisher (center), manager-operations support at 605 Third, retired last lnt'l 4.2% Albuquerque at 8:09p.m. System 8.2% ''We're very proud to be the first to offer· month after 36 years with TWA. Among many wishing him well at a pre-retirement Available Seat Miles Boeing 767 services at Albuquerque, "said coffee-and-cake get together were-President Meyer (left) and· J. E. Frankum, senior Domestic 1 . 7% sales manager Steve Bonniwell. "It points vice president-operations. Int'I 2:5% up TWA'~ commi~ent to offer this area System 1.9% the best possible serviCe." and London, the fare is $849 compared to Load Factors .Wasted No Time $1,070 last summer. Domestic 56.4% (+ 4.3 pts) Flight 840 was·operating late en route Int'l 62.6% ( + 1.1 pts) '~arly Bird~ Special For Paris, TWA's summer "Vacances" System 5E.2% ( + 3.3 pts) TWA is offering a special ''early bird'' $50 roundtrip fare from New York and Boston, to Cairo on January 11, but Athens discount on fares to France, Italy and Eng­ if purchased by March 31, will.be reduced TWAers made up for lost time. In 24 . niinutes they: deplaried 115 passen­ 153 Flights at STL land during the 1983 sunimer season for to $579 on weekdays and $629 on week­ Marking· more than two years of steady those purchasing tickets by March 31. ends, for travel during the period Ma:Y 15 gers; boarded 63 passengers; and un­ loaded and loaded 5,307 pounds of growth at St. Louis, TWA will further ex­ The new discounts are on top of price through September 14. The fare was $663 mail, 2, 169 pounds of freight and 426 pand service effective February 15 with reductions announced earlier establishing in summer 1982. two daily nonstop flights to Toledo, Ohio, . 1983 transatlantic fares at levels signifi:.. From Washington to Paris, the fare will pieces of luggage. and daily nonstop flights to Fort Myers and cantly below last summer's. be reduced to $649 on weekdays and $699 ·west Palm Beach, Florida. If purchased by March 31, the roundtrip on weekends for travel April 24 through TWA, IFFA In discussing the development of the St. · discount fare between New York or Phila­ September 14. The fare was $803l~st sum­ TWA has been informed by the National Louis hub, regional vice president Jim Bell delphia and London will be $549,- com­ mer. . Mediation Board that, following the re­ noted that "the new flights bring to 153 the pared to $770 for New York and $814 for For Rome, the new APEX fare for early fusal of the NMB 's proffer of arbitration, it number of daily departures at St. Lo_uis, the P~ladelphia last year. Between Boston and purchases will be reduced to $699 during has released TWA and the_Independent largest scheduled flight activity at any city London, the special fare is $529, compared the peak (June 1-20-and July f2-September Federation of Flight Attendants (IFFA) in TWA's history.'' to $662 in summer 1982. Between Chicago 14); to $749 for the particularly heavy peak from the mediation process, thus starting In March a year ago the airline had 100 and London, the special fare is $699 com- (June 21-July. 11), and to Milan $679 at the 30-day cooling-off period which ends daily departures from St. Louis. Today's - pared to $990; and between Los Angeles peak and $729 at the heavier periods. at midnight Friday, March 4, 1983.

tions office, by contacting anA10 orCTO, Rules f·or S. ·A. Travel or on a do-it-yourself basis if you have Calling to List access to a CRT. ·(Please list yourself if you When calling reservations, AID or TWA's automated standby processing pro­ basic and absolutely essential requirem~nts work with a CRT). CTO, have the following information gram, introduced last surrimer, is now in of the program: All standbys must C1) list in • When c~lling TWA reservations, do. ready to give the agent, in this order: use systemwide for all flights . The new advance and (2)yerify at the airport. so only between 6 p.m. and 6 a.m. in the 1 . Flight number · system gives airports reliable and effective NRSAs and RRSAs will not be cleared USA, and between 1 p.m. and 4 p.m. for 2. Date of departure operating controls for establishing board­ for boarding unless. they follow these sim­ international offices. 3. Boarding point_ ing priorities and facilitates the orderly ple 'instructions: 4. I;'inal destination • You can list for your flight(~) no ear­ processing of non-revenue space available 5. N arne of passenger (including and reduced rate standby passengers. Au­ All Standbys Must List in Advance lier than eight days before ·departure. List - for roundtrip and connection flights if.ap- first initial) tomated standby processing has been fa­ ~ Listing provides a record of your in­ plicabl~. · 6. Class of service desired vorably received--l;>y all, except those . tention to travel on a specific flight. 7. Number in party . standbys w~o failed to ~omply with the two • You can list by calling a TWA reserva- e .You may' still list for your flight until 8. Smoking or no .smoking seat-. 15 minutes prior to schedule~f. ~eparture, ing ·preference ·however, if you list for your flight less than - 9. Pass class four hours prior to scheduled departure 10. Seniority date · Here's.How to Do It Yourself time, the words "'No MealListing" will be ~ not ·1QAUG ORDLI:fR ~SMITH/A . .£~ .:!!. .8 /703619 printed on your boarding pass. ):'his doesn't necessarily mean that you won'.t receive a agent when you verify: . . [ l Seniori~ date or meal, but, if there is a shortage of meals on • Space available ·passengers should "OAL'' indicator board, it is likely you will not receive one. verify at least 30 minutes before departure Pass Class time for USA flights . and 60 minutes for All Standbys Must Verify At the · international flights. Verify at the maiYf Airport '- Space available indicator lobby ticket counter. This is il change from • Verifying is required at all USA air­ . pre.vious instructions which indicated you Seat preference ports, London and Paris. Frankfurt will be could verify anywhere on the airport. (Class, # in party, smo~ing) ; non-smoking preference) added in a few weeks, and the rem~inder of • If you do not verify at -the airport at international airport~ later this year. · least 15 minutes before scheduled depar- · · Passenger mime/initial· • Verifying when you arrive at the air­ ~re time, you will lose the boarding prior­ '- !3oardpoint and destination port confirms that you are there and availa­ ity associated with your pass classification ble if cleared to board. and will be processed after all pass riders '- Flight Number/Date of departure · • Your pass forms will be checked at who dld verify. · this time so have your pass and surcharge • When the boarding agent starts clear­ Action code to list standby P?SSenger forms completed and signed when you ver- ing standbys, be in the gate area to respond ify. . . quickly when your name is called. Note: Passenger~ traveling on ·space available reduced· rate tickets may· list by • -When traveling as a family or group of Please clip and save this article f9r refer­ omitting space available indi{:ator, pass class, and seniority date and substitut­ pass riders witli different pass classes, de­ ence-and make s~re your family members ing TW75 in their place. cide in advance whether or not you are also know these important rules for listmg Example: 4A770/16AUGORDLHR-SMITH/A$Y2S·TW75 willing to travel separately and advis~ t~e and verifying.

February 14, 1983 3 through the recessio.nary . overc·ast with tempt to draw the line and risk a costly '82 Res·ults •.• - (from·page one) glimmersofhopeforrecovery. A year ago, , walk-out? Stay tuned. there were confident predictions of a rind- TWA has already indicated that it's plan- income of $35·. 9 million, or $6.3 million . mightier dollar, there were more travelers year upturn made on far less reliable hard ning an early .General Salary Adjustment less than the $42.2 million it earned in over the Atlantic, and more of them St\11- evidence which led only to disappoint- for non-contract employees to assure con- 1981, exclusive of an extraordinary gain of ing their trip on the U.S. side ..:.__ ·which ment. Now, there are more credible straws tinued pay comparability with current $19.3 million. ' meant $at more of them bought their tick­ in the wind that a bottoming-out may actu- - norms, and the pay pauses for those who ets from TWA, and paid mU.S. currency. _ally have occurred. ,have endured them have either already In CompaFison Add to that the fact .that a large share of If s~, and should the prospects.-hold for a ~nde_d ~r will soon be doing so. Last year at this time, TWA was able to TWA's capacity was assigned to an interna­ rise in economic activity, air travelfor both TWA's fleet will evolve a few -steps say that while it had dismal results, they tional arena that was far.-less choked with business and pleasure should rebound closer to cost-effectiveness this year with were not as bad as those ·of some other superfluous ,capacitY than·the deregulated fairly soon. The timing of recovery will thedeliveryofmore767sanditsfirstSuper carriers - and a lot better than those of .domestic market, and therefore much less determine whether or not there will be an 80s - and with the final ~ustering-out of involuntary withdrawal ·of some industry the last 15 active 707s, by fall. mari.y. Sad to relate, that's no longer true. . of. a discounting.Donnybrook .. TWA's position in the industry has deterio­ capacity, following a weaker carrier's. de- Spnhgtime will:see the enforced traffic-· rated seriously. In terms ·of operating . A Fifth Off mise, to head off a new round-of fate- control capacity lid lifted. Will carrier results, exclusive of capital gains and vari­ · Interestingly, Trans.\Yorld Corporation, chopping. Meanwhile, it seems likely managements, starved for sustenance, ous non-recurring income or expense on the same.day it reported its 1932 prelim­ some of Braniff's grounded seats may rise · · throw to'o many seats, and bargain f.ares to again ·in a PSA reincarnation - at fares fill them, into the sky before recovering · items, here ar~ the comparative numbers: . inary financial results, made another an­ nounceme~t - that it is planning ·to offer about 30% lower than the existing level. traf(ic can absorb them? Operating Profit/(Loss) Look out, American, of course- but look It's not only. impossible at this point to · (In Millions)'. the public 20% of the common stock of Tni.ns World Airlines. out everyone else as well, if the alternative answer these q\lestions, it's impossible 1982 1981 When such an· offering is suGcessfully of cheaper connections over DFW under- even to anticipate what other fresh devel- US Air $ 79.3 .= $ 58.~ . completed, it will mean that TWA is no mines other carriers' mid-America hub opments may arise, as they've had a habit AAL (18-.0) 44.0 . longer . a "whoily owned subsidiary." systems, including TWA's at STL. of doing lately, to sweep these concerns EAL (18 .8) (49.9) · TWA will, in fact, put out its own annual OPEC, as of now, seems somewhat in into the background and make a mockery WAL (30.8) (66.0) report, have a separate board of directors disarray, and what governs oil supplies and of rational planning. UAL . (66.6) (148.8) . at?-d be accountable_~0 those possibly new prices currently instead of that cartel is Still, plans do have to be laid and contin- OAL (85.6) 86.5 and different owners as well as to TWC. (depending on who's talking) either anar- gencies foreseen as well as possible. TWA (101.3). 13.6 TWA will .also henceforth have an· inde­ chyorthefreemarketsystem. WhatTWA's TWA's people, -while waiting for better · PAA (364.0) (359.9) pendent window of access to sources of 1983 fuel bill might.be- and whether it days, can only turn their full professional Totals (605.8) (422.0) capital to finance its equipment and other will be impacted by a possible import levy attention to each day's task--: and avoid the need~, apart .from the support of. Trans on oil - remains to be seen. Interest rates . understandable temptation to shrug off or There are several quick explanations for and inflation have also moderated lately- wall · out the storm of bewildering input why TWA had 1) a bad year., 2) a worse World Corporation. · The complex implications of this move but for how long, no one knows. clamoring for their understanding in this, year than its previous year, and 3) a worse Also looming among the many un- the industry's newest evolutionary phase, year than most of the industry. should be reflected upon s.oberly by those. determinedly misinformed critics who knowns is the airline's labor-cost picture The Competitive Era. · · Blame "bad year'' mostly on the sick for the year ahead. The lAM. contract's economy. Blame "worse than 1981" have long complained that tbe airline is 'They Got Their Wish' · being shorted in favor of ·hotels, :vending damage to the bottom line will continue, of mostly on the intensified fare wars and the course. Meanwhile, the NMB has released . Braniff's Howard . Putnam says the lAM resulting thinner' yields. Give a bow to the machines and hamburger stands: The fact the flight attendants' union and a ·strike contributed to the downfall o~his company pilots, to-the management group and to the is that TWA has had a very generous par­ ent, indeed, and the airline's requirements countdown has begun that will end at mid­ by refusing to join other unions in accept­ salaried TWAers who save~ last year's have long commanded the lion's share of night March 4th. Will IFFA's leadership ing wage coneessions. "An lAM offiCial payroll costs from being even higher (and demand heavy pay increases, further work­ told me in public: 'We'd rather see Braniff ·the bottom line even worse) by going corporate resources aiso needed t9 keep those other. businesses competitive and rule changes and a deeper erosion of.TWA's close down than give any concessions,'" through a pay pause _:_ but not~ also that productivity? If so, will management at- says Putnam, "And they got their wish." much of their sacrifice was nullified by the profitably flourishing; meanwhile, the em­ many·millions of dollars in retroactive pay barrassing fact is that TWA haSJ lately been demanded by the lAM. For "worse than able to return nothing whatever to the pot to. Don't Confuse Them most of the industry," note the relatively' n.ourish the total enterprise. ·From the cor­ Any new common stock issued for Trans World Airlines sholJld not ·be confused . higher proportion of TWNs total revenue porate viewpoint, respqnsible . manage­ ~ith. the TWA common stock issued prior to the formation of Trans Wodd Corpora­ potential represented by transcontinental ment demands a better balance of where it tion m 1979. Those old shares (which are distinguishable from the new ones by their routes that were a battleground for yield- plants its seeds for a timely arid appropriate identifying "CUSIP" numbers) became functionally identic-al thereafter to shares of killi:ng fare battles all year. ·. harvest. the new TWC stock; they were, and remain, physically exchangeable for a like, If there was a bright spot for TWA, other number ofTWC shares through the corporation's transfer agent, Morgan Guaranty than the fortu.nate abundance of oil in the What's Ahead Trust Company. 30 West ~roadway, New York, New York 10015. The new TWA world market, it was the international ~s for the future, only within recent shares will, of course, have an independent market price oftheir·own. scene. On the strength of the year's al- weeks have occasional shafts .of light cut

Federal bankruptcy court judge John Runner on Cover As Usual?••• Flowers approve9 an agreement between Financial Follies (from page one) ·Braniff and PSA that will allow P.SA to form a Texas division using 30 aircraft United Airlines reported an operating.loss and fellow Pan Am pilots have made could leased from Braniff. He said the ·arrange­ ·of $66.6 million in 1982 against an operat­ save Pan A.m$98 million this year "and be ment "is the best that. can be achieved ing loss of $123.3 million in 1981. UAL an important part of its struggle to sur- under the circumstances:" "Judge Flo~ers Inc., the parent company, reported a con­ vive," said th~ Times. - also ruled that Braniff's landing slots, most solidated loss of $9.4 million. The res~lts of which have been temporarily allocated benefit from the sale of $123.8 million in · Comm~nting on contract negotiations to other airlines, were part of Braniff's · tax ~redits in 1982 and a $21 million carry- with the lAM., an Eastern ·spokesman said estate and he ordered them retuined to ave~ tax credit. · the union ,;simply must believe that the Braniff for use by PSA. Airlines· affected Eastern Airlines lost -$74.9 million in company is·offering all that it can. A strike were expected to appeal the ruling. , · would be unacceptable," .he_said, adding, 1982- worst performance since its record "There is a lot, of non-union competition Continentai will lay off 2,'000 of its loss of $95.6 million in 197 5. In 1981 it lost out there waiting like a pack of buzzards to 13,800 employees and reduce seat capacity $65.9 million. The 1982 results include a eat us'· up." by 15%. ' gain of $51.3 million in tax credits. and ·, $32.7 million from aircraft sales. On the Trying to avert a possible strike, Eastern Airbus Industrie is feeling the pinch. The , bright side, the airline's operating loss· in Airlines c~e up with an extraordinary European consortium sold just 17 planes 1982 w,as sharply reduced to $18:8 million, offer to the machinists' union: Pick three last year; the present production rate could from $49.9 million the year before. experts, have them look at the compariy's leave 21 unsold this year and 78 on its books ·and make a proposal, binding on AMR Corp., the holding company for Captain Jim Bowers of San Francisco is hands by 1985, according to the Wall Street American Airlines, reported a net loss of _pictured on the cover of the Febru'ary Eastern, of what sort of raises the airline Journal. should give. The idea was flatly rejected by · $19.6 ~Ilion fo.r 1982, against net income issue of "The Runner" magazine to il- · lustrate the feature article, "For ·Run­ lAM Local I 00 in Miami as ''an exercise in Still more competition? British Atlantic of $47.4 million in 1981. ners.Over 40, There's No Such Thing as· futility.'' plans to start up on June 1 with fo~ weekly Flying Tigers lost $72.6 million in 1982, · Middle Age." Jim is 44. His 2:22:23 in roundtrips between London and New up from $22.9 millionth~ year before. The British Caledonia says its passenger loads York, if it can get government approvals. 1980 was a U~S. masters (over 40) mara:. parent company, Tiger ·International, re­ thon record and recently he was clocked are running 15% under break-even on the The airline plans all-first class service ·at ported a net loss of $136.2 million. in the San Francisco Marathon in Los Angeles-London route, which it took $599 one-way. Robert Booth, who re­ 2:23:58. He. was an Illinois high school over following the collapse of Laker Air­ signed as marketing v. p: of Air Florida, 1 Air France lost $120.5 million in 1982, champion miler and returned to run­ ·ways, but it intends. to "tough it out". will be general manager"ofBritish Atlantic. more than double 1981. ning just a few years ago. - Tom Benjamin-

4 February 14, 1983 raised to $35, from $10. However, where the old passport had to be renewed every Travel Industry A·to·Z five years, the new one is good for ·10 Editor's Notes years. Passports for persons under age 18 will continue to have a five-yearjife and Memories are made of this. Dan Mcin­ will cost $20. tyre, field manager-ground and aircraft The British government has approved services at St. Louis, collects-TWA memo­ construction of a second passenger termi­ rabilia. "I'm a 30-yearemployee and long­ nal at London's Gatwick Airport. ·This will time collector of items such as photos, allow Gatwick to handle 25 million passen­ schedules, timetables, menus, route maps, gers a year, from 16 million currently. stir rods, service pins, uniforms, serVing pieces, etc.," Dan says. "I'd like to get in By April 24 the U.S .. air traffic control touch with others who share an interest in system wi~l be handling as many flights as collecting TWA items." If you're inter­ it was before the controllers' strike· in Au­ ,ested, please send information about your gust 1981 , according to the Federal Avia­ collection and a stamped self-addressed tion ~dministration. envelope to: Propeller People, P.O. Box 10112, St. Louis, MO 63145. "I will com­ A little girl who nervously flubbed her tine pile this information and distribute cop­ has turned TWA's "Kids Fly Free" televi­ sion commercial into what Madison Ave­ ies," Dan says. nue calls a "classic." Americans may be able to "live it·up" in Four-year-old Jennifer Brown was so Europe these days, thanks to favorable ex­ eager to get it-right when her big moment on · change rates, but the c;:ost of leaving has camera arrived that she blew it. Realizing gone up. The U.S. passport fee has been she'd goofed, she clamped her hand over her mouth and giggled. ~utu~l Regard Knowing a good thing when they see it, the folks at Ogilvy &_Mather left the giggle in. "We wanted a warm and engaging cam­ Fonner TWAers, David and Mary Gilliam Youmans, welcome a student to Intensive paign to cut through all the discount adver­ Trainers, their new travel school. tising of other airlines, and we feel the Kids Fly Free commercial does it," says Brian Two former TWAers - . Mary Gilliam Kennedy, v.p. of advertising and sales. documents; the travel industry; selling and Youmans and David Youmans - have "Jennifer's spontaneity adds just the right communicative skills; world geography; gone into business for themselves. Their magic." personal development and career-enhance­ new company, Intensive Trainers, Inc., ment; and 80 bours of "hands-on" com­ will prepare students for careers in the puter training at TWA's training center in Seniors News travel industry as travel agents, travel Kansas City. The International chapter of the TWA agency owners, airline reservations or All 360 hours of course work will be Seniors has reelected FraQCis Degioanni as ticket agents, cruise line or rental car given at IT's modem facility in Tucson, president. Also elected were Larry Trim­ agents. except for the two weeks in.Kansas City. ble, president emeritus; Marc Letourneau Intensive Trainer's 10-week course in­ One-week segments on salesmanship, and Dieter Friedrich, vice presidents; Fran­ cludes: routes; schedules; fares and serv­ communications, tourism geography, cois Chollot and Yves Pleven, secretaries; ices; itinerary planning for air, sea~ tours and cruises are available to travel and Robert Friedman and Eugene Frankel, overland travel and tours; hotel, resort and agency personnel. treasurers. rental car booking procedures; domestic The Youmans are well qualified to head and international ticketing; foreign travel such an undertaking. During her 27-year The spring meeting of the Northeast Sen­ career, Mary was director of travel agency iors will be held at JFK on April 5. Ray Seminole, Floridaat(813) 397-1035. relations and head of travel agent training. Dunn will be guest speaker. Reservations · At Columbus, field administrator R. W. Since retiri~g in 1980, she has worked -as a "Bob" Vanderbosch (left) and CSA R. should be maqe through chapter treasurer The Pacific Seniors have reelected Don consultant for various travel agencies. E. "Bob" Horton, congratulate ·each Nick Cordelli, 1638- Lenox Ave., East Heep as president. Serving with him for Dave Youmans was TWA's sales manager other on their combined 75 years of serv­ Mell:dow~ NY 11554.' 1983 will be Capt. Ed Betts, first vice at Pittsburgh and Columbus for many years ice to TWA and their retirement. Bob president; Dick Hallsted, second v. p.; Len The Southeast Seniors chapter will hold and has taught at Ohio State University and Vanderbosch began his care.er with Reid, third v.p.; and Ed Miller, fourth v.p. its annual meeting May 3-5 at the Ramada the Naval War Coll~ge. TWA on June 1, 1944 (38 112 years ago) in. Irv Sutter WaS elected secretary and Capt. Inn, Treasure Island (St. Petersburg), Flor­ In planning the curric4lum, Mary and Ft. Wayne. He spent the last 29 years in Earle Hendricks treasurer. Columbus. Bob Horton joined TWA in ida. Optional tours include nearby Busch Dave drew on their own extensive experi-· Kansas City on April 17, 1947 and has Gardens and a replica of Captain Bligh's ence in the field, as well as-interviews with three-masted "Bounty"; and Disney's EP­ There~s Stiil Space on 790 travel agents and an investigation of 15 been in Columbus since 1964.He has two 1 reasons to celebrate. In addition to his COT at Orlando is just two hours away. Down Under~ Tour other travel schools. retirement January 1, Bob is a newly­ Rooms at the ~amada Inn are $37 per There is still space on the third TWA Sen­ "Our program is intensive and thor~ wed. He married for the first time on night, single or double. For more infofll!~­ iors Club "Down Under" tour to Australia ough," Mary says, ."but it will also be fun December-18; 1982. tion call chapter president Bill Townsend in · for the students: We'll make use of video­ . ; and New Zealand, departing Los Angeles Sunday, April24, returning Tuesday, May tape equipment and lots of role playing. A Reception Honors Grangeon, Azoulay 17. tie-in with Mundus, one of the largest Tour highlights include six days and Phoenix t~avel {1-gencies, wil,l provide areal nights in Sydney, with visits to the Blue world atmosphere for the school. Students Mountains and a koala' farm; New will also plan their own imaginary trips, Zealand's South Island, including Mt. down to the last detail. We see our market Cook, Te Anau, Milford Sound, Queens­ for students as those who are ready for their town· and Franz Josef Glacier, and to Wel­ first job and those preparing for a second lington, Tongariro National Park, Rotorua career." and Auckland on North Island. For details Classes are Limited see stories by Jane McCabe in the Decem­ ber 6 Skyliner and Dave Richwine in the Classes are limited to 24 students. Tui­ January issue of TARPA Topics. tion of $3,000 includes all instruction, Tour price is $1778 per person double books, automation training by TWA (no singles) including positive space round agency training, housing for two we~ks trip air fare on Continental from LAX, all while in Kansas City, and round-trip trans­ ' accmmi10dations~ transfers and baggage portation Tucson to Kansas City. Classes handling, several dinners and luncheons, are held_from 8:3Q,a.m. 'to 5 p.in., Monday and all breakf~ts in New Zealand. (This through Friday. The one-week segments package rate is less than the normal LAX­ for travel agency personnel are $350 each. : SYD roundtrip economy fare.) The first course began January 10; other Write a check for full amount payable to courses this year will start on April1l , July "TWA Seniors Club" and send it to: E. C. 11 , and October 3. ·Paris colleagues of account executive Jacques Grangeon, who retired December 3l "Lum"' Edwards, 651 Trueno Ave., Ca­ For information and an application form after 28 years with TWA, and lead reservations agent Maurice Azoulay, who retired marillo, CA 93010. Checks must be re­ write to Intensive Trainers, Inc., 63~5 East January 31 after 32 years, held a reception in their honor. Pictured are (from left) ceived by Saturday, March 5. Call Lum at Tanque Verde Road, Suite 100, Tu~son, Marie-Louise Azoulay, 1\'iessrs. Grangeon and Azoulay, and Betty Grangeon. 805-482-5321 if you have any _questions. Arizona 85715, or call (602) 29'8-2121.

February 14, 1983 5 Those who refuse to realize that things are different now are Living in a fool's parae

Q. Mr. Meyer, over the 'ast few years, many of us Q. Did the stabilization offuel prices help us at all that $100-million level of operating loss will still be have had the feeling that we were doing relatively in 1982, and do we look for it to help in '83? there to haunt us. well ·competing in a deregulated industry; so our A. The stabilization of fuel prices did help us last Q. There's been talk of a plan to ground the 707s operating loss last year of over $100 million came year- by about$109 million. We had thought prices as quite a surprise. What happened? .early-perhaps as early as October of this year.ls would be higher. Of course, we also thought reve­ that our plan? · · - · nues would be higher. But the level of fuel prices did A. Well, first I think we are entitled to feel we've A. That is our expectation, so long as we're able to done a good job. One thing that happened, however, help us _:____ not enough, though, to prevent a horren­ dous opera~ing loss. reach a reasonable agreement on 'the renewal of the is that the enVironment has been much tougher than leases on some 13 727-200s which expire this year. any of us forecast - and it continues to be very. We don't have a whole heck of a lot of money, and we tough. I was very disappointed myself in the size of Q. Do you see anything in the J!larketplace that_ have to get reasonably good terms from the owner in our operating loss._That performance is going to be indicates the pressure might ease and yields might order to be able to afford to renew the leases. one of the worst in the industry, and that's a cause of start rising again this year? grave concern to me. I have to tell you that it was Q. What about all the money raised by Trans A. Unfortunately, I don't. Icanonlyhope. Probably - primarily because of that result that I had to take World Corporation during 1982 on the sale of action toward the {!nd of the year to reduce our payroll the greatest contributor to that would be a resurgent economy. I might add, though, that-people who are stock? Didn't that help us? further. It was a difficult decision - one that I'd A. It sure did. It definitely helped us, and we're postponed in the hope that things would get better · looking to a recovery of the economy and traffic for our salvation are likely to be disappointed, because in lucky to have had the holding company there·with the from around September when I first thought I might ability to raise that money and pass some of it along to have to do it. It was just one of many things we ·ve had my estimation there will still be excess capacity in the market which has to be eliminated - either by the us. But again, you're talking about aone -shot deal. to do to try to improve our performance in the That's not a continuing possibility, without our industry, because we've stated that our objective is.to voluntary withdrawal of some of that capacity or through the failure of some carriers. showing some profits. It's the ptofits of the holding perform as well ~s the industry average, and last year company that helped the airline raise and receive that we simply didn't. Q. What are some of the consequences we face money. Q. What caused the deterioration? from suffering a loss of the magnitude we had last Q. Can you explain what the parent corpora­ year? tion's recent decision to sell20% of its ownership A. Our analysis tells us that yield was the principal culprit. It was true for all the airlines, but it hit some A. For one thing, it jeopardizes our ability to re­ in TWA means to us? Is it, in fact, a first step fu a worse than others. It hit us harder because we have a equip ourselves with new aircraft. We were very, . maneuver to spin us off? major commitment to the transcons, where much of the heavy discounting took place. That segment of our business makes up a greater proportion of our revenues than it does for some of the other carriers. Job security and profits are synonymous. No contract, nothing, can ·protect your job without profits. Q. Would that fact lead us to consider maybe scaling back our involvement in the transcons ;___ or even getting o~t of them altogether? ·· A. We have no intention of getting out, because the very lucky to have the opportunity of the leasing deal A. Well, first, it's a very positive development for transcons are an essential part of our survival and with_ McDonnell Douglas. I think maybe the .most the airline, in that it permits us now to have indepen-· long-range strategy plans. We have, however, al­ graphic way to understand our present condition dent access to the capital market - with TWA stock ready cut back our commitment to the transcons, and would be to go back and look at some of our old selling on major exchanges. It also, quite frankly, some other markets, because of the severe yield annual reports and see the number of aircraft we had helps the holding company to further diversify and . deterioration and continuing losses we've been suf­ in our fleet in years past. This year, we'll operate, not broaden its own financial sources. One consequence. fering there. I might add that we were one of the few counting the 707 s, fewer than 160 airplanes~ We have of that offering, ·though, is that it presents an even carriers that did continue to contract on a system basis to remind ourselves that the 707s must be grounded more urgent 'challenge to us in the airline to stand on last year. Part of that reflects the major shift we've by the end of next year, and beyond the .end of this our own feet, raise our own capital and - as I've . made in the way we're allocating our resources- the year, or early 1984, we have no more equipment on repeatedly said, face to face, to our people - to find continued development of St. Louis and JFK, .and order or to be delivered. We're in no position to order our own way. The holding company cannot, and will withdrawals froin the peripheral areas pf our system. more equipment without profit. not, be the salvation of the airline without our own There's no doubt that we could have been more bold efforts t~ make TWA profitable. - and aggressive, and perhaps flown a higher level of Q. Is the operating loss all that significant, operations, except for the fact that we lost money for though? Most of us have seen tha_t we, or the the three preceding years. And now we've added a parent corporation, have been able to keep raising Q. A number of us.were surprised at the outcome fourth. money through the sale of aircraft and gate space, of the lAM negotiations. For a number of years · of tax benefits, and so on. Those items reduced now, we~ve all heard about the need for better - Q. Can we continue losing money indef"mitely our deficit from an operating loss of over $100 productivity. But the outcome of the recent nego­ and still keep operating? million to a pre-tax loss of about $45 million. tiations was that the union gave the company · -- --- nothing, yet the company signed a contract that . A. I've repeated <;>ver and over, in every presenta­ A. In the first place, a loss is a loss. In the second put our labor costs right up near the latest indus­ tion I've inade, in all the field trips I've taken for the place, $45 million is $16 million worse than what we try high. What happened? last five or six years, that the only route for survival lost the year before. And finally, you have to remem­ for this airline, or any other., is to produce profit. ber that we'll never again have the ability to sell gates A. I have to say that in all the time I've been And,Irepeat, we'venowhadfouryearsoflosses.No · in Chicago and Los Angeles for $20 million; we president of the airline-and I'm now -going into my airline can survive in the long term, no member of our won'tbeabletosell707s on which we can realize $35 eighth year - the outcome of that negotiation was company can feel secure in his or her job, without million. Those are one-time,' one-shot deals, and one of the most disappointing experiences that I've profits. Job security and profits are synonymous. No now they're gone. Our operating loss is the best gone through. 1 thought we'd done a good job com­ ·contract, nothing, can protect your job without measure of what we're making or losin·g on a continu­ municating that we had a justifiable and great need­ profits. ~g basis, and if we do nothing different next year, not only for the well-being of the airline but for the

6 · • 158

union's membership as well ·- and the two are inseparable. The two are inseparable. But I guess the message didn't get through to the union leadership, who continued to insist that their needs could only be satisfied by-wages which I believe are wildly out of touch with reality. What I said to our people, repeat;. edly, was true before we agreed to that contract, and it's even truer today. I can only say that we must continue to try to persuade all elements of our organi­ zation of our genuine need, if we're all to continue to· have our jobs into the future.

Q. Do you have a figure for what the added cost of the lAM contract will be? A. About $30 .million this year, and even more in 1984. It'salotmorethanwecanafford. I can only say that we'd all better hope and pray that fuel prices go down, and the economy indeed booms, or we're going to have another large loss year, and we won't be able to pay for that extra cos.t. I was faced with a very poor set of alternatives, in trying to preserve the jobs of some 28,000 people - down from 39,000, I In1ght add, a few years ago. The conclusion of that agreement was most disappointing.

Q. How does it happen when we get down to a strike deadline that there are only two alternatives for you to pick from- both of them onerous? A. Well, there's no question that part of it is the method of negotiation. It's really not a good method in facing today' s realities. Both parties are locked into antiquated procedures of negotiation, in which be even less able to defend ourselves? ·way as to leave us. with a cost penalty on that side one of the major failings is the fact that the large A. Well, we were at an impossible disadvantage along with the increased wages. number of employees who are being negotiated for, before; and now it's even more impossible. There's· who are going to feel the impact of the result, find it no way we can have a head-to-head, point-to-point / Q. Given all these concerns, what's your per­ difficult to determine exactly what's· going on at that combat with a Southwest when their cost structure is . sonal outlook for TWA this year? negotiating table and have their wishes heard there. I about half ours. A. I do have· a positive outlook - although it's a believe that if they were truly aware of the facts, and little difficult to c<;>me by under the present circum­ if it were done in a more open fashion, then we might Q. If the contract is going to ripple out and stances. But I qo think the economy is going to · - we might - arrive at more reasonable conclu­ I.AM affect all o~:~r wage and benefit costs, how can you, improve. I don't think there'll be any major break in sions. I've been told that a lot of lAM members feel as a businessman, look at that kind of a spreading fuel prices, but I do think they may go a little lower. I that while they're happy to hav.e the retro .pay and increase and see where the money's going to come . think we've completed the repositioning and restruc­ higher wages, they're also seriously worried about from? turing of our airline, and we have agood chance to whether TWA can really afford it. A. The answer to that has to be that, in a manner of come out of 1983 in a reasonable economic climate and with a good position in the industry. Still, I have Q. To what extent does the disappointing out­ speaking, you're ''betting on the come.'' You're come of the lAM talks affect our planning for the forced to just hope that we'll have lower fuel costs, to be gravely concerned with the fong-term implica­ future? · better fares and more t.raffic. And somehow, I've got tions of labor demands that fail to recognize the to communicate to the people of this airline the things realities of the changed environment we're in, that A. Well, we have to realize that we can't treat one we need in order to survive. just continue to escalate and show no awareness of · employee group in this company inequitably in com­ the conditions we face. Those who refuse to realize parison with another. It applies to our non-contract Q. Are· there things left to do, in terms of further that things are different now - that we have d~regu- . - as well. The ramifications of that settlement peopl~ ·shrinking the airline? lation, the low-cost carriers, the stiff fare competi­ - which was too expensive- will obviously have a tion, that we have to have better productivity and get rippling impact on the jobs and finances of the entire A. I would really hate to do it ____:_ because I think it our costs down - are still living in a fool's paradise company' and prevent us from doing the kinds of . would be self-defeating. But we have to understand as far as I'm concerned. I have to find, our Jl)anage­ things that we'd like to-do . We'd like to be more that if we can find no other way out of this box, that ment has .to find, better ways to convince our work aggressive in the marketplace, take some chances, may be what we' ii be forced to do. Yet there's a point force and union leadership that what we're telling maybe go into some new routes. But we don't have of no return beyond which .you get very little in cost­ them is the fact. The numbers they're reading - the anything to "play" with here. We have no room to reduction versus the loss of revenues. I think we're operating loss, the net loss,fouryears ofit, !llind you maneuver - and, in fact, this constant pressure of almost at that point. That's why the recent negotia­ -are real numbers, not made-up numbers. They too-large wage settlements is at the root cause· of our tions were so disappointing. It's going to be very, reflect what has happened to this airline. They reflect having to further contract this airline. very difficult to find a way out of this maze. Cer­ the possible job security they have - which is damn tamly, we've reached the point where we can afford poor, with that background of four successive years Q. A lot of our employees often.complain about no further deterioration in our productivity in any ofloss. But i don't seem to be able, we don''t seem to our inability to hang in and fight off low-cost contract that we sign, including the one with IFFA. be able, to convince the rank and file to take action op_erators such as Southwest out in the Arizona About the only good thing that came out of the lAM and tell their union .leadership that, · if they're to market. Do these added costs mean we're going to contract was the fact that we didn't alter it in such a continue to have jobs in.this airline, it can't go on.

7 '11 ._ • " , • , ~· a • I .f_.. .. Great Wall of China, Dracula's castle and a ride on the Orient Express. Positive air fare Go-Getter Travel Tips via Korean Airlines and Tarom. All meals Seniors in China and Romania; MAP in Austria. Departures March 1 and April 5 cost $2650. May 10, June 7, July 5, August 2 by Harry Mickie L. and September 6 are $3225; October 5, E. Fisher, NYC, Jan. 1 (36-) Angeline M. Donnici, MK.C, Jan. 1 (29) · Ireland. A "Castle Festival" for airline $2990. Contact Inflight Tours, 501 Fifth employees will be staged in Ireland the Jack W. Lauer, RNO, Jan. I (37) Ave., New York 10017. Phone-(212) 695- . Virginia L. Furnish, MKC, Jan. I (37) weekend of February 23 -27. The fun be­ 6650. Space is limited so act now. John Campbell, JFK, Jan. I (40) gins with a banquet at Fitzpatrick's Castle Eileen A. Edwards, STL; Jan. I (I1) Hotel~ where you'll also stay. Then on to Kennedy Space Center does not grant any Mary E. Kazmirchuk, PHL, Jan. I. (37) Shannon for Bunratty Castle's famed me­ discounts to TWAers, even though TWA Roger-Fr~deric Plisson, PAR, Feb. 28 (36) dieval banquet. (Accommodations at the Services (a subsidiary of Canteen Corp.) Jacques Grangeon, PAR, Dec.'3I (28) Shannon Intemationat Hotel). For details handles the tours. KSC is a government Nicholas C. Vergos, ATH, Aug. 31 1982 (18) and bookings , contract Hughes Interna­ installation, not private. Andre Baroukh, TLV, April 26 (35) tional Travel, 420 Lexington Ave., New F. W. Brown, MCI, Jan. I (23) Wyoming. Duaine and Sheila Hagen are John Crnic, MCI, Jan. 1'(42). York 10017. Phone (212) 557-1090. Re­ again offering TWA employees a 10% dis­ S. A. Kalnasi, MCI, Jan. 1 (40) duced rate tickets should be requested count at their Hidden Valley_ Ranch in Carl H. Sartin, MCI, Jan. 1.(38) through Aer Lingus in New York at 122 Coqy, Wyoming. Horseback riding, over­ Arthur A. Quinn, EWR, Jan. 1 (34) East 42nd Street. Zip 10017. Incidentally, night pack trips (with stays of five nights or Louise C. Miller, BTA, Jan. I (14) Mary E. Benedict, BOS·, Jan. I (37) TWAers may backtrack from London via more), trout fishing, river floats (river con­ Aer Lingus, a55 -minute flight. Paul Doherty, son of Joe Doherty, field '· G. R. Hoffman, LGA, Jan. I (34) ditions permitting), swimming pool, and C. M. Welsh, LAX, Jan. l (24) manager-in-charge, airport services, at Discount' memberships for 1983 are -iiot three meals daily are all included. For a Rose M. Stenger, NYC, Jan. I (36) JFK, has been named president of the yet available. My mailbox has been filling brochure and rate information write to Peter A. McMichael, EWR, Jan. 1 (32) Duaine and Sheila Hagen; Hidden Valley _Kiwanis Key Club of East Meadow, New Donald E. Oram, JED, Jan. 1 (25) up with requests that_I can't fill. I've asked York. A high school senior, Paul is cred­ Ranch; Route 2, Box 3650; Cody, Wyo­ Milc4'ed Peschko, NYC, Jan. 1 (37) many attractions for their discount cards ited with having increased membership Rosaria Scotti, NYC, Jan. 1 (40) ming 82414. Phone 007) 587-5090. but have yet to rec~ive any. So, please be in the Kiwanis affiliate by seven-fold. He Clarence Edwards, PHL, Jan. i (28) patient. European Tours: Inflight Tours offers is a member of the National Honor Soci­ W. L. Hedrick, PBI, Jan .. 1 (41) Gabriela A. Micha, LAX, Jan. I (31) Portugal. Seniors member Agnes Reagan five ·new programs for spring/fall 1983: ety, assistant captain of East Meadow Robert L Dudgeon, SFO, Jan. I (34) says that the Algarve section of Portugal is Denmark, eight days; Helsinki, Copenha­ hockey team and plays six musical in- . struments in five bands. George T. Boules, LAX, Jan. I (29) particularly lovely during .the winter gen, plus day-tour to Sweden, 11 days; Margie B. Peteet, SFO, Jan. 1 (2I) inonths; she and her husband have spent Helsinki, Stockholm, eight. days; 14-day Joseph V. Sofko, STL, Jan. I (35) three winters there and would be ghtd to tour visiting Austria, Germany, Switzer­ ble for Monday arrivals; $209 for other Thomas J. Rich, ONT, Jan. 1 (32) give particulars to anyone inter~sted. Write land, Italy, · Yugoslavia; Greece, eight days of the week. Add $20 per person for Betty L. Johanson, LAX, Jan. 1 (22) · to her at PO. Box 682, Monument Beach, days. All pro.grams are available to parents February and March. Triple and quad de­ Dominic C. Reo, LAX, Feb. 1 (21) George W. Tolby, MCI, Feb. I (25) and retirees. For detailed information con­ duct $14 from double package rate; singles Maine 02553. Vester G. Plenge, MCI, Feb. 1 (31) tact Infligh~ Tours Inc., 501 Fifth Ave.; add $30. Children 13 and under with two Round-the-world.-InflightTours, Inc. has Ray H. Courtney, MCI, Feb. I (3I) _ New York, NY 10017 (212) 695-6650. adults are $105. Included are: transporta­ reduced the cost of its 23-day round-the­ Kenneth A. Dewalt, LAX, Feb. ((26) tion to and from Stapleton All-port, Denver; Arnold F. Lowe, DTW, Feb. 1 (23) world Orient Express interline package for Skiing in Colorado: Four days, three three nights' accommodations with private . William F. Suss, JFK, Feb. l (36) departures in March and April. The es­ nights minimum (extra nights available), . bath; three lift tickets; three dinners; three WilliamJ. Brownfield, MCI, Feb. 1 (26) corted tours visit Hong Kong, Hangihou, January to June, at Keystone, Arapahoe breakfasts, and one interline m1xer. Anna Mae Kelly, NYC, Feb. I (20) Shanghai, Nanjing, Beijing, Bucharest, Basin, Copper Mountain, Breckenridge or For information or reservations contact Septimo Venero, MIA, Feb. l (2,7) - Brasov and Vienna. Highlights are the Wi,nter Park. Price js $199 per persqn dou- Aero-Marine Interline Tours, 412 East M. L. Kirch, MCI, Feb. _l-(42) . Howard V. Moreland, LAX, Feb. I (24) Shore Trail, Sparta, NJ 07871 (201) 729- Warren C. Lindman, LAX, Feb. 1 (31) 5004. T. R. Reynolds,·MCI, Feb. 1 (40) Stanley Whalen, DAY, Feb. 1 (25) Little Rock TWAers invite fellow employ­ Jack B. Moser, JFK, Feb. l (29) ees to come on out to help mark the second Wyatt W Smith, LAX, Feb. l (22) anniversary of TWA service there. This M. W Gardner, MCI, Feb. l (3'6) Anniversaries Raydell Holland, MCI, Feb. 1 (16) year's celebration will coincide with the Oak Lawn Horse Racing Festival now to Joseph L. Wilson, Jr., JFK, Feb. l (40) NapoleonN. Bonaparte, LGA, Feb. l (18) Ralph G .. Lauritano, JFK Dan F. Sulliv-an, SFO April 6, says sales manager Diane Frey. Benny Calc~ano, LAX, Feb. 1 (27) February Alfred E. Lawler, MCI Louis H. Tournoy, MKC During that period the Riverfront Hilton Martin C. Bashel, LAS, Feb. I (35) Nicholas J. Liso , LGA Robert E. Treaster, MKC : Inn will offer TWAers a spe.cial $35 room Rose Calciano, LAX, Feb. 1 (19) Sterling E. LWldy, MKC Leita M. Vulgamott, MKC rate on weekends (F-S-S) and $41 Monday Robert L. Christy, MCI, Feb. 1 (3i) 40Years Clyde R. Maul, LAS Granville F. Wright, LAS through Thursday. There'll also be special Leland W. Tucker, MCI, Feb. 1 (31) Marilyn Meyer, MKC Jack W. Patterson, _CMH buses to the track at $11 . 50 round trip W. G. Harden, Jr., MCI, Feb. 1 (15) Christ Mitchell, ORD Wesley L. Townsend, MCI John R. Winters, JFK, Feb. 6 (31) Aldo S. Natomeli, DEN ($15. 50 on Saturdays), including-refresh- Henry H. Urban, JFK Dorus D. Patton, MCI, Feb. 1 (37) - Raymond·E. Paprocki, CMH . ments en route. For reservations call the Dorothea B _Williams, LAX · 20Years · Foster J. Carman, JFK, Feb. 1 (37) - Charles F. Peterson, JFK Hilton at (501) 371 -9000 and ask for the Arthur T. Zenner, JFK Robert.W, Flath, NYC, Feb. 1 (31) Richard Philips, JFK Harold Blackstone, Jr., MCI "TWA special." Carlo Caletti, MIL James E. Morem, JFK, Feb. 26 (30) Benjamin D. Pugh, Jr., MCI Gabriele Cardone, MIL John J. Fahey, JFK, Feb. 28 (29) Mary E. Recupero, JFK London: Orlando Andretta, Rome ticket 35Years PhilipP. Carlson, ORD Dale Milburn, LAX, Feb. 21 (35) John K. Rhein, JFK sales agent, recently stayed in the Culford James A. Carlton, CLE Roy Stewart, Jr. , MCI, Feb. 1 (36) Donald E. Baldwin, CHI Robert B. Roseberry, LAX Barton D. Crownover, MCI House Hotel and "found it a well ruri . James R. Reed, LAX, Feb. 1 (34) Louis Barr, LAX Lois E. Siperek, LAX Maria Teresa Del Sole, MIL place." He adds that "Mr. L. Ricci, a very Joseph Petro, ORD, Feb. 1 (20) 1 . Floyd E. Billings, NYC . Carl G. South, LAX Herman L. Duermyer, MCI Ernest Irving, SFO, Jan. 19 (29) William H. Blakemore, JFK Myles J. Thornton, MCI pleasant man, gave me a 15% discount and Jean Ferran, CDG Everett H. Williams, JFK, Eeb .. l8 (35) Peter E. Guyer, .CAl Peter Tverdohleb, JFK is prepared to do so for TWA employees Louis J. Farruggio, LGA James H. Massey, MCI, Feb. 1 C11) Anna K. Hoehn, MKC Leonard W. Udaykee, ORD wishing to stay there." The Culford House Linda T. Ferrell, STL · John T Graver, JFK, Feb. 2 (30) Rebekah A. Peterson, JFK Herbert C. Wedding , Jr. , MCI is off Sloane Square. Rates (including Ronald E. Giachetti, JFK Kenneth A. Bramscher, JFK, Feb, I (35) James D. Silvey, MCI Charles E. Wood, MCI breakfast) start at £19.00 double with pri­ Charles T Burt, LAX, Feb. 1 (31) Frank W. Soukup, LAX Claude Goin, CDG vate bath and £22.50 double with pt:ivate Howard G. McClay, LAX, Feb. 26 (30) Everett H. Williams, JFK Ellen J. Hargitay, LAX George Henry, JFK bathroom, plus 15% V.A.T. All rooms LA. Clodfelter, MCI; Feb. 1 (18) Dolores P. Wright,- MCI 25Years _Sandra L. Henry, BOS C. R. McMahan, LAS, E~b- 1 (45) Jeanne L. Yeisley, LAX have col_or TV, radio and telephone.· For Gayel E. Colliver, MCI Charles A. Jones, DCA information and reservations write to Raymond Dannar, MCI, Feb. 1 (26) Jess L. Correa, LAX Alan M. King, JED Culford House, 9 Clifford Gardens, Sloane Robert J. Cherry, JFK, Feb. 16 (29) Roy W. Watkins, MCI, Feb. 1 (31) 30Years Rene C. Deliege, SFO Elizabeth Y. Lavelle, LAX Square, London SW3 2SX or call 01-581- Peter J. Greenhalgh, LAX Janet L Marcy, SFO L. W. Roberts, MCI, Feb. 1 (16) Emil C. Abend, MKC John A. Henricks, LGA Sally Mazarguil, CDG 3255. William B. Costley, MCI, Feb. I (30) Joseph E. Antonich, MCI George E. Hills, MCl Aurelio Milani, MIL Lake Tahoe Interline Tours offers three, Charles J. Slubowski, LAX, Feb. 1 (31) Glenn L. Small, MCI, Feb. 1 (29)· Do.nald L. Bauerle, MCI Brian Johnson, LON Patti A. Petett, STL five and seven night ski packages to inter­ Patsy J. Chism, S.TL ·Sam Latkovich, STL Sandra K. Pointelin, MKC Leslie D. Fearnow, SFO, Feb. 1 (18) Jerome S. Clark, NYC Joseph R. Lemire, JFK Hanni J. Reifert, JFK liners, family members, retirees and ac­ Richard W Kegler, JFK, Feb. I (40) Frederick N. Conrady, JFK Joachim M. Morera, LAX Herman J. Scharf, OKC companying friends. Packages start at JosephS. Federico, Jr., LGA Norman Mysen, SFO Jeanne M. Schoenberge~, ORD $106 per person and include lodging, car

Cecelia M. Gennusa; NYC Michael O'Rourke, JFK William H. Stigall 1 MCI with unlimited mileage, lift. tickets, conti­ Ceasar Hotels' 1983 InterlineVacations to John J. Gorman, MCI Richmond Peters, MKC Joseph M. Strenko, CMH nental br~akf~st daily, and other extras. For Europe are now available. This year•_s line­ Harry C. Harrington; BGM Frederick Rasbach, CMH Helga H. Stumpf, JFK information contact Sharon Schultz, Lake up in~ludes some all-new itineraries never Donald H. Hartman, JFK Alan R. Rehbock, SFO .Maria Torras, MAD Tahoe Interline Tours, PO. Box 6257, Ramon R. Jackson, MCI Sandra G. Rickman, MCI CeciiR. Wag~rs, MCI offered before. For a copy of Caesar's new William F. Katzer, MCI Louis P. Sancelot, )FK \ LynvalF. Wainwright, JFK South Lake Tahoe, CA 95729, or call (916) 1983 brochure call (314) 727-1503 or write Joseph A. Kent, JFK Clyde R. S~itt , Jr., MKC Joseph E . Zinerco, JFK 544-4099, 9 a.m. to 5 p.m., (916). 541- Caesar Hotels, 7730 Forsyth Blvd., St. 0353, after 5 p.m. Louis, MO 63105.

- 8 February 14, 1983 ·Travel Writer Aim: Smooth, Albuquerque to Host Senio.rs Meeting Fast·Fiow. Late baggage delivery is one of the things . that irritates passengers most. On passen­ ger ~urveys it's a close third behind flight delays and long lines at the· check-in cot.mter. "TWA's goal is to maintain a smooth, fast flow of bags and passengers'" · observes Gary Goldstein~ staff analyst- · groWid services planning. ''That goal is often hard to reach, _especially when flight delays throw the system out of lcilter," he adds. Now, tharuc~ to Gary's development · of a computer simulation program, TWA ·. . can pinpoint existing· or potential problem areas.in baggage delivery and act quickly to improve perfor'mance or prevent problems · from developing. · TWA~s ground services planning depart­ ment used to spend days manually comput- . ing the practical effects on baggage F/A Angela Allen (JFK-I) writes a·travel delh:ery of proposed · schedule changes, colunui for a San Diego-based newspa- physical alterations to baggage delivery per in her spare time. \ • system design, a change in aircraft type, and many other variables. '"We wanted to The TWA Seniors will hold their an­ Hilton Inn, by the way, has a "For make sl!ie any changes we made wouldn't nual meeting in Albuquerque June Women Only"· floor upon request. Bagpipes and cricket in San Diego? Of ·wreal<: havoc with baggage delivery, since 7-8, president Bob McCormick an­ There's to be a golf tourney for course. After all, ~orne 30,000 Britons liye that's a good way to lose customers,'' Gary noun~ed. those so inclined. And, oh yes, also on in San Diego County and another 320,000·. . explains. "Unfortunately, there 'was usu:.. For many, it will be a "return to the agenda is the election of officers in the rest of southern California. Many . ·ally only enough time and manpower to yesteryear" when, as pictured above, for 1983-84. plan to stay permanently in the U.S., some work out one or two possible alternatives. Indians met passengers at planeside Details and reservations forms will have become American citizens, and oth­ with displays of · their handicrafts. be published in the February Seniors We just had .to hope that we wer~ right," ers are here on temporaryjob assignments,: Gary says . . Those memories will be enhanced newsletter. Recent retirees who may but all share a common bond· with the with sidetrips to "Old Town" and his­ not y~t be on the mailing list should Britis~ isles. toric Santa Fe. Other options will be request a copy from Don Hartman, · . Problem Solver The Union Jack, a monthly newspaper tours to Carlsbad Caverns and the Ala­ TWA Personnel Benefits Administra­ based in San Diego, was founded last ·With the help of the computer, TWA now mogord~ - §pac~ Hall of ~arne; the tion; P. 0 . Box 20007; Level3, KCAC; . spring to help British people in $e ·U.S. has a much speedier and more accurate way atomic museum at Kirtland AFB, and Kansas City, Missouri 64195 . keep in touch with each other, and therr of problem sofving. The old-fashioned the spectacular Sandia_tram ride. For additional information, contact heritage,'during their stay in America. The manual computation is a thing of the past. A tWo-night package at the Hilton Dale Ecton, who'll be one of the paper, which calls itself "a unique newspa­ The computer simulation which Gary de­ Inn.has been arranged at $125 single, · Albuquerque "greeters," at 3831 per with a unique readership" now has a veloped speeds up the planning process' $175 for two, including reception, LaCharles Drive, NE; Albuquerque, circulation of 10,000, with subscrib~rs in increases its accuracy, and can also be used banquet and hearty western breakfast. New Mexico 87111. Phone (505) 294- 31 states and Canada, although mo~t read.,. to forecast long-range future needs. One night: $65 single, $93 for two. ­ 1640. ers live ·in California. The program is sophisticat~d enough to Rate.includes taxes and gratuities. The Reservations deadline is May 1. TWA flight attendant Angela Allen COJ?.e with TWA's JFK international termi- (JFK-I) writes the Union Jack's monthly · · . nal inbound baggage delivery system, the are trained to look for the Medic Alert travel column. Angela, a British citizen most complex in the- system. Gary rea­ Medic Alert Speaks medal. herself, lives in San Diego and commutes s.oned that if thi~ tool could handle JFK, it When You Can't In addition to the permanent steel em-. to JFK. She was born in Malaya and lived . could easily handle other stations.as well · blem, a wallet identification card is issued: in the Orient and England before moving to with only slight adjustments,_ and that's annually to each member. The charge is . California with her family in 1962. She's prov-en to be the case. 1 only $15 for lifetime protection. (There's a .been with TWA 14 years. Computer simulation of baggage deliv­ nominal charge for updating records or ; Angela's column in_the December Un­ ery'i~ a technique for easily analyzing the replacing emblems). ion Jack, "Cairo: City of the Pyramids," interactions among such factors as the siz~ For inf~rmation contact Medic Alert included plugs for TWA's daily JFK-CAI and number of carousels, number of feeds Foundation International, P.O. Box 1009, per carousel, container unload strategie~ service, the Nile Hilton, and Getaway Turlock, CA 95380. -Call toll free (800) Tours. and schedules, belt .speeds; carousel as­ 344-3226; in California (209) 668-3333. signment rules, immigration clearance A TWA mechanic fell unconscious while British Flavo(u)r speeds, passenger .loads, and variations on the job. No, he hadn't been dnnking; he Freque"t Fliers UnionJackis alivelypaperwithadecid­ from scheduled arrival times. was a diabetic. Fortunately, his boss knew "After developing the simulation sys- ' edly British flavo(u)r. Each issue includes ·about the m~chanic's medical condition, a healthy dose of news from the mother tern I valida:ted it by compariJ!g actual bag realized what had happened,. and was able country, plus a calendar of local club do­ delivery times at JFK for a week in June to get help in time to save his life. with 'those p-redicted by the simulator, ings that includes the House of Scotland · The American Medical Association esti­ given all the variables," Gary explains. ~agpipe Band and Highland Dancers, ·:rea mates that one in ·five Americans has a Cozy Club, The British Officers Mess of "In every case, the simulator results were physical problem that could prove danger- : within a few minutes of the actual figures,'' San Diego, Daughters of the British Em­ otis, or even fatal, in an emergency, if those Gary says. - · pire, English Folk Dancing, and the Trans­ treating tqe victim weren't aware of the atlantic Brides and Parents Association. problem. It might be diabetes, high blood Adaptable Among the advertisers in a recent issue - . . l pressure, epilepsy, a severe allergy to peni­ were Pipe. Major John H. Rosenberger of So accurate and adaptable is Gary's Sl'm- cillin or insect stings, or any of nearly 200 the Cameron Highlanders Pipe Bailfl, who ulation that TwA has used it in: the plan­ other conditions·. offered bagpipe and drum instruction; a ning of a $3.5 million expansion of JFK' s A simple, inexpensive aid is available firm of immigration attorneys (with offices inbound international bagg·age delivery that speaks for you· when you can't speak in Newport Beach, Beverly Hills and Lon­ system; the annual review of proposed for yourself. Medic Alert, a tax-exe_mpt, .. don), Alfred's English Custom Tailoring, peak inbound international flight sched­ nonprofjt foundation' maintains members' the Vineyard Bakery in Escondido (En­ ules for JFK; evaluation of the baggage medical records (in strict confidence), as glish Christmas cakes made to order), and delivery needs for old and new JFK domes­ well as the names of physicians or relatives many more. tic terminal systems;· evaluation of a pro­ to be contacted in an emergency. Each There was even news of the San Diego posal to expand TWA's baggage delivery member receives a stainless steel emqlem, "Travel is still the best teacher, and few Cricket Club, which recently hosted two system at Boston, and determining the ef­ · engraved with his or her medical problem, of us get the chance to cover the earth as games against visiti.Iig teams from the Los fects of relocating a carousel at Chicago to - _ and other information, such as blood type, these two little girls have," writes. Ri­ Angeles area and already has a full sched­ gain additional claim frontage. contact lenses, organ donor, or mental re- chard Keefe of Columbus, Ohio. His ule for the March-:-October season. Gary presented his paper "A Simulation . tardation; the bearer's Medic Alert identifi­ grandchildren are pictured at Colum- Union Jack will be happy to send a of Arriving Passenger Baggage Services'' cation number, and a collect~call telephone . bus waiting to board their .flight home to sample copy upon request. Write to P. 0. .at the joint national meeting of the Opera­ number, manned 24 hours a day, 365 days a Rome. Stephanie, 8, has made eight Box 1823, La Mesa, CA 92041 .or call tions Research Society-of America and The year. The emblem can be worn as a bracelet transatlantic roundtrips via TWA and (714) 466-3129. Institute of Management Science last fall. or necklace·. Emergency medical personnel Clare, age 6, has made seven.

Februc,ry 14, 1983 9 . . TWAers at Work fOr VB, LP, WA, WN, PI and QH

western -AirJines

,· ..~·

·TWA does ground handling for two WA DC-lOs at· Bill Lunbach~ RSM, handles Western air cargo at ORD TWA customer service agent Ted Dean works the ticket ORD. Leeroy Lenhardt, RSM, loads baggage. under a field contract. counter for Western'S two daily ORD departures.

by Gloria Bobski ice at LAX in August. TWA provides virtu­ tember. TWA performs WA' s total ground dling of five daily 737 operations at San Since mid-year, TWA has obtained nine ally all of the practical support for its daily handling at both stations, including ticket­ Francisco. major field contracts with six car:fiers. 747 passenger serV-ice between the main­ ing, passenger check-in and boarding, load · • Piedmont Aviation (PI). Since early • Pacific Express (VB). ·TWA provides land and Hawaii. A complex group of con­ and unload, .cabin cleaning, receipt and November~ TWA has been responsible for ground services for Pacific Express, a new tracts covers ground handling, routine dispatch of aircraft, and 'freight warehous­ ramp, passenger and freight handling, and ~ll-jet west coast regional airline, at Los maintenance, and fueling, at Los Angeles; ing services; with gate, ticket counter and passenger ticketing for Piedmont at La­ AngelesandSanFrancisco. At LAX, TWA annual airframe and engine overhaul and office use involved. AtMCI, TWA handles Guardia. PI's two daily B-737s require does ground handling for VB's 14 daily repair, at MCI; reservations servic~s; in­ WA's two 727s daily; atORD, WAoperates cabin cleaning, lavatory, potable water, BAC-1-11 flights. This includes aircraft terline ticketing; flight performance engi- , two daily DC-1 0 flights. fixed ground power services, etc. load and unload, cabin cleaning, potable · neering, and computerized flight planning. • Southwest Airlines (WN). TWA be­ • Air Florida {QH). TWA has per­ water, security screening, skycap services, TWA also helped LP's management in the gan working Southwest's 10 daily B-737 formed ramp and passenger handling, as and other work. At.SFO, where VB has 16 start -up process, and acted as a liaison with flights .at Los Angeles in September, in­ well as routine overnight maintenance for . daily flights, TWA concentrates on bag- . the FAA to secure operator certification for cluding ramp handling, ; and flag-in and Air Florida's B-737 aircraft at Philadelphia gage handling. TWA also provides ticket the new airline. push-back of aircraft, with some facilities since mid-November. counter and other facilities in both cities. • Western Airlines (WA) entered the space involved. TWA and WN reached a · TWA plans to continue its aggressive • .The Hawaii Express (LP) started serv- Kansas City and Chicago markets in Sep- similar arrangement in October for han- pursuit of contract work.

The Hawaii Express 747 is routinely towed to TWA's hangar at. LAX where the San Francisco ramp serviceman Ivan Sanchez loads baggage aboard Southwest's aircraft is cleaned and maintenance logbook items are worked. flight_605 ~efore the 737 departs for Las Vegas, Phoenix and El Paso.

A Southwest Airlines 737 is parked next to a TWA 1.011 in Los Angeles. TWA ramp Checking in ,Air Florida passengers at Philadelphia are QH station manager Ron crew~ and mechanics prepared WN's aircraft for arrival and departure. Hallmark (left) and TWA CSA Gene Peters.

10 February 14, 1.983 System Timetable Effective 'February 15 through 28

The following is a complete schedule and includes all non-stop segments, domestic and Here's how to read the timetable. international, in alphabetical order by city pair. Flights with two or more segments will have multiple listings. For example, aflightfrom LGA toTUL with a stop in STL would be listed under both LGA and STL. This schedule provides the following information: departure station, destination, depar­ ture time, arrival time, flight number, equipment and frequency (daily unless noted). This timetable can be used to construct connections using the connections times shown. Please clip and save this page for reference.

FM TO IJ'T ffN FLT EQ FREQ FM TO IJ'T ~ FL T EQ FREQ FM TO IJ'T ffN FL T EQ Fl\'EQ FM TO IJ'T ffN FL T EQ FREQ FM TO IJ'T ~ FL T EQ Fl£0 FM TO IJ'T ~ FLT EQ Fl£0

ABO ICT 1125 135e 296 7C7S DSM STL 0745 0854 258 m X7 LAX Wl!'. ORD Wl!'. STL Wl!'. STL Wll'. l..ftX 0025 0918 231 331B STL 1437 1531 220 m a125 ~ 1345 1502 225 L10 X6 CVG 0855 1053 381m X67 PHX 1851 2133 235 7275 DCA 1350 1637 572 7C7S ORD 1345 1504 225 72:15 6 FLL 1115 1410 109 7C7S STL 0705 0811 425 m DCA 1350 1639 892 7C7S ORD 1700 1825 3 72:15 X6 FMY 1135 1429 469 7C7S STL 0802 0905 218 7C7S DCA 1635 1922 440 7C7S BDL STL a921 1100 247 331B STL 0700 083e 199 7C7S X7 IND 0805 1023 263 7C7S X67 STL 1000 1106 711 331B - OCI\ 1916 2159 240 7C7S X6 11...V Cl'G 0715 1100 '803 747 STL 0910 1042 509 L10 IND 1640 1850 463 7C7S X6 STL 1255 1359 551 7C7S DEN 0900 1017 457 m STL 1255 1430 143 7C7S X6 IND 2elOO 2212 411 7C7S X6 sn. 1453 1559 556 m X67 DEN 1220 1332 561 L10 6 BNA STL 1005 1105 r:E7 7C7S STL 1550 1724 171 L11 X6 I"CI 1745 1951 81 7C7S :tiS STL 1630 1737 339 7275 DEN 1220 1332 561 7C7S X6 Ta.. STL 0810 0832 53 7C7S >11 STL 1330 1432 175 m xs ORD 0745 0915 STL 1830 1940 389 331B X6 DEN 1515 1627 99 7C7S sn. 1650 1733 67 m STL 1555 1658 557 m ORD 10ele 1124 ~~X7 STL 2014 2120 743 L11 DEN 1830 1947 753 L10 FCO ATH 1055 135e 840 747 ORD 1438 1600 339 7C7S DSM 121s 1332 2:11 m JFK 1235 1600 841 747 ORD 1700 1830 365 7C7S DSM 1535 1636 175m· xs TPA JFK 1332 1600 478 331B BOS CDG 1935 0805 810 L11 X17 PBI 0725 1018 127 72:15 PBI LGA 1130 1400 126 7C7S DSM 1815 1933 67 m xs STL 0955 1110 485 331B DCA 1531 1659 893 m X6 PBI 1205 1451 559 L10 LGA 1551 1825 462 L10 DTW 0955 1215 566 7C7S X7 STL 1600 1722. 487 331B JFK 1557 1659 934 747 FLL LGA 1355 1636 110 7C7S STL 0700 0846 73 72:15 'ifi1 STL 1414 1559 445 ms D1'W 1342 1559 224 767 LAX 1700 1958 811 L11 STL 1S10 1659 217 72:15 STL e92I1J 1105 501 L10 Iml 1655 1915 54 7C7S X6 LHR 2030 0740 754 747 STL 1235 1418 499 7C7S X6 D1'W 1958 2218 172 L10 ru.. JFK 1230 1620 170 7C7S ORD 0739 0915 309 7C7S STL 1530 1714 477 L11 PH.. JFK 1513 1600 704 m EWR 0fEJ 1300 402 L11 X67 a BOS 1200 1330 811 L11 X12 LIT STL 0730 0834 464 7C7S X7 STL 1205 1548 312 331B IND 1950 2146 100 L10 RJI - BNA-OC&a...E JFK 1240 1445 803 747 STL 1200 1304 432 m sn. 1515 1900 172 L10 JFK 1404 1725 sse L10 a1+-COS-cvG-DAY- DCA-DSM - I TLV 1100 1615 800 747 ICT ABQ 1700 1734 437 7275 STL 1738 1842 264 7C7S X6 l1JS 2200 2233 2:E 7C7S LAS 0900 1025 563 331B FMY-ICT-IND-LAS-O125 PIA STL 0714 0814 279 m LAX 0920 1115 443 L10 BDL-DEN-~-JFK-1..AX - •25 STL 0742 0830 . 95 m X7 STL 1430 1540 296 72:15 JFK 1405 1600 903 747 X25 STL 1545 1.630 527 m LAX 1205 1355 79 L10 LGA-I"CI -PH.. -SFo-511. STL ler!l 1100 525 7C7S STL 1749 1900 490 m LIS 1215 1225 903 747 25 LAX 1205 1355 91 L12 FLL -LIT-I'KXH'ISY~ - 133 sn. 1705 1739 249 727S LAX 151S 1703 129 L10 X6 SAT - sm-5YR-ru. STI. 2020 2050 531 72:15 X6 PIT JFK 1603 1725 714 331B LAX 1830 2024 269 L10 SLC IND CMH 0923 1007 76m I"CI CMH 1423 1654 456 72:15 MDT 1240 1325 258m xs LAX 2200 2346 137 L10 I~ CVG 1215 1248 424 7C7S DCA 0815 1121 92 7275 X67 STL 1025 1110 123 331B X7 LGA 0700 1006 468 72:15 X67 MIA CMH DAY 2000 2030 893 727 X6 DCA 0900 1018 370 ms X67 DCA 1700 2008 158 7C7S sn. 1025 1110 123 727 7 LGA 0950 1258 140 L11 DFW-.SEFI DAY 2105 213S 117 72:1 . LGA 0837 1019 128 ms X67 IND 1412 1627 124 7C7S STL 1701 1745 377 727S LGA 1415 1728 482 767 IAD DCA 1000 1102 324 727S X7 LGA 1415 1555 452 ms xs LAS 0828 0915 299 72:15 STL 2020 2104 159 m xs LGA 1645 1957 300 L10 DCA 1857 1959 568 727 X6 LGA 1850 2031 358 ms xs LAX 1825 1949 229 7C7S LGA 1935 2240 460 7C7S X6 TW INT'L TO TW IO'ESTIC JFK 1625 1800 22m MCI 1735 1759 93 7275 LGA 0905 1235 88 m X67 LIT 1200 1304 197 m LGA 0757 0922 112 727S STL 0810 0806 125 727S X7 LGA 1755 2128 408 7275 X6 PSP STL 0800 1305 142 m LIT 1515 1620 551 7C7S X6 BOSTON' -1 •00 LGA 1730 1856 594 727S sn. 1110 1107 79 L10 ORD 0840 0956 238m LIT 183e 1952 523 7C7S X6 CHicro:J (~) -1 •00 MCI 1705 1755 229 7275 STL 1715 1716 133 L10 ORD 1230 1342 742 L11 I"CI 0854 0953 111 72:15 LOS Al'm..£5 -1 •33 ORD 0825 0835 233 ms X67 STL 2120 2112 423 331B ORD 1310 1422 134 331B X6 SAN LAX 0700 0742 456 72:15 MCI 115el 1246 489 331B X6 NEW YORK (JFK) -1 1 15 ORD 1800 1817 235 72:15 ORD 1435 1549 412 7275 X6 STL 0740 1303 482 767 I"CI 1215 1315 293 L1el NEW YORK (JFK TO EWR) -3 1 33 sn. 0735 0758 443 1..:10 ORD' 1620 1737 400 331B STL 1305 1833 198 7275 I'CI 1515 1612 535 727S X6 t£IJ YORK (JFK TO I...GA) -2 I 33 STL 1058 1120 197m JFK BOS 1735 1900 903 747 PHX 1740 1920 371 72:15 n::I 1740 1839 557 m xs PHILADELPHIA -1100 STL 1400 1422 99 ms xs cDG 1930 083e 000 747 SFO 1825 2004 93 72:15 I"CI 1830 1933 477 Lll DLU.ES Ul..NGE - 1 1 00 sn. 1655 1720 59772:15 CLE 1907 2059 701 7275 STL 0745 0838 496 7C7S SAT I'5Y 1000 1119 880 7275 I'CI 2150 2242. 893 m CMH 1840 2039 117 m STL 0810 0903 402 m 6 STL 1100 1315 590 m !"CC 0955 1302 498 331B TW OOI'ESTIC TO TW INT'L CVG 1725 .1933 423 331B STL 0810 0906 402 L11 X67 STL 1630 1833 222 m xs MDT 1700 1947 527 m COS STL 0950 1241 594 7C7S DCA 1610 1719 741 72:15 STL 1210 1304 292 72:15 MIA 0950 1318 496 7C7S BOSTON - •33 DCA 1745 1900 29S 7275 STL 145el 1544 300 L10 MIA 1400 1728 '274 331B CHicro:J (~) - I 45 DEN 1900 2120 211 L10 STL 1759 1900 225 L10 SDF STL 0759 0759 359 7C7S X7 aIP JFK 1200 1445 843 747 X12 PHX .0900 1112 169 331B IND 1205 1340 452 ms X67 PHX 1735 2054 705 L11 · PHX 1150 1:E7 509 L10 IND 2105 2240 549 7C7S X6 PIT 1715 1847 167 m SJC SFO 0735 0759 124 7C7S PHX 1515 1725 55 m JFK 1637 1745 740 72:15 SFO 1610 1910 803 L10 OKC LAX 1802 1859 205 7C7S STL 0715 1257 250 7C7S PI-« 1820 2031 133 L10 JFK 1702 1812 572 7C7S SFO 1900 2209 843 747 STL 0747 0905 478 331B X7 PHX 2200 0010 579 7C7S X6 I'CI 1520 1701 371 ms STL 1600 1743 375 L10 STL 115el 1338 500 331B PIA 1400 1441 406 m MCI 1930 2110 295 72:15 X6 TPA 1915 2212 305 331B STL 1431 1549 138 331B X6 !i.e STL a925 1331 572 7C7S PIA 1950 20:E 495 m ORD 1800 1910 741 7C7S TLIL 1715 1939 163 7275 1U. 1115 1149 170 7C7S STL 1see 1840 242 m PIT 0930 1213 258 m ' X6 STL 0700' 0815 111 ms X7 1U. 1623 1657 460 7C7S PIT 1340 1611 228 7C7S STL 0935 1ese 221m X7 PIT 1635 1906 138 331B X6 STL 0955 1110 89 7C7S 6 LAS JFK 1515 2245 148' Ll0 STL ABJ 1200 1331 123 331B PIT 1940 2206 398 331B STL 0955 1110 561 ms xs I'CI 1151 1623 184 33".B CM't STL 0730 0834 458 7C7S X7 ABQ 1825 1959 105 7C7S PSP 1155 1347 393 m STL 1325 1435 205 7C7S X6 PHX 0720 0918 7e6 L11 STL 1157 1259 406 m X67· BDL 1635 1946 312 331B :flN 0900 1053 199 7C7S STL 1540 1656 595 72:15 STL 0805 1301 274 331B STL 1430 1534 440 7C7S EHI 0945 1100 174m xs :flN 1830 2023 145 767 STL 1614 1730 105 7C7S STL 1020 1518 414 ms STL 1736 1840 502 72:15 X6 Em 1350 1448 538 m SAT 1200 1410 221 m STL 2007 2116 121 7275 X6 STL 1342 1840 558 Llel Em 1935 2032 502 7275 SAT 1825 2038 261 m X6 005 0955 1316 436 L10 X7 SDF 0950 1145 144 7C7S X6 ORD ABQ 0945 1140 333 7C7S BOS 1414 1740 536 1..:10 SDF 1340 1550 528 7C7S DEN JFK 1120 1659 212 L10 LAX ABQ 0810 1055 296 72:15 BOS 1155 1503 310 331B X67 9JS 1637 2000 414 ms SDF 1640 1833 556 m STL 0616 0905 390 72:15 X7 ABQ 1233 1520 398 331B BOS 1500 1806 134 331B BOS 1935 2253 490 m xs SDF 1935 2129 526 7C7S X6 STL 1000 1257 536 L10 ABQ 1825 2110 382 72:15 Cl1-i 073e 0933 324 7275 X67 EI.JI 0955 1243 s12 m xs SEA 1845 2050 375 L10 STL 1200 1455 1es m BOS 0900 1710 810 L11 CMH 1500 1705 594 7C7S BWI 1355 1702 590 72:1 . SFO 0920 1126 223 L12 STL 1543 1840 240 727S X6 BOS 2301 0700 16 L12 . Cl1-i 1914 2120 217 7275 X6 CLE 1015 1237 578 m SFO 1210 1413 177 L12 sn. 1543 1842 240 L10 6 IAD 0845 1631 890 767 X6 DAY 1530 1726 142m xs CLE 1340 1600 292 7C7S SFO 1515 1731 183 7C7S STL 1742 2034 96 ms 6 JFK 0830 1631 840 747 DCA 1145 1420 204 7C7S CLE 1636 19ee 272 7C7S X6 SFO 1840 2049 171 L11 JFK 1000 1800 736 L11 DCA 1620 1900 412 7275 X6 CLE 1940 2202 222 727 X6 SFO 2200 0008 n 767 JFK 1530 2322 8 74L EWR 0905 1156 72 L10 X6 Cl1-i 0950 1201 98 7275 X6 SJC 1820 2e3e 249 7C7S lfW JFK 1145 1549 710 727S JFK 2200 0548 702 L10 EWR 1210 1500 464 72:15 cti-1 1343 1554 598 7275 SLC 1155 1355 245 m LHR 1755 1205 760 74L X12 EWR 1810 2104 296 72:15 X6 ern 1621 1832 568 m xs SLC 1820 2025 595 7C7S MCI 0838 1338 456 7275 ICT 1940 2123 365 7C7S X6 Cl1-i 1955 2209 558 L10 SYR 1625 1915 108 m

Febr~ary 14, 1983 11

.. System Timetable Effective March 1 through 31

FM TO IFf . fR'I FU EQ FREQ ~ ~ ~ FiN _ FLT EQ FREQ FM TO 1FT fR'I FLT · EQ FREQ FM TO 1FT fR'I FLT EQ FREQ FM TO 1FT fR'I FLT EQ Fl<£Q FM TO 1FT fR'I FLT EQ Fl<£Q FM TO 1FT fR'I FLT EQ FREQ

AOO ICT 1125 1::E0 296 72:75 OCA BE 1710 1833 892 72:75 JFK· a:m. 1...1-R carr. CRD a:M. STL a:M. lJIX 0025 0918 231 331B 01i 1805 1920 893 72:7 X6 FCO 1915 0915 840 747 - PK. 1040 1326 238 m ])Cft 0950 1235 410 7275 lJIX 151~ 1605 453 3318 IND 1205 1340 452 72:75 X67 DISC 830325 lJIX 1100 1405 761 74L X12 PK. 1820 2110 400 331B X6 OCA 1350 1637 572 7275 lJIX 1800 1855 437 72:75 IND 2105 2240 549 72:75 X6 FCO 1915 1020 840 747 DISC 830326 Pf« 1861 2133 235 72:75 OCA 1350 1637 892 72:75 001) 0802 1132 2e4 72:75 JFK 1637 1745 740 72:75 EFF 830326 LAX 1140 1345 761 74L X12 STL 0705 0011 425 m OCA 1635 1922 ~ 72:75 SYR STL 0940 1054 321 7Cl STl. 0952 1300 94 767 JF1( 1702 1812 572 72:75 FRA 1900 0025 740 747 EFF 830327 STL 0802 0905 498 331B OCA 1916 2159 240 72:75 X6 STl. 1550 1900 398 331B I'CI 1520 1701 371 72:75 DISC 830325 aiD 1230 1505 771 747 X13 STL 1000 1106 309 7275. IE-I 0855 1012 457 m I'CI 1930 2110 295 72:75 X6 FRA 1900 0930 740 747 DISC 830326 STL 1255 1359 · 551 72:75 IE-I 1220 1332 561 L10 6 TLV C!Xi 0615 1050 803 747 001) 1800 1910 741 72:75 EFF 830326 aiD 1330 1455 771 747 X13 STL 1453 1559 556 m X67 IE-I 1220 1332 561 72:75 X6 EFF 830327 A11i CAl 1~ 1635 840 747 STL 0700 0015 111 7275 'IQ Il'fi 1840 2138 723 72:75 EFF 830327 STL 1615 1722 339 72:75 IE-I 1515 1627 99 72:75 C!Xi 0715 1100 803 747 DISC 830325 STl. .0935 1050 221 72:7 )Q lJIS 0935 1156 149 L10 STL 1830 1940 389 331B X6 lB-1 1815 1932 753 L11 DISC 830326 CAl 1545 1640 840 747 STL 0055 1110, 89 72:75 6 lJIX 1100 1346 7 74L STL 2014 2120 743 L11 DSM 1215 1332 271 m EFF 830326 STL 0055 1110 561 72:75 X6 U'IX 1630 1925 731 747 LIS JR< 1325 1600 903 747 CS DSM 1540 1641 -175 7r!J X6 FCO 1000 1055 841 747 STL 1325 1435 205 72:75 X6 U'IX 1000 2159 841 Ll2 DISC 830326 · DSM 1815 1933 67 7Z7 X6 TOL STL-0750 0012 53 72:75 'IQ DISC 830326 STL 1540 1656 595 72:75 1...1-R 1900 0640 700 747 JFK 1425 1545 903 747 Q PBI l..G"t 1130 1400 126 72:75 DTJ.l 0055 1215 566 72:75 )Q STL 1650 1733 67 m FCO 1045 1140 841 747 STL 1604 1720 483 72:75 DISC 830325 EFF 830327 . l..G"t 1551 1825 462 L10 DTJ.l 1342 1559 224 767 EFF 830327 STL 2e05 2114 121 72:7 6 1...1-R 1000 0750 700. 747 mD 0730 0935 904 747 Q STL 1431 1616 445 72:75 DTJ.l 1655 1915 445 7275 X6 STL 2005 2114 121 72:75 X6 EFF 830326 DISC 830325 IYl'\.1 1958 2218 172 L10 TPA JFK 1332 1600 478 331B 1...1-R 2100 0040 704 74L )Q mD 0830 1035 .904 747 Q \ ELR 0957 1300 402 L10 X67 STL 0055 1110 485 331B OCN mD 1135 1240 903 747 X25 DISC 830325 EFF 830326 PK. JR< 1513 1600 704 m ELR 1410 1720 56 L10 STL 1550 1712 487 3318 DISC 830326. IE-I JR< 1120 1659 212 L11 1...1-R 2100 0040 704 747 7 aiD 0800 0915 711 331B 'IQ ELR 1640 1948 122 L10 X6 mD '1235 1340 903 747 X25 STL 0616. 0905 390 72:75 'IQ DISC 830325 CRD 1741 1859 343 72:75 ELR 1945 2250 198 72:75 X6 EFF 830327 .511. 1000 1257 5:li L10 1...1-R 2100 esse 704 74L 'IQ LIT STL 0725 0844 464 72:75 )Q STL 0700 0820 223 L12 'IQ FLL 0940 1304 218 72:75 1U. JF1( 1230 1620 170 72:75 sn.. 1200 1455 100m EFF 830326 STL 1200 1304 432 7r!7 STL 0940 1102 91 L12 FMY 0950 1306 484 72:75 a

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