AN AIRLINE AND ITS AIRCRAFT

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TWA- --

75 Years of
Pioneering Progress

by R.E.G. Davies • Illustrated by Mike Machat

 TWA
AN AIRLINE AND ITS AIRCRAFT
 OTHER BOOKS BY R.E.G. DAVIES
Standard References
A History of the World's Airlines
Airlines of the United States Since 1914
Airlines of Latin America Since 1919
Airlines of Asia Since 1920
Commuter Airlines of the United States
(with Imre Quastler)

Airline Histories
Continental Airlines-The First Fifty Years
Pan Am: An Airline and Its Aircraft
Lufthansa: An Airline and Its Aircraft
Delta: An Airline and Its Aircraft
Aeroflot: An Airline and Its Aircraft
Saudia: An Airline and Its Aircraft
TransBrasil: An Airline and Its Aircraft

Specials
Berlin Airlift: The Greatest Humanitarian Airlift
(with John Provan)
Comet: The World's First Jetliner
(with Phil Birtles)
Fallacies and Fantasies of Air Transport History
Lindbergh: An Airman, his Aircraft, and his Great Flights
Rebels and Reformers of the Airways
Supersonic Nonsense
---

AN AIRLINE AND ITS AIRCRAfT

by R.E. G. Davies
Illustrated by Mike Machat
 This book is dedicated to Ed Betts, veteran pilot, historian,
and writer, who, over the years, has faithfully documented
the history of a great airline. In so doing he has set a fine
example of accurate record keeping and research to other
aspirants, including this author.

© 2000 Paladwr Press

All rights reserved. No part of this publication, including photographs, maps, and artwork, may be reproduced or transmitted in
any form or by any means, electronic or mechanical, including photocopy, recording, or any information
storage and retrieval system, without the written permission of Paladwr Press.

Published by Paladwr Press, 1906 Wilson Lane, # I0 I, McLean, Virginia 22102-1957, USA

Manufactured in Hong Kong

Book Design by R.E.G. Davies

Artwork by Mike Machat

Maps by R.E.G. Davies

Technical editing by John Wegg and Felix Usis III

Typesetting/Layout by Spot Color Incorporated (www.spotcolor.com)

Prepress and press management by The Drawing Board

ISBN 1-888962-16-X

Second Printing, 2001

Contents
Foreword by Introduction 6-7 Into the 1970s The New Tycoon 90-91
Post Office Prelude Western Air Express Begins 8-9 Local Service in the Midwest Ozark's DC-3 (Challenger 250) 92-93
The Four Horsemen Douglas M-2 1O-11 Ozark's DC-3 Replacements Ozark's Turboprops 94-95
Veteran Elegance The Way It Was 12-13 (Martin 404) (Fairchild FH-227)
The Model Airway Fokker F-10 14-15 Regional Status Douglas DC-9-30 96-97
Flying Boats to Avalon Rocky Mountain Route .16-17 Early Air Tax Links TWA Connections 98-99
Standard to Texas (and Beyond) Along the Northwest Coast... 18-19 (SAAB 340)
Hanshue Builds a Network Fokker F-32 20-21 More Connections Trans-World Express l 00-1 01
The Shotgun Marriage Ford 5-AT Tri-Motor 22-23 (Jetstream/Fairchild Metro III) (ATR 42)
Transcontinental Air-Rail Port Columbus 24-25 Troubled Times Boeing 757 102-103
Maddux Air Lines Ford 4-AT Tri-Motor.. 26-27 Into the 21 st Century Boeing 717 (ex-MD-95) 104-105
The Grand Plan of... Transcontinental & Western Air.. 28-29 Lest We Forget 90% on the Ground 106-107
The Competition Curtiss Condor CO 30-31 TWA Miscellany Airline of the Stars 108-109
Air Mail Scandal Historic Prototype 32-33 The Family Tree Bibliography, Acknowledgements,
Start of a New Era Douglas DC-2 34-35 and Technical Notes 11 0-111
Single-Engined Swan Song Lockheed Vega 5 and Orion 9E 36-37 Index 112
The Ubiquitous Gooney Bird Douglas DC-3 38-39 (Mike Machat's precision drawings are listed in red.)
More and More DC-3s The Douglas Twins .40-41
Maps by R.E.G. Davies
Enter Howard Hughes Stinson A (tri-motor) (Marquette) .42-43
Above the Weather Boeing 307B Stratoliner .44-45 The First Contract Air Mail Routes 8
War Effort Post-War Reconstruction .46-47 Western Air Express, 1926 9
The Cabin Crews Flight Deck Memories .48-49 The Model Airway 14
Atlantic Service Douglas DC-4 50-51 Pacific Marine Airways 16
Secret Weapon Lockheed Constellation 049 52-53 Western's Far-Flung Network, 1927 17
TWA's Constellation Fleet Lockheed Super-Constellation 1049G 54-55 Colorado Airways 17
Fairchild C-82A Packet Lockheed 1649A Starliner 56-57 Standard Air Lines 18
Constellation Scrapbook Constellation Commentary 58-59 West Coast Air Transport 19
DC-3 Replacement Martin 202 60-61 Western Air Express, 1930 20
The Second Line Martin 404 62-63 The Shotgun Marriage 22
Prelude to the Jet Age Boeing 707-131.. 64-65 Transcontinental Air-Rail 24
The Boeing 707-100 Fleet A New Era 66-67 The Grand Plan of Transcontinental & Western Air. 28-29
The Boeing 707-300 Fleet Boeing 707-33lB 68-69 Transcontinental Air Routes, 1920 30
Speed at All Costs Convair 880 70-71 Marquette Air Lines .43
Atlantic Number One Howard's End 72-73 Wartime Routes .46
SST and the Second Line Boeing 727-31.. 74-75 Round-the-World-Service , '" 50
(Caravelle, Concorde, Boeing 2707) TWA. Atlantic Leadership in the 1960s (chart) 72
TWA's First Short-Haul Jet Fleets Douglas DC-9-14 76-77 TWA. Network in the Jet Age 72
Stretched to the Limit McDonnell Douglas DC-9-82 (MD-82) ..78-79 Ozark Airlines, 1956/1970/1986 96
Workhorse Jet Boeing 727-231 80-81 Grand Canyon Service, 1935 98
Wide-Bodied Era Boeing 747-131 82-83 Short Cut to New York, 1967 · ·.. · ·.. · 98
More Range Boeing 747SP 84-85 Downtown Chicago Service 98
The Big Tri-Jet Lockheed L-lO I J TriStar I 86-87 The Commuter Airlines 99-101
The Long-Haul Twin Boeing 767-200ER 88-89 The TWA. Family Tree (chart) · · 110

5
 Foreword by Mark Abels
When you stop to think about it, the story line of the subject though TWA's globe-girdling days are behind it, the proud
of this book would make a pretty good Hollywood block- TWA name remains even today the best-known in commer-
buster. It has at least a few of each of the ingredients - and cial aviation throughout the world, from North America to
often a generous helping of some of the tastier items - that Europe and through the Middle East to Asia.
make a box-office hit. As our airline celebrates its 75th biIthday, historian Ron
This narrative is an epic. It starts with the birth of one of Davies and artist Mike Machat, aided and abetted by statistical
the most exciting, most dynamic, and most important Amer- gurus John Wegg and Felix Usis (himself a TWA pilot), have
ican industries - the airline industry. It spans three-quarters of brought into print a new and somewhat different look at our his-
a century, almost as long as the life span of air transport itself. tory. As in previous books in this Paladwr Press pictorial series,
When critical events occurred, when vital innovations were they focus on the aircraft as a way to tell the airline's story. It's
needed, the subject of this tale was invariably at center stage. a good way to tell the tale because, after all, the airplanes are the
Its characters are larger than life. There was the young visible and publicly recognizable symbols of what we do. The
air mail pilot whose daring and courage had literally stunned airplanes help to define the personality of the airline and con-
the world. There was the swashbuckling tycoon who built it jure up the images of airline life. Show an old airline hand a pic-
into an international powerhouse of a company and earned a ture of an airliner, or an old route map, or even an ancient (and,
fortune on top of his fortune; but was finally forced out of the by definition, rare) timetable, and the stories will flow. The
business he loved. There were the airmen and women who book will start many of them flowing among TWA'ers, not only
performed umecognized acts of accomplishment, some of st0l1es of what was, but also of what will be again.
them heroic, in the service of what they regarded as a true But the story of an airline - especially this airline - is
vocation, not just a job. There were movie stars, celebrities, much more than one of routes and planes. It is very much
politicians, presidents, even Popes. There were skillful and about people, just as the airline business is a people business.
daring leaders with a vision of the future and the courage to TWA is populated by walking repositories of our history,
~
build it, and there were financial manipulators who almost employees who have given 20, 30, 40, or even more years to
destroyed it. TWA. Many are veterans who carried it through 75 years, and T W.A. was to feature many personalities during its long histOlY.
It was the first at so many things. It was the first to span who are now supported by younger TWA'ers, who are The gentleman on the right of this photograph should also be
the continent, coast-to-coast. It claimed many technological rebuilding it for 75 years more. Their dedication, their pro- remembered. He was Mr. Ben Redman, the first passenger to fly on
firsts, often initiated in cooperation with the great aircraft fessionalism, and above all, their loyalty - not to mention a WestemAir Express'sfirst route.
manufacturers. As the author has observed, its contribution to few of their good stories - are captured here.
launching, with Douglas, the legendary series of modern Ron Davies and his Paladwr team have packed an
~-(Q1'~ no.R 1
twin-engined "DC" airliners, was a turning point in air trans- incredible amount of information into the 112 pages of this Tl1isCerHfiesthat 7& t3g.,., l<~
port history. It worked with Boeing to develop a lesser-known book. They have incorporated marvelously detailed draw- w.~1T.mN
EXP~SS
on S·;2.3 192 {, traveled via Western
but perhaps no less significant aircraft, the Strataliner - the ings, a wonderful selection of photographs (some familiar,
world's first pressurized airliner. Its owner's perfectionist some rare), informative maps, and meticulously compiled Air Express Airline trom A41~ tQ~~
insistence with Lockheed was the impetus behind the cre-
ation of the incomparable Constellation. It was the first air-
line to turn its back on propellers and boast of an all-jet fleet.
It, of course, is TWA, the transcontinental airline, the
and detailed fleets lists and data tables. It is a wealth of infor-
mation about TWA but it is nevertheless only a taste of the
75-year saga of Trans World Airlines. The first chapters are
here. New chapters are being written every day. There are,
o'IJer Contract Air mall Route no. 4.
Time of Departure 9.30 T"ne ~from J..Qt
Time atLas Ue9as 3;! 0 Tjme~from L. v.+,o~~J
:j;UX
;t,.,k

Time ofAnival.6.J.Q Total F1yin9 Time ~

trans world airline, the airman's airline, the airline of the and will be, many TWA stories to come. We hope that the Pal-
Maximum AHilude12.000 Maximum Speed /.30 '1rtP. H.
stars, the airline of the Popes, the airline of legend. Howard adwr folks will visit us again in a decade or two to catch up.
Hughes, the legendary fonner owner of TWA, also produced Meanwhile, I invite you to enjoy this book, and thank Air'7l1aiJ Ca"jo 1.36 Ibs. ~ l1J~
silver-screen epics - but even Hughes's best screenwriters you for flying TWA! Total weight carried i l l l b s . i l o t S h i p No.£
could not have dreamed up a more exciting saga than the true
story of his own airline. This world-wide corporation d1!1a~k E. dfbE,[j. This is a reproduction of M,: Ben Redman's ticket issued by W.A.E.
It was signed by Charlie "Jimmy" James, seen as the pilot in the
achieved such cosmopolitan fame that the name TWA Vice President-Corporate Communications
St. Louis, Missouri - September 2000 picture above.
became a household word, synonymous with "airline." Even

6
Introduction
Author Credit for inspiring the Jet Age (with the Boeing 707) ries. I would sit transfixed, staring in awe at the almost three-
Tackling the history of TWA. has been a formidable task, must go to Pan American and its leader, Juan Trippe (the sub- dimensional renderings of the sleek and elegant TW.A.
not simply to assemble 75 years of glorious history, but to do ject of the first book in this Paladwr pictorial series). But Lockheed Constellations and later the first Boeing jets. They
justice to the illustrious chronicle of achievements within the TW.A. was not far behind, and had a large fleet of 707s, with were usually depicted as flying over many of the famous
covers of one of Paladwr Press's series of Great Airlines of which it was, for many years, the most popular airline on the romantic and faraway places that the airline served through-
the World. To write a 300-page or 500-page text would be highly competitive North Atlantic route. TWA. 's Boeing out the world. It was hard to believe that these realistic
easier than to fashion a concentrated narrative that would 747s, now retired, served so well that some of them accumu- images were indeed paintings, as they were executed with
complement the 170 photographs, 48 'Machats' (precision lated an astonishing 100,000 hours of revenue flying service. such precision and accuracy. Even the dramatic cityscapes
drawings), tabulations of more than 1,200 individual aircraft, More recently, TWA. has led the way by introducing the below were highly detailed, yet still looked correct from alti-
25 maps, and other illustrative features of this book. But I efficient ETOPS (Extended Twin-Engine Operations) prac- tude. I also remembered seeing the artist's name written in
have endevoured to encapsulate the essentials: the ancestral tice across the Atlantic, an innovation that is now standard. the background. It read "Ren Wicks."
anecdotes of Western Air Express and Harris Hanshue's fight Times have changed. Intense competition in the 1970s Years later, as a new member of the Los Angeles Soci-
for recognition; the experimental air-rail service of TAT.; and 1980s, brought on by airline deregulation in 1978, gave ety of Illustrators: I had the pleasure of meeting Ren, who
Jack Frye's sponsorship of the famous Douglas twins; TWA. no credit for its pioneering that benefitted one and all. was one of the founding members. He was the epitome of the
Howard Hughes's dramatic initiatives-and his fall from With the sale of its routes to London and other depletions, classic artists who created America's 'Golden Age' of com-
grace; the era of the Constellations; the attainment of leader- TWA. has had to fight for its life. In corporate strength, a mercial illustration, starting as an aviation artist for Lockheed
ship across the Atlantic; and the erosion of size and service in proud airline, once one of the 'Big Four,' is but a shadow of during the Second World War. His finest work was executed
more recent times. Each of these historic episodes, and its former self. But that is a long and distinguished shadow; while Hughes was running TW.A. and Howard ensured that
others, would justify a small book. But a comprehensive cov- and with this book, I hope that TWA. readers especially will Ren was given every opportunity to attain perfection, char-
erage, with every detail, would need a bigger and more take pride in their heritage, and continue to maintain that tering aircraft to fly him over all the cities that needed to be
expensive volume, beyond the price range that seems reason- esprit de corps and the elan that has enabled them to reach illustrated. He even arranged for helicopters to be assigned to
able for most pockets. the 75th anniversary of unparalleled development and Ren so that he could photograph his aerial scenes: London,
Many of TW.A.'s achievements have been remarkable achievement. Other readers, less familiar with the drama of Rome, Athens-all to serve as backdrops for countless
because they have been of inestimable benefit not just for the the past, may enjoy a taste of the adventure and romance that images used in TW.A.'s advertising in the 1950s and 1960s.
St. Louis airline, but for the air transport industry as a whole. the pioneers and leaders of Trans World Airlines have given While in Paris on assignment in January 1998, I learned
The pre-war Douglas airliners that came to dominate the air- to the airline industry, not least to their contribution to the for- of Ren's passing (in his art studio-where he would have
ways would not have been built if the TWA. specification for tunes of United States air transport, in peacetime and in war. wished) at the age of 86. I was deeply honored when the
a modern airliner had not been outlined by Jack Frye in 1932. Wicks family graciously allowed me to have his voluminous
(EditoriaL note: To remind readers that the initiaLs were aLways sep- aviation scrap files. Upon examining the many boxfulls of
Howard Hughes's unique combination of record-breaking arately pronounced, the Paladwr Press house ruLe offuLL stops (peri-
flying experience and industrial acumen, together with per- ods) has been appLied to the airline name: T.WA., which is an
photographs, bluepl;nts, brochures, and drawings, I found
sistence to cross technical thresholds, led to the dramatic abbreviation, not an acronym. This is to ensure that it is never pro- much of the reference material that Ren had used for all those
delivery of the Constellation in 1944, a triumph both for nounced 'Twah. ' The cO/porate Logo omits the stops.) wonderful TW.A. paintings that he had produced over the
Hughes and for TW.A. The manufacturers, Douglas and years. I now use this very same material as an aid to the cre-
Lockheed, were tremendously successful with the DC-2/3 Artist ation of the artwork in this book, a history of the great aircraft
and Constellation lines, respectively, and airlines all over the Once again the Paladwr team goes into action to document and the people who built Trans World Airlines, and who con-
world have been indebted to TWA. for its initiatives. In the history of one of the world's greatest airlines. I was filled tinue the proud tradition of TW.A. today. It has been a mem-
peacetime, the DC-2s and 3s set the pace in airliner technol- with a sense of anticipation approaching excitement when orable experience, and it has also been a poignant way in
ogy. The C-47 (military version of the DC-3) was a logistic Ron Davies informed me of this book, and I set out with ela- which I can pay tribute with my pen and paintbrush to a fine
essential to help win the War, but it would never have been tion to research and produce the 48 profiles of the great artist whose work transcends the so-called generation gap.
developed had not Jack Frye set down the DC-1 specification TW.A. aircraft required to do justice to the cavalcade of great
(Artist's note: in my comparison drawings (which have been a popu-
in 1933. The Constellation was described by a European his- airliners in the airline's history. lar feature of the Paladwr pictorial books) 1 have, for the piston-
torian as " America's Secret Weapon;" and in terms of its Artists usually derive their first inspiration from early engined aircraft, used the Constellation as the basic outline; and for
effect on the dominance of the commercial airline skies, so it exposure to artwork, and for me, the TW.A. advertisements the jet airliners, the Boeing 747. Otherwise, the extremes in size
was-and again tracable to TW.A. in Life magazine were among my earliest childhood memo- would be visually less reLevant.)

7
Post Office Prelude
THE FIRST DOZEN U.S. POST OFFICE CONTRACT AIR MAIL ROUTES
ADelayed Beginning CAM Date of
The United States airline industry started to take shape only No. Route Airline First Service Remarks Ancestor of
in the mid-I920s, several years after Europe, Australia, and I NewYork-Boslon Coloniol Air Transport 1Jul26 Incorporated in 1923. Juan Trippe was on original director, bUlleh to form Pon Americon Airways Amerj((]n
some countries south of the Border. There had been sporadic 2 Chicago-51. louis Robertson Aircrah Corpomlion 15 Apr 26 Robertson Aircraft Corp. lormed in 1921 bul nol os on airline (Moil only) Americon
attempts to establish individual airlines, notably by Aeroma- 3 Chicago-Dollos Nolionol Air Transporl (NAT) 12 Moy 26 Founded on 21 Moy 1925, specilicolly 10 operole os on airline Ilor express pockoges} Uniled
4 Los Angeles·501t Lake City Weslern Air Express IWAE} 17 Apr 26 founded on 13 Ju11925. The firsl of Ihe Conlract Air Moil Carriers 10 corry possengers. TWA ond Delta
rine in Florida and the Great Lakes, from 1920 to 1923; but 5 Elko·Posco Varney Air lines 6Apr 26 Though on early slorter, Ihe inougural nighl was nol campleled, ond service did nol resume unlill Jun 26 Uniled
Delroil·develond
others survived for only a few months. The U.S. Post Office 6
7 Delroil·Chicogo } ford Molor Compony 15feb 26 ford hod olreody ,Iorted carporole doily express services on 3 Apr 25, ond simply wnverted Ihese 10 a CAM wntroct Uniled
had pioneered a transcontinental route from New York to San B Seanle·LosAngeles Pocific Air Tronsport 15Sep26 IW.R. Ponerson, fulure Uniled presidenl worked for Pocilic.} Uniled
Francisco. But no sustained passenger airline existed. 9 Minneapolis-Chicogo Charles Dickinson 7 Jun 26 Aircraft croshed on firsl day; roule oulhority passed 10 Northwesl Airways, founded on I Aug 26, firsl service Northwesl
1Oct 26. Northwest is Ihe oldest airline in Ihe U.s. ,Iill operoling under Ihe some nome
lO Miami-Jocksonville Rorida Airways Corporation 1Apr 26 Began passenger service on 1Jun 26. Eddie Rickenbmker, ex-war oce, -
The Kelly Ad and loter president of Eastern Air lines, was one of the promoters. Operated on~ until 26 Dec 26.
Then, on 2 February 1925, the Contract Air Mail Act (known II Clevelond·Pin,burgh Clifford Boll 21 Apr 27 Boll's opemlion become Pennsylvonio-(enlrolthen Capitol Airlines, before United loke-over Uniled
as the "Kelly" Act, after its main Congressional sponsor) trans- 12 Cheyenne·Pueblo Colorado Airways 31 May 26 Western Air Express took over route on 10 Dec 27 Delta

ferred the responsibility for can'ying the air mail from the Post
Office to contracted carriers. On 20 May 1926, President
Coolidge signed the Air Commerce Act, which established a
regulatory framework within which the airlines could operate. {]
The Post Office's Air Mail Service had grown to a stage
which demanded the talents and experience of a transport
organization-attributes that were considered to be outside
the field of a governmental agency. The air mail routes were
contracted out to private companies or to entrepreneurs who
undertook to provide regular and reliable service and were
paid for the service rendered. Beginning with twelve con-
tracts let, after open bidding, in 1926, all the main cities of
the United States were receiving air mail service by 1933.
T.W.A.'s Pioneering Ancestry
All the major airlines of today can trace their history back to
these early beginnings. T.W.A. has a legitimate claim to be one
of the true pioneers. Its ancestry began with Western Air
Express (W.A.E.) which was founded on 13 July 1925, and
began service on 17 April 1926. United Airlines's ancestor,
Varney Air Lines, made a flight on 6 April, but did not fly reg-
ularly until 6 June. American's earliest ancestor, Robertson
Aircraft Corporation, carried mail from IS April, but did not at
fIrst carry passengers. Delta, too, by its acquisition of Western
Air Lines in 1987, has a legitimate claim to w.A.E. ancestry.
The Innovator
Of the developments that followed the passing of the Kelly
-
Act, T.w.A. 's were the most impressive, in that it first initi-
ated, then sustained, and by subsequent innovations, radically Although Boeing Air Transport and National Air Transport were to share the traditional transcontinental 'Columbia'
directed the course of the United States airline industry route to San Francisco, Western Air Express provided the important link to Los Angeles, which was fast becoming the
during its vital formative years. And most important, these largest metropolis in California. This link was to be the foundation of W.A.E.'s route network that eventually developed
innovations proved to be of inestimable benefit to all the air- into a transcontinental route.
lines, including T.W.A.'s competitors.

8
Western Air Express Begins
Western Enterprise
Air Mail Contract No.4 (CAM 4) was awarded to Western Air
Express (W.A.E.) of Los Angeles. Promoted by Harris 'Pop'
Hanshue, a former racing car driver and car dealer, the airline
was founded on 13 July 1925, with the backing of Harry Chan-
dler, of the Los Angeles Times, and James A. Talbot, of Rich-
field Oil. With such sponsorship, it was a company of substance
and enjoyed much local political and corporate influence.
W.A.E. began air mail service on 17 April 1926, from
Vail Field, Los Angeles, to Salt Lake City, via Las Vegas. It
connected with the established transcontinental route from
San Francisco to New York, still operated by the U.S. Post
Office. Hanshue aspired to winning that contract too; but lost
out to Boeing Air Transport, which received the San Fran-
cisco-Chicago contract in 1927.
Passen~vice was added on 23 May 1926. During the
next seven months, 209 brave travellers paid $90 each to make
the journey. They sat in an unheated and only partially protected
cockpit, and were regarded as of secondary importance to the
mail, which sometimes doubled as seating cushions. With no
restroomsonboard, rest stops occasionally were made in the
Mojave Desert. The one-way trip took 6-112 hours.
Harris M. 'Pop' Hanshue, President of Western Air Express Pop Hanshue hands a mail bag to Fred Kelly, one of
the "Four Horsemen" (see p. 10)

I
/ I
WESTE/RN AI R I
I

I
EXFlRESS ,I
~ 192EiVEVADA I
J
I

'C' {l, J

.-" Ma1l Service 17 April I

~Passenser Service 23 May
0" I
UTAH
~~ "" i--
'<"" ' I
'"7 ',. - I I
, , Leis
\
Vegas I
I

'c\ I
, I
'0 iCO 200 I
/) ,'-----"-,_ _::if ,
I Scofe- Miles ;
~ (
;:.;, ;'.-':-.': _. _. _. _.J
:
I

In the distribution of air mail routes in 1926, W.A. E had the coveted
Before Western Air Express could start service on this airmail route from Los Angeles to Salt Lake City, it had to survey the route, especially to connection from Los Angeles to Salt Lake City, on the transcontinen-
locate sites for emergency landings in the scrub desert (Photo: courtesy DeGarmo Family collection) tal New York-San Francisco coast-to-coast route.

9
The Four Horsemen
A total of 518 flights was scheduled for the seven months of
operation in 1926, This was a remarkable record, considering
that these were early stages of development of the aircraft and
the standards of maintenance, not to mention the trailblazing
and pathfinding talents demanded of the pilots. Bernice
DeGarmo, daughter-in-law of the youngest of the pilots,
neatly summed up the flying conditions: they had "no brakes,
no lights, no radios."
The Four Horsemen
In the beginning, Harris Hanshue had only four pilots to
maintain that almost incredible record of regularity. Pictured
on this page, they became legendary in the aviation world of
California and the West at that time. The exact source of the
affectionate title bestowed upon them is not recorded. One
reason passed down is that it referred to the then impressive
power of the Liberty engines in the Douglas mailplanes. The
pilots are said to have given themselves the name, and legend
has it that on occasion they backed it up by arriving for work
on horseback This was a typical scene at Los Angeles when scheduled
air mail service began. The "Four Horsemen" were (I. to I:) Fred W Kelly, c.N. (Jimmy)
James, Alva R. DeGarmo, Maurie Graham, together with (extreme
right) Major c.c. Moseley, VP Operations ofWA.E. The aircraft is
a Douglas M-2. (Bernice DeGarmo collection)

The first contracted air mail arrives at Los Angeles on 17 April J926. Actress Claire Windsor was on hand to accept Al DeGarmo, Maurie Graham, "Jill1l11y"Jall1es, and Fred Kelly pose infront
a package consigned to The May Company. of the blackboard showing their scheduling rosters. (DeGarmo collection)

10
Douglas M·2
2 seats • 118 mph

Engine Liberty (400 hp)

MGTOW 4,7551b,
Max, Range 650 miles
Length 29 feet
Loading the mail onto a Boeing 95 of WA.E. Span 40 feet
(see page 22). The pilot was Jimmy James, whose
name was inscribed on his airplane.

The Western Fleet

The U.S. Post Office had relied upon the de Havilland DH-4B, a British light bomber design,
converted to carry a load of mail; but towards the end of its operating period, the Post Office
had tried other types, including the German Junkers-F 13, and it operated the Douglas
mailplane. No doubt, Donald Douglas's proximity-at Santa Monica, only just down the high-
way from Vail Field-had some influence on Harris Hanshue's choice of steed for his Four
Horsemen. Of the 57 Douglas Mail Planes built, W.A.E. had nine, seven of which were M-2s,
and two were M-4s.
WESTERN AIR EXPRESS - THE FIRST FLEET
Fleel No. Type MSN Regn. PUIlhose Dole Remarks
Dougl05 MoUplones
The Douglas M·2 Mailplane
The Douglas machine was probably the best in its day for its designated task. Its mail com-
I M·l 244 C150 8Mar 26 Converled fa M·2; sold 10 Chorles F. Dycer, 7Apr 32 partment, in front of the pilot's cockpit, was sealed off from the engine by a fireproof wall (a
2 M·2 245 C151 22 Mar 26 Sold 10 lincoln Air Svce, 29 Sep 31
M·2
practice that quickly became standard) and was lined with reinforced duralumin. The compart-
3 22 Mor 26 Crashed, Salt lake City area, 8 Dec 26'
4 M·2 246 C1489 29 Mor 26 Sold to T.T. Brown, 20 Aug 31 ment was six feet long, had a capacity of 58 cubic feet, and could accommodate 1,000 lb of mail.
5 M-2 247 C1490 29 Mor 26 Sold to Lincoln Air Svce., 29 Sep 31 Two removable seats could be installed for hardy passengers, or occasionally for reserve pilots.
6 M·2 248 C1491 15 Apr 26 Sold to l.A. Weedle, 5 Ocl 31 The M-2 was developed from the M-l prototype, an action that was famously repeated by
7 M·2 252 C1512 10 Sep 26 Sold 10 Elmer A. Riley, 1Dd 31 Douglas and T.W.A. eight years later. The M-2 was later improved, with the M-3, and later the
8 M-4 33B C1475 16 Jun 27 Crashed, 23 Jon 30 M-4, with five extra feet of wingspan. Six M-2s were built, and ten M-3s. The reminder (except
9 M·4 C1476 16 Jun 27 Crashed, Denver, 10 Dec 27 Western's two) all went to the United States Post Office Department.
The first six aircraft were purchased from Douglas; the other three from the Post Office Deportment
Preserved for Posterity
De Havilland DH-48 loll from Post Office Deportmenl) As described on page 12, one of W.A.E.'s M-4s was carefully restored and donated to Wash-
A A-99 Cl488 I 30 Nov 26 ington's National Air and Space Museum. It was flown from Long Beach to Washington in
8 A-98 (1487 7 Nov 26 I } 50ld 10 Poramounl Fomouslosky Corp., 14 Nov 27 May 1977, 46 years after it had crashed in 1930, a striking demonstration of the ruggedness
C I I 100 I C640 30 Nov 26 and longevity of the Douglas design.
'This was the occident in which Maurie Graham, one of Ihe Four Horsemen, was killed.

11
Veteran Elegance

This picture was taken by Douglas historian and ace photographer Harry Gann after Western Air Express's Douglas M-4 (Fleet No.8) had been restored in 1976. 1n WA.E. 's service, it
had flown 914 hours before crashing in 1930. 1t was subsequently repaired and used by an aerial mapping company, and then changed hands several times before Western Air Lines
bought it back (for $400) in 1940. After several attempts at restoration, it was eventually made flyable andfinally donated to the National Air and Space Museum of the Smithsonian
1nstitution on 2 May 1977. 1t was restored as an M-2, and flown by Boeing 727 pilot Don Lykins across the U.S.A, making 17 stops, some of them unscheduled, including a change of
engine at Amarillo. The passenger in this picture (in the front seat) was Maude Campbell who was WA.E. 'sfirst woman passenger in 1926.

12
The Way It Was

Herbert Hoover, Jr. is flanked by Jimmy James (left) and Fred Kelly (right), two of
the Four Horseman. Hoover was the communications specialist for The Model
Rare picture of a Western Air Express Douglas M-2 as it negotiates the Cajon Pass through the Sierra Nevada in 1926. Airway and Fred seems to be suggesting that a bottle opener might be useful.

---:- -~

~~ EXPRESS ~---------- ~
- LDSANliELES hi ;-: .~
,
_
SALT LAKE
ROUTE r-.
' ~ -
-
- • - -
~ I I

- ,A-

Vail Field photographed in the initial period of WA.E. 's operation,

Scene at Vail Field in 1926, with four Douglas M-2s and a U.S. mail truck probably as it was being prepared for the operation.

13
The Model Airway
Passenger Service WESTERN'S FOKKER JRI·MOJORS
The idea of regular passenger air service was still considered (In order of delivery, Fleet Numbers 100-125)
to be a novelty in 1926. Sitting on mail sacks was not exactly Delivery
tempting to prospective air travellers. Then, in 1927, Charles MSN Regn. Dole Remorks
Lindbergh made his spectacular and epoch-making Atlantic
Fokker F-VIl 0/3m
flight, and attracted the sympathetic attention of Daniel
Guggenheim. The industrialist-philanthropist gave Charles a 602 I N390B I 2Mar 2B I From Atlantic Aircraft; sold to Continental Air Express
11 May 29
month of peace at his home. The now-famous aviation hero
then made his Goodwill Tour of the 48 States in July-October Fokker F-10
1927. He promoted aviation vigorously to the American 1000 NC445B 24 Apr 2B To IW.A. Retired from service, 30 Apr 31
public, and Guggenheim backed him up by funding worthy 1001 NC5170 9May 2B To TWA. Written off, Alhambra, 26 Jon 31
aviation projects. 1002 NC35B 11 May 2B Crashed, Oakland, 26 Dec 29
1005 NCB04B 14 Nov 28
} Sold to TWA., 24 Mar 31
The Guggenheim Fund 1006 NCB047 10Doc2B
He had, on 18 January 1926, formed the Daniel Guggenheim All from Atlantic AiruaN Corp. (FokkerJ.
Fund for the Promotion of Aeronautics. It selected Western
Fokker F-10A
Air Express to conduct a full-scale experimental air service, as
a "Model Airway," concentrating on passenger service, with 1009 NC9716 24 Dec 2B from Atlantic Aircraft Carp.; sold to SAFE, 9Ocl 30
the accent on service. Box-lunch meals were served on board, 1011 NC279E Heb 29 From Fokker; crashed, lake Arrowhead, 23 Feb 30
1013 NC393E Mar 29 From Fokker; destroyed (tornado) Wichita, 2Jun 29
supplied by the Pig 'n 'Whistle cafeteria in Los Angeles. Lim-
1007 NC392E 3Mar 29
ousine service was available to reach the airfield, and passen- 1017 NC455E 27 Mar 29 } From Fokker; sold to TWA, 24 Mar 31
gers were provided with log-books to record their flights. 1019 NC456E 8Apr 29
1020 NC489E 21 Apr 29 from fokker; sold to SAfE, 9 Oct 30 ~l
Navigation Improvements 1021 NC59lE 6May 29 from Fokker; croshed, Alhambra, 22 Dec 30 Western Air Express established its own weather stations
Western's Herbert Hoover, Jr., working with Thorp Hiscock, 1042 NC5B2K 7Aug 29 Fokker; sold to Chos. H. Bobb, 12 Feb 35 along the Los Angeles-San Francisco Model Ai/way
from Boeing Air Transport, developed a two-way radio com- 1043 NC5B3K 12 Aug 29
munications system, replacing the Morse-code radio-tele- } From Fokker; sold to IW.A. 24 Mor 31
1063 NC999E 31 Oct 29

~
...-o
graph. Geoffrey Kreusi, a Swiss, and Gerhardt Fischer, a 102B
1054
NC39N
NC580K
1May 30
30
Ex-Standard; crashed lynndyl, Utah, 9 Dec 32
.
Telephone lines
(for exchange of dot orn
German, were hired to develop the first radio-compass. Sub- ~,.: ..~,.e-e... Teleprinter lines "'.
sequently sold to Bendix, this was improved to become the 1055 NC5B1 K :'~":. ~Sacramento ", THE
from Standard Airlines; sold to SAfE, 9Ocl 30
NC9169 } 8May 30
automatic direction-finder (ADF) that was standard equip- 103B
105B NC52BM 10 Jun 30 Ex-Standard Airlines; sold to TWA. 24 Mar 31
~'/ O"J::::rd MOD'E~ AIRWAY
ment until the advent of the inertial navigation system (INS), Cri<Sy'~ A'~LAN 0 REPORTINli' SYSTEM
1045 NC5B4K 20 Jul31 From Pacific Air Transport, Sold feb 35 Milts Fieid Tr'fl...cy "
well after the Second World War. 1044 NC215M From Pacific Air Transport Palo Atto ' uModesto ".
7Aug 31 } Sold to
1057 NC5B6K 22 Nov 32 Ex-Standard Airlines Chos. H. Bobb San·Jos.e'of\- ~qMerced '
1015 NC394E 6Jon 33 from Richfield Oil Co. 2 Dec 35 Mt
. HCith!~I\,
>c.:. 06"roy
. Lo anos
Fresno
Salinp's Mendota
Nole: NC999E was Ihe aircraft Ihol crashed, wilh Knule Rockne on boord, 31 March 1931 .:\ Visalia
King City Coalinga
.:.
Lost Hills
WESTERN'S FOKKER F·14s (Single Engined)
Delivery
WA.E's MSN Regn. Dole Fleel No. Remarks
radio room 1404 NCl29M Sep 29 400
in the days
of the Model
Ainllay
1408
1409
1411
NC327N
NC32BN
NC331 N
Nov 29
Feb 30
401
402
1 T.TW'
o
L.

D
1.
-" lies

14
Fokker F-l0
12 seats • 11 0 mph

Engines Pratt &Whitney

Wasp (420 hp) x 3
MGTOW 12,500 lb.
Max. Range 300 miles
Length 50 feet
Span 79 feet

The Fokker F·1 0

This was one of the Fokker transport airplanes that were built only in the United States. They can be distinguished
from Dutch-built Fokkers in that arabic, not roman, numerals were used for the type designations. Other U.S.
Fokker types were the Universal and Super Universal (page 18), the F-32 (page 21) and the F-14 (page 22).
Chosen Instrument
Western spent its entire $180,000 from the Guggenheim Fund to purchase three Fokker F-10 tri-motors. The Fokker
had three Pratt & Whitney Wasp engines; it could maintain altitude with only one, and could climb to 7,000 feet
with two. The F-lO had wheel brakes, a lavatory, a lighted instrument panel, and "full cabin-length windows" that
could be opened in flight to let in the fresh air. Fokker built 65 of these early 'airliners' of which 58 were F-lOAs.
Until the highly publicized T.A.T. disaster of March 1931-the notorious Knute Rockne crash-the Fokker was
considered to be as good as the Ford Tri-Motor.

View of the Fokker F-/O, showillg the characteristic thick-chord Fokker woodell wing. On-board catering was a novelty in the late /920s.

15
Flying Boats to Avalon
On 29 June 1,928, Western Air Express purchased Pacific AIRCRAFT ON THE ROUTE TO AVALON
Marine Airways, which since 1922 had been operating
between Wilmington, in the Los Angeles Harbor area, and
MSN I Regn. I Remarks

Avalon, the casino resort on Catalina Island. The company Curtiss HS-2L
had been incorporated on 7 August 1924 by Foster Curry, A·1373
A·1981
I NC652
NC2420
I wfu Jul 29
} Operoted by Pocific
Morine 1922-28
who had promoted Yosemite National Park as a vacation
111 NC5419 wfu Moy 29 Fleel N~mbers 225-227
resort. Western took over Curry's three Curtiss HS-2Ls,
together with the contract to provide air service to the island. Loening C-2H
The terminus was transferred to Hanshue's base at Alhambra. 220 NC9773 I } Ordered by Pacific Morine, delivered 10 W.A.E., Mor/Jun 29;
As shown in the list, and illustrated on this page, Han-
shue added a few more airplanes to this small fleet, before the
230 I NCI35H Fleel Numbers 301-302; sold Moy 31
Sikorsky S-38A
contract expired in May 1931, and was taken over by Philip
K. Wrigley, of the chewing gum empire, to maintain the serv-
14·5 NC8031 I Flying Fish, Reel Number 300; delivered to W.A.E., Ocl 28;
ice as the Wilmington-Catalina Airline. Hanshue's horizons, I writlen off, Avolon, 5Jun 29
Boeing 204
meanwhile, had expanded far beyond the locality of the Cal-
ifornia coast, and he was looking towards the East. Delivered May 1929, Fleel Number 228; sold to Gorst Air Tpf.,
1076 NC874E I 7Jon 31
I

.;':.' ;:'~"""
.......--""-'-;:....;..;..;.;:;~~~..-:"r: " '.":':::'.;
One of Western Air Expresss Loening C2H Air Yachts seen (top)
coming in to Avalon, on Catalina Island; (center) about to alight;
..:::~}):.: ..
and (bottom) at anchor.
West~~fh}A:" '...
EXQress ·;:·D.~
June 1928-1932"

Santa·\~~~;::::":k•.fi; ~:~~9Ion
.
CatQlina::':':~''''>;'(i 5 to 15 20

Island Scale- Miles

Two views of WA.E. S Sikorsky S-38A flying boat, Western Air Express's Boeing 204 taxying in at Avalon, RECD
with passengers in holiday mood. on Catalina Island

16
Rocky Mountain Route
Ro(ky Mountain Line .. .
~
WYOMING
I
Although W.A.E. was to put its route-expansion toe in the
waters of the Pacific in 1928 (see page 16), HalTis Hanshue
Cheyenne - - - --
and his colleagues had their eyes set on wider horizons.
o 25 50 75 100
!

These aspirations did not at first become evident, but there Scale - Miles
were some straws-at least one small straw-in the wind.
On 31 May 1926, Colorado Airways had been founded COLORADO
by Anthony F. Joseph who had obtained the last of the twelve
CAM contacts let in 1926. His purpose was to link the larger OrttO"'o.
cities of Colorado: Denver, Colorado Springs, and Pueblo,
Colorado Springs Colorado Airway~
with Cheyenne, which was a station on the traditional
opened service 31 May 192
transcontinental route between San Francisco and New York, Pueblo
via Chicago. The problem was that, with the flying equipment Western Air EXp'res
took over route 10 Dec192
of the late 1920s, to attempt to cross the high Rockies in the
vicinity of Denver was extremely hazardous to the health. This o 100 200 30a 400 SOO Colorado Springs
was the reason why the original Post Office transcontinental t I I I \ I

Scole - Miles
route, sustained by Boeing Air Transport, was by a kinder itin- • Pueblo REGD
R£GI>
erary for the aircraft and the pilots of the period.
Interestingly, Harris Hanshue'sfirst expansionist move was to purchase an airline that, Colorado Airways provided the vital link
THE COLORADO AIRWAYS FLEET at the time, had no direct link with Western Air Express's earlier routes. But it was the between the existing transcontinental air
MSN Regn. Delivery Date Remarks harbinger of greater things to come. route and the important city of DenveJ:
Ryans
22
24
NC4281
NC4282

Stearma,n J'~~l1S8 I
Type M·1 } Sold to Western College of Aeronautics,
Type M-2 18 Dec 28
One other, No. 20, sold to Wilson Aero Service, 23 lul2B. All token over by WA.f. December 1927.
f. MSN
105
106
THE W.A.E. STEARMAN C3B FLEET
Regn.
NC3709
NC3863
Delivery Date

IS Dec 28
Remarks
Crashed, Denver, 7 May 29
Crashed, Denver, 3Aug 3D
Fleet No. 10, Sold Jul 28
108 NC4Dll 17 May 29 Sold Nov 31
NC1159 15 Dec 28
193 NC6495 Said Sep 29
NCll60 I Fleet No. 12, Sold Sep 27 235 NC8820 17 May 29 Crashed, Denver, 6Jan 30
4011 NC774H 22 Mar 30 Said Feb 37
229 NC8815
Fleet Numbers 200-206; N(3B63 was (3B Special, N(4011 a (3MB, and NC774H a 4DM.

Staking a Claim
On 10 December 1927, Western Air Express took over the
Colorado CAM 12 connecting route, replacing the small
Ryan aircraft with the somewhat sturdier Stearman biplanes,
better able to cope with the high altitude flying necessary
even at the foot of the Rockies. At the time, the common own-
ership of two mail carriers a thousand miles apart may have
seemed odd. But as Western's ambitions developed, there
Colorado Airways used Ryan monoplanes all its mail route Afier Western Air Express acquired Colorado Airways, it introduced could have been some method in the apparent eccentricity.
fi'orn Cheyenne to Pueblo. Stearman biplanes complete with "Indiall Head" illsignia.

17
Standard to Texas (and Beyond)
Jack Frye was President of
Another Passenger Airline
Standard Airlines, moved to
While Western Air Express had introduced passenger service
WA.E., and then became Presi-
along the California corridor, another enterprising company
dent of TWA. after the merger
was doing the same (also without a mail contract) in the
with TA.T He initiated the
south. The Aero Corporation of California, an aircraft deal-
design competition which led to
ership and flying school, had formed a subsidiary, Standard
the famous line of Douglas
Airlines, on 3 February 1926, incorporating it (as a Nevada
twin-engined airliners.
Corporation) on 1 May 1928.

Creature Comforts
The Fokker Universals and a F-VIla which at first comprised
Standard's fleet were adequate to fly from Los Angeles to
Tucson; but the journey was quite long when service started
on 28 November 1927. Recognizing a need, it provided on-
board "comfort facilities limited to men." But a brief stop was
This cheelful pilot is seen with
made for women at Desert Center, where "a solitary filling Standmc! Airlines started life as the Aero Corporation of California.
one of Standard's iirst aircraft
station boasted two crude outhouses." The display counter in theioreground of this 1926 picture would
in Alexander Eaglerock. This
not be out otplace at any private flying field today.
Transcontinental Ambitions was used by the Aero Corpora-
Standard's officers included Lieut. Jack Frye, president; Paul tionior flying tuition andfor
Richter, Jr., treasurer; and Walter Hamilton, 2nd vice-president. private hire, much in the same
As early as 4 February 1929, Frye announced the inauguration manner as with atixed-base
of "America's First Transcontinental Air-Rail Travel Route." operator (FBO) today.
This claim was made by extending its route beyond Tucson to
El Paso, where it connected with the Texas and Pacific Rail-
road. The claim became more legitimate, albeit still stretching
the definition a little, when the coast-to-coast linkage was com-
pleted on 4 August of that year by an alliance with Southwest
Air Fast Express and the New York Central Railroad. One of Standard's Fokker Universals.

Harris Hanslwe expanded Western Air Express:, network considerably during 1929 and 1930, as shown in
the map on page 20. The purchase of Standard Air Lines COl/solidoted WA.E. \' grip on the airways west of
the Rockies, but the T.A. T. merger reduced Hanslwe:S' influence and he sold this southern transcontinental
link to American Airways in October 1930, to complete the latter:\' coast-to-coast link-up. This sil/gle-engined Fokker F- Vila is seen flying over the grid-patterned streets of Los Angeles in 1929.

18
Along the Northwest Coast
West Coost Enterprise Los Angeles. Without a mail contract, West Coast lost money
heavily, and after the crisis of 1930 (see page 24) Hanshue WEST COAST AIR TRANSPORT
One of several independent airlines in California that was CORPORATION

trying to launch passenger air service without a mail con- had to retrench, terminating service in December 1930 and
tract was Union Air Lines, of Sacramento, concentrating selling to Boeing, for $250,000, on 16 March 1931.
on the more populous cities of the Golden State. On 5
March 1928, it started a daily service between San Fran-
cisco and the northwest cities of Portland and Seattle. This
also offered express package service, and operated as West
Coast Air Transport, which was incorporated in Delaware
on 27 June 1929. Its fleet consisted mainly of tri-motored
Bach Air Yachts, which, however, must have met with
problems when flying across the mountainous areas of
northern California.
Western Air Express Tokes Over
Harris Hanshue believed in the benefits of expansion and
aimed to build an airline empire in the West. As part of this
ambition, he acquired West Coast late in 1929, and thus com-
pleted a route from Seattle to San Diego, effectively from
Canada to Mexico. But unfortunately, the only mail contract West Coast Air Transport operated severalliltle-remembered aircraft·
along that route was Pacific Air Transport's CAM 8, which The picture is ofa Bach tri-motor Air Yacht and the airline was appar-
operated, as part of the Boeing organization, from Seattle to ently an early air express operatOl: (photo courtesy Hany Gaml)

This map was printed in West Coast Air Transport:~

Back in the late 1920s, the west coast of the United States did not have swift SUijace transport, either by land or sea. timetables. The route had spectacular views of many
The area was a good prospect for air transport, and the cities were quick to respond to the need. A West Coast Air Transport famous mountains, including Shasta, Jefferson,
Fokker F-l0-A tri-Illotor is seen here at Portland's handsome air terminal. Hood, St. Helens, and Rainia

19
 Hanshue Builds a Network
Steady Expansion
During the first two or three years of its existence, Western Air
Express spread its wings mainly by providing connecting services
to the traditional transcontinental air mail route from San Francisco
to New York (see map, page 17). No doubt Harris Hanshue felt that
he should play more than just a subsidiary role in the national
scheme of things, and consequently turned his eyes towards the East.
His most important step in that direction was to open, on 15
May 1929, a direct service from Los Angeles to Albuquerque, and
extending this on I June to Kansas City. In May 1930, branch lines
were opened to Oklahoma City and Tulsa, and to Fort Worth and
Dallas. He had also provided, on 21 September 1929, a north-south
link from Cheyenne to EI Paso, by founding Mid-Continent Air
Express. Even without a mail contract, Hanshue must have felt that
he was establishing a revenue-earning base from passengers alone.

The Largest Airline

By the early summer of 1930, Harris Hanshue's Western Air Express
was operating the largest airline network in the United States; and
possibly, after Germany's Deutsche Luft Hansa, the second largest
in the world. But with the relatively inefficient aircraft of those
years, and the lack of popular support for air travel (partly because
of the expense and the apprehension of danger) the possession of
mail contracts was essential to achieve financial viability. Of all the
routes on W.A.E.'s impressive map, only Los Angeles-Salt Lake City
and Cheyenne-Pueblo earned money by carrying mail. Hanshue was
forced into a corner, and in building the network, augmented even by
the acquisition of Standard Airlines on I May 1930, his pride was to
By the summer of 1930-just before the Shotgun Marriage-Western Air Express had built up a substantial network,
come before a fall. reaching as far east as Kansas City. The airline had also opened an office in Chicago,

,'-
~-~­
A line-up of Western Air Express aircraft at the Alhambra ai/port serving the Los Angeles area. The aircraft are (left to right) a Fokker F-10, Fokker F-14, Boeing 40, Boeing 95, Douglas M-4, and a Stearman 4D, They
are paraded infront of the octagonal hangw; which was an impressive structure at the time.

20
1
Fokker F·32
30 seats • 123 mph

Posing in front of the Fokker F-32 prototype are (left to

right) Jack Frye, former president of Standard Airlines; Engines Pratt &Whitney Range 400 miles
T.E.e. Gregory; Harris Hanshue, chairman ofWA.E.;
Hornet B (575 hp) x 4 Length 70 feet
and James A. Talbot, WA.E. director.
MGTOW 24,250 lb. Span 99 feet

AGiant Before its Time

The Fokker F-32 was the largest aircraft to enter airline service-briefly-until the introduc-
tion of the Douglas DC-3 in 1936. It had four engines, mounted in tandem, suspended from the
typical Fokker thick-aerofoil wooden wing. Western introduced it on 17 April 1930, and it pro-
vided hitherto unprecedented service between Alhambra and Oakland. It had four plush com-
partments, with well-upholstered reclining seats. There were call-buttons for a steward-a
Western innovation-lavatories, folding tables, galleys, and reading lights.
Hour of Glory
There were some technical features of note. The instrument panels were better than those in
any previous aircraft. The fuel tanks were kept well away from the passengers, in the wings,
which was another innovation. Each engine had its own fire-extinguishing system; but unfor-
tunately this had to be used too often. Western operated two aircraft for several months in the
summer of 1930. But after the much-publicized Fokker F-lO crash in March 1931, its wooden
construction came into disrepute, and the type was grounded. Nevertheless, Western Air
Express had had the honor of operating their first four-engined transport airplane in the United
States; and although Universal Air Line System ordered the F-32, Western was the only one to
operate it.

WESTERN'S FOKKER F·32 (Model 12) FLEET

MSN Regn. Remarks
1201 NCI24M Protolype; WAE morkings for demonslrotion tour, Nov 29
1202 NCI30M (Nol W.A.E. Croshed before delivery) The large crowd was no doubt in awe as they watched the giant Fokker F-32 on display.
1203 NC333N } Operated 1Apr 30 to 10,130, fleet Numbers 500-501; sold 10 TWA 24 Mor 31; wlu, 15 Jun 31, broken up, The occasion was for a "Fox Flying House Party, New York to Hollywood"
1204 NC334N 19 Jul33 -according to the painted inscription on the fuselage.

21
The Shotgun Marriage
The Master Plan
President Hoover's Postmaster-General, Walter Folger Brown,
was the architect of the system of air transpOlt routes that
became the foundation of the United States airline industly as
we know it today. Having studied the multiplicity of railroads, The Boeing 95 was usedfor about a year on the mail route to Salt
numbeling close to 300, none of which spanned the continent, Lake City in 7929-30.
he devised a plan that was based on three or four coast-to-coast
tl'unk routes, connected by several north-south routes to form a
consolidated grid pattern. This required the amalgamation of
some of the initial contracts granted from 1926 to 1929, and
most of the airlines, realizing the potential, complied with
Brown's wishes. One outcome was the emergence of transconti-
nental giants such as United Air Lines and American Airlines.
Conflicting Claims
Brown did not approve of the idea of two operators on the
This was the prototype Fokker F-74 but this particular aircraft was
same route, both claiming air mail payments. The United,
never operated by Western Air Express (see fleet List on page 14).
American, and Northwest transcontinental routes emerged
without much trouble; but for the south central route, serving Harris Hanslwe, WA.E. Chairman (lefi) cooperates
many important cities, Western Air Express and the newly- with Postmaster General Walter Brown to swing the
formed Transcontinental Air Transport (T.A.T.) both propeLLer ofa tri-nwtoJ: But the enforced merger was
wanted the coveted CAM 34 contract. not exactly to Hanslwe's Liking.
Both had good claims. Western was operating from Cali-
fomia to several mid-western cities (see page 20). TA.T Curious Precedent
spanned the continent with a well-promoted air-rail service. But As it enters the 21 st century, air transport throughout the
Brown was not going to break his own rules, and open the world is improving inter-modal connections between airline
floodgates for other disputes and claimants. What became service and high-speed rail. Methods of passenger transfer
known as the Shotgun MmTiage was solemnized by Brown on today could learn lessons from the amenities offered by TA.T The Boeing B40B-4.four-seat biplane was deployed on Western's
16 July 1930. The two names were merged on 24 July 1930, to in 1930. Cooperation, rather than competition between the Continental Air Express routes centered on Denver in 1930.
become Transcontinental & Western Air (T.W.A.), with Han- different modes, could have advantages today-as it did then,
shue as its first president. WESTERN'S EARLY BOEING FLEET

~[g]~ ~!Xl©IJ@(!J)!M ~~~jgD£@rg ~~ j~~Ma~~~@ ~~~.f-

MSN Regn. Delivery Date Remarks
Boeing 95
TRANSCONTINEN"WL AfB0TRANS~P:0RT
,.\
WESTERN AIR EXPRESS
C',
"
Salt LakeCity •
PLUS
' "...~-~. .'.:
'170 :
10170
\., • •••. '"
Pennsy; 1·~~
-Y-
Q,.,
lo.
cj~/h
1063
1064
NC419E
NC420E
30 Mar 29
10 Apr 29
Crashed, 51. George, Utah, 24 feb 30
Crashed, Cedar City, Utah, 10 Jan 30
';. • San FranCISco Sf L 'PO/is C /"'6': 0f:/e/; 1065 NC42lE 30 Mar 29 Sold to Mildred f. Obbink, 3Jul 34
" 'v Kansas City. Ollis.. 0i-?> ~O~)/;-/'>.9 'Phio 1066 NC422E 15 Apr 29 Sold to Elenore Riley, 25 Jul 34
0<; -9q Fleet Numbers 50-53
Wichita v 20" 41",05' 600 800 1000
onta Fe) " ,
~~ ~oY-(J EQUALS Scale - Mile.s Boeing 40B-4
'/I0i

'=,;;:~~=::~~~;:
Tulsa TRANSCONTIENTAL 1149 I NC742K I 5Mar 30 I Crashed, 9 feb 32
'>7Qril/oO k ~' 1169 NC843M 6Mar 30 Sold Jul34
... ahOma City .
Wichita Falls AND WESTE,RN AI R. Fleet Numbers 54-55; All aircraft purchased new from Boeing

REGD
(T.W~A.)
~
WA.E. also orquired a Lockheed Model 3 Air Express (5/NC4B97, Fleet Number 250) but this
was damaged when landing at Las Vegas on its inaugurol flight, 6 June /92B, and returned to the
manufacturer.

22
13 seats· 105 mph

Engines Pratt &Whitney

Artwork size does not allow accurate
Wasp (450 hp) x 3
scale representation of the Tri-Motor's
MGTOW 13,500 lb. corrugated aluminum skin.
Range 500 miles
Length 50 feet T.A.T. FORD 5·AT TRI·MOTOR Fleet
Span 78 feet
T.W.A. T.AJ.
Height 12 feet No. No. Regn. MSN Delivery Dole Name Disposal and Remarks
614 A9 NC9606 5-AT-4 24 Nov 28 City 01 Columbus loler Used by Charles lindbergh as a flying office when surveying TAT.'s tronsconti nentol
CityolNew York route_ T.W.A. 6Apr 31. Sold 14 Feb 35, subsequenlly several owners, inc TACA
An All-Metal Airplane Niceroguo. Crashed on lokeaff 01 Choteau, Montano, 6May 53
The aircraft that was to become almost standard equipment, until the advent of the Boeing 607 A-2 NC9607 5-AT-5 22 Nov 28 The Kamas City T.W.A. 6Apr 31_ Croshed, Quay, New Mexico, 29 Aug 33
247 in 1933 and the DC-2 in 1934, derived its design from a smaller aircraft built in 1923. 612 A-6 NC9643 5-AT6 28 Nov 28 City 01 Alhuquerque T.W.A. 6Apr 31. SACO, Colombia. 5Apr 35_ Oestroyed in collision with another Ford 01
Medollin, 24Jun 35_
William B. Stout had apparently watched the success of the German Junkers all-metal air- 603 A-7 NC9644 s-m 18Jon29 City 01 Washington TWA 6Apr 31_ Grond Canyon Airlines 27 Mor 36. TACA II Dec 37
craft built in 1919 immediately after the end of the Great War; and had perhaps noticed the 608 A-3 NC9645 S-AT-8 18Jon29 City 01 Wirhita T.W.A. 6Apr 31. Grand Canyon Airlines, 16 Ju135_lo TACA Honduras II Dec37. To
Mexico, Jon 46. Repaired in 1951 aslhe "smooth-skin Ford." To U.S.A. 1955, eventu-
consistency of success of the Fokker thick-wing aerofoil. Stout's I-AS Air Sedan combined ally to Evergreen Aviation, Oregon in 1990.
elements of both and first flew on 17 February 1923. Although under-powered with a 90-hp 604 A-8 NC9646 5-AT-9 18Jon29 City 01 los Angeles TWA 6Apr 31. Guld Oil Corp. 22 Sep 37, then to Venezuela
615 A-IO NC9638 5-AT-l6 16 Jon 29 (Maddux) TWA. 21 Apr 31_ SACO, Colombia,S Apr 35. TACA Honduras, Mor 39_
OX-5 engine, it was developed into the Stout 2-AT Air Pullman, with a 400-hp Liberty City 01 Waynoka TWA 21 Apr. 31. PANAGRA, 5Jul 34. Remodelled for heavy corgo work, with lorge
611 A-6 NC9639 5-AT-1l 9 Feb 29 (Maddux)
engine. hojch in top fuselage, for special haulage to mines in Peru and Boliv jo.
613 A-8 NC9640 5AT-I 8 26 Feb 29 IModduxl TWA. 21 Apr 31. Grond Canyon Airlines, 27 Mor 26. TACA Honduras, II Der 37. To
Ford Takes an Interest 602 NC9641 5AT-I 9 3Mar 29 (Maddux)
Mexico,6Jun46.
TWA_ 21 Apr 31. leslie G. Mulzer, Columbus, Ohio, 17 Feb 36. Aerovias Norionoles,
The great Ford Motor Company-Edsel Ford himself-took an interest in Stout's work. On (oslo Ri((],Mor39
15 October 1924, Ford opened an airport and a manufacturing plant at Dearborn, near A-9 NC9649 5-mO 14Jun29 City of San Francisco Croshed on Mt. Taylor, near Albuquerque, 3 Sep 29
609 A-4 NC9647 5-AT-21 26 Apr 29 City 01 Indianapolis Used by U.S. Army for enduronce tesls_ Arrident on 22 Dec 29. TWA. 6Apr 31.
Detroit. The airfield would soon be equipped with two paved runways, 3,400 ft and 3,700 Crashed Harrisburg, Pennsylvania 27 Jon 31
ft, possibly the first of their kind in the world. Ford established its own private airline, to 605 A-ID NC9651 5-AT-34 16May29 City 01 Philadelphia T.W.A. 6Apr 31. RH., Camden, NJ, 19 Mor 36, for extensive tesls with serret rodio
and television projects. Star Air Lines, Anchomge, 10 Apr 41. After occident, Aug 43,
connect its plants at Chicago and Detroit, and opened service on 13 April 1925, with the stored until 18 Apr 52, sold 10 Clyde Sampson, California_ Vorious owners.
Stout 2-AT Maiden Dearborn. On 31 July of that year, Ford purchased the Stout Metal Air- 610 A-5 NC9650 5-AT-37 22 May 29 City 01 St. Louis Crashed 14 Der 32
600 NC9686 5-AT-41 20 Apr 29 IModdux) T.W.A. 21 Apr 31. Sold to Fred Kane 3 Feb 36, Charles H. Bobb, 8 Nov 38, Guinea Air-
plane Company. ways, 28 Nov 38. Originally purchased by SrenicAirwoys, Phoenix, 18 Jun 29, then to
616 IIC8411 5-AT-49 18 Apr 30
United Aviation Corp. Chirago Mar 30. TWA. 30 Jan 31. Sold to St. Louis Flying Servire,
The Ford Tri-Motor St. Louis, 27 Sep 37. Crashed in Colombia, 15 Apr 39
When the Wright Whirlwind radial engine became available in 1925, the Stout 2-AT was 601 A-II NC8413 5-AT-51 24Jun 29 (Maddux) City 01 Columbus T.W_A. 24 Apr 31. Sold 2Sep 37. Destrayed by fire, Mankato, Minnesota, II Aug 38
606 A-I 11(9648 5-AT-57 3Jul29 T.W_A. 6Apr 31. Republic Oil, Pittsburgh, 19 Ju137. Modified to hold 1,800 gallons of
modified to a tri-motor design, the 3-AT. It was not an attractive airplane, made a few test gasoline, 450 gallons of oil, to refuel Jimmy Mottern's lorkheed 12-A The Texan. In
flights, and was destroyed at Dearborn on 17 January 1926. However, the idea of three search for Russian polar flyers in 1937, wrillen off at Anchorage, 21 Aug 37
620 NC410H 5-AT-69 26 Apr 33 Originally delivered to New England and Western Air Transportation Company, 7May
engines stuck, and the outcome was the famous Ford Tri-Motor. It was built under the direc- 30; then to Easlern Air Transport, 8rooklyn, 16 Ort 3D;.then to TWA_ This was used
tion of William B. Mayo, Ford's Chief Engineer, and made its first flight on 11 June 1926. briefly at New York's Downtown Skyport on the East River of lower Manhattan, from
29 Aug 35. Sold 10 SCADTA, Colombia, 11 Feb 36.
The design team was led by Thomas Towle, and included John Lee, Otto Koppen, and Ex-SAFE IdeL I Nov 29}. Crashed, Pillsburgh, 19 Aug 31.
618 NC9665 5-AT-24 2Mor31
H.A.Hicks. The test pilot, Major Shroeder, insisted on an open cockpit, but this was soon 617 NC9666 5-AT-25 2Mor31 Ex-SAFE IdeL 5Mar 29)_ Destroyed, 80kersfield, 10 Feb 33.
abandoned. A total of 199 Tri-Motors, in a variety of versions, was built, and because of the 619 NC430H 5-AT-90 6Mor31 Delivered to Conlinentol Co_, 21 Jun 30_ Sold to CN_A., Guatamolo, 29 Jul 35.

sturdy all-metal construction, they lasted a long time, with one or two still in flying condition Note: 4 Model 4-ATs were also transferred 10 TAT. when it boughl Maddux on 16 Nov 29, but IItle transfer 'lOS offIClOlly rerorded as 21 Apr 31_ (See page 20)
even today. For its 20th Anniversory relebration in July 1949, T.W.A.leosed a 4-AT-55, NC9612, City 01 Las Angeles_

23
Transcontinental Air-Rail
(oasf-fo-(oasf Luxury
On 16 May 1928, the Pennsylvania and Santa Fe Railroads,
possibly with the idea of "if you can't beat 'em, join 'em,"
created Transcontinental Air Transport (T.A.T.), in coop-
eration with the North American aviation group, directed by
a visionary, Clement Keys, the man who coined the phrase
(as true today as it was in 1929): "90% of aviation is on the
ground." One practical demonstration of this axiom then was
the novel idea of combining rail and air transport modes,
A grandstand crowd was in the bleachers at Los Angeles as TA. T dis-
mainly to avoid the hazards of flying across mountain ranges
played its Ford Tri-Motor and its Aero-carfor the rail-air connections.
with inadequate flying equipment or navigational aids. The
result was TA.T, substantially backed by the Pennsylvania
Railroad. The investment totalled $3,000,000.
The Lindbergh Line
In company with Pan American Airways, TAT engaged the
aviation hero, Charles Lindbergh, as its technical adviser. It
was a master-stroke. Simultaneously, it acquired the unparal- Another group of celebrities for the TA.T inauguration were
leled experience of the world's finest airman; and at the same Charles Lindbergh and his wife Anne, with Mary Pickford (with
time gained priceless publicity and promotional exposure flowers). On the extreme left is Douglas Fairbanks, JI:, and on the
without the cost of advertising. Where Lindbergh went, the right TA. T president Jack Frye.
public was sure to follow.
After the button-pressing ceremony in Los Angeles,
Charles piloted one of the six aircraft used for the inaugural
service, on 7 July 1929. He flew the eastbound Ford Tri-
Motor, the City ofLos Angeles, from Glendale to Clovis, New
Mexico, where the passengers transferred, by aero-car, to the
Santa Fe at nearby Portair depot.
To mark the opening of the Port Columbus rail-air station, some of
thefail70us celebrities on hand were (fifth/rom left) Hel1l)' FOld,
with Harvey Firestone and a young Edsel Ford on his left. A TA.T FOld 5-AT-B Tri-MotOl: (The City of St. Louis)

1929

.-;- - - TRANSCONTI . :NTAL

-
.¥

This lonely-looking depot, just inside the New Mexico bOlderfrom

Texas, had about a year ofhistOl)'-making activity in 1929, when
AIR TRANSFdRT
(T.A.p;)'
passengers trCIll.lferred to andfrom the TA. T Fords at the nearby connections
Clovis ailjield.

24
--
Port Columbus

This was all part of the TA. T service for the rail-air transfer at
Clovis, New Mexico. Passengers on TA.T were provided with a
This was the covered walkway for the TA. T passengers as they comfortable Aero-Car to lessen the inconvenience of having to
transferred between the train and the Ford Tri-Motors. make the transfer between the railroad station and the airport.

An Historic Site boarding the Ford Tri-Motor to continue their journey (see
Remarkably, the historic building, complete with the control tower, map opposite).
The city of Columbus no longer possesses a railroad station.
looks very little different today from when it was first opened in The building is still there. As one of the very few-and
Yet it was once the key transfer point in T.A.T.'s transconti-
1929. (photo courtesy Jim Thompson) undoubtedly one of the most historically significant-
nental air-rail service. The west-bound passengers travelled
overnight in the comfort of a Pennsylvania Railroad sleeper 70-year-old architectural survivals of the formative years of
coach, to wake up at the new station, Port Columbus, where air transport in the United States, it should be listed as an
they enjoyed breakfast in the new terminal building before Historic Monument.

Even the original hangar at Port Columbus is still there.

(photo courtesy Jim Thompson)

This picture shows the partly-constructed Pennsylvania Railroad This was the scene at Port Columbus all what was obvioLlsly a very wet day in the summer of 1929 (the bystanders shelter themselves under
statioll at Port Columbus, Ohio, while 011 the left the ground is the willg of the Ford Tri-Motor in the foregroulld). The rail tracks can be seen behilld the terminal building (which is still there) and the
beillg prepared for the new termillal buildillg. covered walkway is on the left of the pictLlre.

25
Maddux Air Lines
MADDUX AIR LINES FORD TRI·MOTORS
Jack Maddux Fleel Delivery
Harris Hanshue's Western Air Express and Jack Frye's Stan- No. Regn. MSN Dole Disposal and Remarks
dard Airlines were not the only airlines of substance among Mode14-AT
the many which recognized the possible potential for airline
1 11(1101 4-AI-7 16 Jul 17 110 Jack Meddux) 10 Meddux Air Unes, 16 Nov 17, 10 IAl
operations in the booming California of the late 1920s. Jack Nov 19; 10 lW.A. 11 Apr 31
L. Maddux, a Los Angeles Lincoln car dealer, took delivery 1 Nm81 4-AI-ll 19 Del 17 ITo Jock Meddux} 10 Moddux Air Unes, 1Moy 18, 10 G.E. Ae-
herty 6June 30 ("Golden Iiole AirY/oys")10 Mexico 16 Jan 31
of a Ford 4-AT Tri-Motor and incorporated Maddux Air 3 N(4131 4-AI-16 31 Mar 18 10 (ansolidoled Air lines, 13 lep 30, Weslern Pocific Aviolien
Lines on 9 September 1927. His activities were overshad- (arp., 18 Jan 31, Pany Express (e., 14 Apr 31. Icrepped 1931
owed by other events, not least by Charles Lindbergh's his- 4 N(5577 4-AI-13 13Jun18 10 (urliss Flying 5ervi", 12JuI29.Creshed,McCook,
Nebresko, 14 lep 19, bul rebuilt 31 Oec 19. leverol subse-
toric trans-Atlantic flight in May of that year and the quenl owners, inc U.S. Gov!. lor Pon Americon Highwoy Pro-
Goodwill Tour of the 48 States that followed. Maddux's con- jecl, 30 Nov 41, deployed in (oslo Rico unlil1943
I NClII7 4-AI-31 18 Aug 18 10 IAl Nov 19; fo IWA 11 Apr 31
tribution to the development of the airline business in the 6 NClII8 4·AI-31 11 Aug 18 10 Curtisl Aying lervi", II Ju119_ Oesfroyed by heavy wind
West has long been under-recognized, except by historians of Grend (enlrel Air lerminel, 11 Nov 30
7 !lCl1l9 4-A1-33 7lep 18 10 IAl Nov 19; 10 IW.A. 11 Apr 31
such as Ed Betts and Bill Larkins, whose research has pre- 8 N(7581 4·AT-36 11 lep 18 The Glendo/e.lo IAI Nov 19; 10 TWA 11 Apr 31
served the memory of the Maddux operation.
Mode15-AT
Service Begins 9 NC9636 I-AI-lO 4Jon19 Oeslreyed in mid-eir collision el Ion Oiege, 11 Apr 19
10 N(9638 I-AI-l6 16Jon19
Maddux began airline service on I November 1929 from
Rogers Field, Los Angeles, to San Diego. He did it in style.
For the occasion, Lindbergh was the honorary chief pilot. But Jack Maddux (nearest the camera) is seen here displaying some of
11
11
13
N(9639
N(9640
N(9641
5-AI-l7
I-AI-l8
I-AI-19
9Feb19
16 Feb 19
3Mor 19
} To IWA. 11 Apr 31

14 N(9686 I-AI-41 10Apr 19 The Ge/den Gote, 10 IAI Nov 19.

like most of the aspirant airlines in California, he had no mail his fleet of cars-including the 1903 Model A that, even then, was II N(9689 I-AI-46 18 Mey 19 (reshed, Oceanside, CA, 19 Jan 30
contract to supplement the passenger revenues. Nevertheless, already a vintage model-and one of his Ford Tri-Motors. 16 N(8413 I·AI·II 14Jun19 10 IWA11 Apr 31
he was very successful and popular. On IS November, he (photo courtesy Bill Larkins)
added service to Agua Caliente, just across the Mexican

Maddux was one of the earliest airlines to cooperate with United

One of Maddux Air-Lines Ford 4-ATs flying near the Tejon Pass, north of Los Angeles. Parcel Service (UPS) in canying goods by ail:

26
10 seats· lOS mph

Artwork size does not allow accurate

scale representation of the Tri-Motor's
corrugated aluminum skin.
Jack Maddux is seen
here with Charles
Lindbergh, who flew Wright R-97S Whirlwind (220 hpJ x 3
Engines Length SO feet
the inaugural flight.
(photo courtesy
MGTOW 10,130 Ib Span 74 feet
Bill Larkins) Range SOO miles Height 12 feet

border, for thirsty Prohibition sufferers and for clients of the race-track and casinos there. On
14 April 1928, he started a twice-daily service from Los Angeles to San Francisco (Oakland),
with optional stops at Bakersfield, Visalia, and Fresno. By the end of the year, his fleet com-
prised eight Fords, two Lockheed Vegas, and two Travel Airs.
Ford Promotion
Maddux began 1929 in style, adding a daily service to Phoenix (paralleling Standard), together
with some local routes in California. Early in the year, the San Francisco terminus was trans-
ferred to Alameda, and the Los Angeles terminus to Glendale. Jack Maddux had assembled the
largest fleet of Ford Tri-Motors, eight 4-ATs and eight 5-ATs plus two Lockheed Vegas. The
only loss was when an Army pilot, doing some stunt flying, hit a 5-AT in mid-air. Maddux had
not apparently sought an air mail contract, but his 16 pilots can'ied 40,000 passengers in 1929.
Historic Merger The Ford Tri·Motors Compared
In the summer, he started to negotiate with the new well-capitalized TA.T, which began its
Dimensions Engine Cruise Poss. No. Originol
highly-publicized coast-to-coast air-rail service on 7 July. Charles Lindbergh flew the inaugu-
Model Length (It) Spon (It) Heighl (II) Type hp Speed Seols Built Price
ral flights for both airlines. Another important Maddux employee was Vice-president of Oper-
ations Lt. D.W. 'Tommy' Tomlinson, an ex-Navy pilot, and who was to playa key role in 4-AT 50 74 12 Wright JR 220 100 10 78 542,000
subsequent developments, when on 16 November 1929, Jack Maddux merged with TA.T and (Ioter) Wright R975 300 107
became president of the combined airline. T.A.T.-Maddux. Through this merger, TAT was
5-AT 50 78 14 P&WWosp 450 115 13 117 555,000
able to serve the two big Californian cities. Los Angeles and San Francisco, both growing
quickly in population, wealth, and consequent travel potential. (Dimensions rounded off to neorest fool.)

27
The Grand Plan of • • •
Consolidation of a Great Airline End of the Air-Rail
Postmaster General Brown's analytical planning had pro- With the completion of the Lighted Airway, and the improve-
duced a fine transcontinental route. The Maddux merger had ment of aircraft reliability, the pioneering air-rail service came
gi ven TA.T. direct service to all three of the large urban con- to an end. On 25 October 1930, the train connections were
centrations in California. But the formation of TW.A. had dropped and the Fords flew the whole route, coast-to-coast, in
been a complicated affair, because Pittsburgh Aviation 36 hours, with an overnight stop at Kansas City. On 5 Novem-
Industries Corporation (P.A.I.C.) had started service from ber 1932, even the overnight stop was dropped and the Fords
Pittsburgh to New York, via Philadelphia, with two Travel flew by day and by night. Nevertheless the journey must have
Airs, in December 1929, and had staked its claim. The threat been arduous. The Ford's engines were noisy, and passengers
to Brown's master plan was neatly solved by dividing the were issued ear plugs and chewing gum. Another development
stock of the merged company in the ratio 47.5% TAT., had been the shipment of livestock on 6 August 1931, one of
47.5% w.A.E., and 5% P.A.I.C. After a legal delicacy, with the first examples of air freighting in the United States.
the formation of the Eton Corporation on 19 July 1930,
Transcontinental & Western Air (T.W.A.) was formed five Superb Planning
days later. The coveted mail contract was awarded on 25 All this was achieved only by some masterly planning. This is
August. Although Harris Hanshue was made president of the well illustrated by the map on this double-page spread, based
new company, he quickly became disillusioned. R.W. Rob- on an original blueprint, signed by Jack Frye, but undoubtedly
bins, of P.A.I.C., took over the presidency in September the work of TW.A.'s technical consultant, Charles Lind-
1931. Another contender, a group called United Avigation, bergh, who carried out the detailed surveys. He had a per-
was disposed of by the offer of a lucrative mail contract on a sonal aircraft for the arduous travelling involved, and was paid
route sub-leased from American Airways. $10,000 per year (a tidy sum in those days) plus 25,000 shares
ofTW.A. stock, sold at well below market value.

PASSENGER REPRESENTA nves

A~~'i ..~:..,;:...,-:,=;,,;'­ .j,'.';~' "~.. " ;;;::';7;,~ ~4""'"
A="il~'ll",~l!'~:::i. - .';"::'i~:o.-~- n .... ~.,.... ,
TRANSCONTiNENTAL
•.:::::
.~~",~"l"~~,:;,;:c.:"
"~~~~::.:"~'''''~~''~~ . ~§9~:~ &
-~i~~~~ ~'=r~.=~~:::
.~.,:tt"_T ".~.,,= WESTERN AIR, INC.
.=,~.=-

:;:~!=-3~t$ America', fint 36-HoUf

Tr.rucontinentlll P,nengrer Sct'lic:e
·kr~t.;5i~~~
1~~~ __ ~~.:.l,-l.'_,,

''T~c..~=.~'.« "'::t·~~'itR"''''''·'''·
.r.::~'~:'=:"~,,::::- :~
THE NATIONAL SKYWAY
M~~£"~~?~f;"f€i
~:@.[~;~jfti ~j: 51 ..
";,,~~'";;,.~:.;~ ~ :tj~'" Q,....
.. :=
"cr:~ ~~1~>1":.~ ··~~==-~~~,:m
..,';:'..,.....->1.'_, ..""""-"_
~E:~~i51t@~
.Ii
.~~~: ......:. Schedules and Fares
~=-"';;:;:-1' 4'" 4 4'-<,
5. 'l'..~:t-~-==. ~ Effcdin Odobcr n, 1930
~~~~7a~~ ..;:;:::...=:;:T....... - .

28
•••Transcontinental & Western Air

Jack Frye had joined Hanshue Paul Richter had been with Jack Richard Robbins, acting as Charles Lindbergh was TA. T 's TWA set new standards offlying comfort and amenities on
when Standard Airlines merged Frye since Standard'sfoundation. umpire between WA.E. and TA.T, technical consultant and unoffi- its much-publicized transcontinental air route. However, the
with WAE. He became president He continued to serve as Jack's was president of P.Af. c., the cial chief pilot. He continued to meal service was unlikely to have been as sumptuous as this
of TWA., succeeding Robbins. right-hand man for several years. catalyst to the merger. advise TWA. for the next decade. all every segment of the journey.

TWO TRANSCONTINENTAL AIR SERVICES DAILY

T~:~~~~:::ic~s\~::';6~ ~blc-,·~t~r:IJU of Ille ::.ir wilh thou·

",ndsoflll';ngll(,ursonthtiTtttord<.
hour tr.tlucontinenul JUSSCns:~r ~nd Fleets 01 mulli·moton:d Fokku
m~;l (:lfri~r. is lin optr~l;ns $ubsilli.'l)' and f.'onl p1~nQ whieh uuke nnrma!·
flf Tn.n5ro1lljnenl~1 ..\ir Tr.t"Sfl'>rl 1)' It 115 ,mk$an hour m,ke up the
nnd Weslern Air Exprto~. tWll <If Ih~ A)'io;;: "'l";pm~nt 01 Tn"5ronlinenul
n2rion'! p;ollrer 2ir lin"" ;lnd l"lu- & \\'es:em Air, Inc. All pL10U:trt'
bur;h:\ri2tionIndultritllCllrpor.>rior.. "'luiPJlC'd ,,'ith m"o-w'r ... dio pro-
The 6rst 2D 1ir 'ltrvice for oolh "Jing cnnSI"", con"mm'c:llion bo--
m~i1 ,ltIrl p.'$$Cn;:~n, redllcin;: lho t\lo'cen pilnIJ:l.l"fl:l.nd" n:l.tion·,,·i<!c
f;t:;IO'$I pr~\";ou$ pn$SCngor SCf\~tO bc:- 'leIW"'!.; nfradiogroulIdsl:l.lions. .-\
I"'un P~cilit ,.m! Adnlllil: c<>IIm b)' cunl;nuollS Row of ;Il(orm,t;tm re-
twehellnlll'J, isprrscnmlm rospnnl<" ;prrlio6 wca,her c""dil:':'nJ;' nnil_
tll rrpe:uC'd do,"lIn<l$ for ~ mOre I"Ipid ahle 10 Ihe pilot:l.l nU limN through
munsn!lfn,·eNin;lherorllinent. I: .hit r:ld", 1)1Um.
;,. prescntt"<! ~ho. :>s" pub& f.u:,1,1\· Cll'.Sf to c~:;.;cw Y"rI,; 10 Lm
!lIr rapid inl..-..cil\" eommun;ntM.n. Angdc, or 5.,,,
f rancil<:o-1nd city
Two complete trllnsconti""nl~l C"""' C.. ,·" ...\.I.,~••_ .. lneil)". the National Skyway p,'c< the
~nicn-unc in 36 hours hi' the ~n c TH~ .. "'C" ~, .. time of Ihe n,lion', lr:wders and
"ir lin~. the 'lttol1!l ;n ~8 houll by ,,,,,cds th. 1r:"Uil nf the oltion',
combinnhon of n.il :>nd ~;r khcdul.-ro l""oY,dcd daily. communi.;:I\Kms. Con".n;~nl ~ir And ~i1 ('Qnn~trionl
The service is surmund~d by the nt<»t "d.-anced de- ~x~nd the Joervil;:~ br from the dir~l flrin:; route, ton-
~ to _ure ~li:l.~1ily ~nd rqrrbrity of ~n.tion. Joemng lT2.nsil rime to ~Im,," ~ny sc~rion <If the Un;I~t1
Pilots of th~ lin" 1II~ tile mOSI uperi<=ncl:d men :IY~i1. Stales.

GENERAL INFORMATION
. . .\Mol._.II.......
k<l~~~:~:#::;1;::~:.fl~~1li~=.r;1J.r.3;:::;
It1 ...' ...........

1l&cf{fr::.~tr~~:~i.:.t1~~~:.~;:~~~E ~~'~
nr.~~~~lli;...r·:rE.'.I:;,~;~~~'=':--:::t:J ::., ko~~)t.;1f:;d~~~~~~·~~:~:::,:;::I~~:~:l:~
euti.~~:~~ ~~:u~;i":<h-?,}t{~J>;w ~'::~
St.~~~~~IIl~~~~C··~:.:·::.;,~\~';~:;::~':~:: ~~: :;:~;

e-iEli~Jd¥~!~~gt~~~J;.{;~~~~:~[ T·]j:rj~:&:::i~~~~;~~~?::~~.:;~~?
D~:.~.;t ~~~."{~ •••.:...,...""\•• lc~" o.~.

O'~:£.~~::<;.~:.:;:J~~·~~.~tl\~:~=.t:'oJ.i

29
The Competition
American Airways
If the T W.A. Shotgun Marriage was difficult to negotiate, the
industrial sparring that resulted in the creation of American
Airways was, even without coercion from the Postmaster
General, labyrinthine. The airline itself cannot trace every
individual component that comprised the eventual amalga-
mation of three groups, themselves the result of mergers and
take-overs. Universal Aviation Corporation (the real core of
the route system), Southern Air Transport, and Colonial
Airways Corporation completed their multi-merger to form
American Airways on 25 January 1930.
United Air Lines
The Boeing airplane company had always taken a keen During the early 1930.1', before the advent of the modem airlinet; the Introduced in the early 1930.1', the Pilgrim 100A was quickly
interest in air transport, and had been one of the very first competition was still using biplanes, such as this Boeing superseded in American Airlines service by the introduction of
Post Office contractors, with a foreign air mail route from B-80A with United Air Lines. modem airliners such as the DC-2.
Seattle to Victoria, B.C., in 1919. It had won the best air mail
contract in 1926, with the coveted "Columbia" San Fran-
cisco-Chicago trunk route and with its own Boeing Air
Transport, to which it supplied the aircraft. With the Pratt &
Whitney engine company, it formed the United Aircraft
and Transport Corporation on 1 February 1929, at the
same time absorbing various aircraft and aviation-related
manufacturing companies. Acquiring Pacific Air Trans-
port, Varney Air Lines, and National Air Transport
(winning the latter after a bitter boardroom battle on 7 May
1930), the lines started to operate as United Air Lines, a
name that was was formally incorporated on 1 July 1931.
Giants of Their Time
In the developing U.S. airline world during its heady forma-
tive years, some men, who had started at the bottom rung,
climbed the corporate ladder to become leaders, and were to
influence substantially the course of airline development.
C. R. Smith, who was American's president for twenty or
more years and who was head of military air transport during
the Second World War, had started as an accountant with one
of Southern Air Transport's ancestors. W.R. "Pat" Patter-
son, who led United, had started in similar fashion with
Pacific Air Transport. Jack Frye, who was to direct TW.A.'s
fortunes from its beginnings until after the War, had started
Standard Air Lines, but stayed with Western Air Express
when American Airways bought Standard on 15 July 1930.
TW.A. was now one of the most important airlines in the
Postmaster-General Walter Brown\- grand plan came to fruition in 1930. Three transcontinental airlines, together with
United States, and became known, even in official circles at
Eastern, came to be known as 'The Big FoUl:' Northwest Airlines did not complete its coast-to-coast service until 1944.
the C.A.B., as one of the 'Big Four.'

30
Curtiss Condor CO
18 seats • 120 mph

185H

The Model 53 CO was an early attempt to create a passenger air-

craft from a military bomber. More modem examples include the
Engines Curtiss GV-1570 Conqueror (625 hp) x 2 Boeing Stratocruiser (from the B-291B-50), and the Russian Tupolev
MGTOW 17,900 lb. Tu-114 (from the Tu-20 "Bear").
Range 500 miles
Length 58 feet
Span 92 feet
Height 16 feet
The Condor
The Curtiss Condor was the last large biplane built in the
United States. TAT. put it into service early in 1929, and
until the Douglas DC-2 came along, it supplemented the
Fords on routes where the traffic demand was high. It was
much bigger, weighing nine tons against the Ford's six, and
could carry more people with a more attractive cabin. But it
was not much faster, and its life span with the United States
airlines was only about three years. TAT's Condor COs (also
designated the Condor 18, the B-18 or the B-20) were
N185H, N725K, and N726K (manufacturer's serial numbers
G-I, G-2, and G-4, respectively).
A later version, the T-32, went into service with Ameri-
can Airlines and Eastern Air Lines in 1934 as a much-publi-
cized sleeper transport; but by all accounts, the passengers
did not get much sleep. The low-altitude flying tended to be
a little rocky, and the segments were too short. In any case,
The COlldor was ostensibly more comfortable-but only on the the modern airliners would soon be outlasting the
TA. T:~ COlldors operated briefly betlVeell Columbus and Waynoka,
groulld. 111 the ail; it j1ewwith a weavillg motion-the 'Dutch Roll'- obsolescent Condor design. Biplanes were becoming a thing
but Ilever Ivellt illto regular service. Tommy Tomlillsoll called it all
"aerodynamic monstrosity. ., cal/sing much intestinal discomfort. of the past.

31
Air Mail Scandal
The McNary·Watres Ad ANew Life
The spur to the spectacular growth of air transport in the On 30 March 1934, the Post Office Department invited the
United States in the early 1930s was the result of imaginative airlines to submit new bids, and these were duly accepted by
legislation, enacted after substantial persuasion by the Post- the new Postmaster General, James A. Farley, on 20 April.
master General, Walter F. Brown. The Third Amendment During the two months during which the Army carried the
to the Air Mail Act, named after its Congressional sponsors, mail, the airlines struggled on the best they could. Drastic
was approved on 29 April 1930. Its far-reaching provisions measures had to be taken, as the revenues from passengers
gave permanence to the contracted operators, paid them and express were insignificant compared with the mail pay- Douglas 0-38 observation plane, used by the Army Air Corps in
according to space offered, not by the weight of mail carried, ments--effectively a life-sustaining subsidy. In the case of March 1934 to carry the mail.
and gave Brown powers to extend or consolidate routes to T.W.A., President Richard W. Robbins sent a letter to all the
improve the system. This encouraged the airlines to invest in staff, which began: "Effective February 28th, 1934, the entire
larger aircraft, which were more economical to operate; and personnel of T.& w.A. is furloughed."
gave Brown almost unlimited authority to draw the airline
map as he pleased.
The "Spoils Conferences"
Things went mainly according to Brown's plan, which was to
fashion a rational system of air routes that would not suffer from
Postmaster-General Walter Folger
the excessive fragmentation he had observed in the railroad
Brown was the czar of the
system. No single railroad, for example, ran from coast to coast.
Brown's pressure and advice to the incumbent air mail carriers
u.s. air transport industry in the
early 1930s. By awarding air mail
resulted in three transcontinental airlines that followed different
contracts for specific routes (with- This Douglas B-7 bomber was not built to carry the air mail. But
routes, but offered opportunities for competition between the
out which no airline could operate the Army Air Corps' record during the few weeks when it was
main traffic-generating areas: California and the Northeast.
profitably), he laid the foundation drafted (during the worst weather recorded in the Rockiesfor 50
But to do this, he sometimes overstepped the mark in
for a nationwide airline network. years) was not nearly as bad as was popularly reported.
what was perceived to be selective manipulation of the exact
intentions of the Air Mail Act, and even, it was alleged, a cer-
tain degree of favoritism. This led to an investigation of the
circumstances of a series of meetings that he had held with
the airlines between 15 May and 9 June 1930, and which
became known as the Spoils Conferences.
The Air Mail Scandal
Many of the small airlines felt that they had been by-passed
deliberately; and although their case was not well docu-
mented and of doubtful legality, it was intensively publi-
cized-so effectively, in fact, that, responding to political
pressure, the Senate set up a Special Committee. Its adverse
report resulted in President Roosevelt taking the unprece-
dented step, on 9 February 1934, of cancelling all the air mail
contracts and asking the Army Air Corps to carry the mail.
This it did, with remarkable success, bearing in mind the
extreme difficulties of weather and inexperience with which
it was faced. But some pilots were killed, mostly in training, This was the historic Douglas Commercial Modell, or the DC-I, which made ilsftrst flight all 1 July 1933. Sponsored by TWA.
and this led to a national outrage that forced Roosevelt to as specified by Jack FI)'e; designed by Arthur Raymond's team at Santa MOllica; and approved by TWA. 's technical advise I;
retract his decision. Charles Lindbergh; it was the prototype for the famous DC-2/DC-3 series which lI'as to domillate the airways for a decade.

32
Historic Prototype TRANSCON11NENT AL &- WESTERN AIR

'&'lJ.blut 204.
1932
INC
TIUJlSCOlffIMENTll.t WLSTE1l.N Alit.

~Der.l h,.(or=-»<::I
TrlnMpon: Plano
IHe.

s,...Q~rto.tlo'OJl

!.If!'
The World's First Modern Airliner 1. .111 ... t.-l trlll'Otor,d OCIllopl~. pr.r.rrld. b.... t
O~l."C,at.10I1 rtnaoturl or b1ph.lM would be <::0 .. 11:18r.4.
l'tD,1lI Lat.,mal ,tNct=. lmUt. be CDe..l.
In 1933, the Boeing Aircraft Company had produced a twin-
2. p,;,...r. Thr•• IG(ln•• or 500 to 650 h.p. (If.spl w1th 1:)..1
engined aircraft that most authorities, notably Britain's Peter Po... ,l.' llrorart ':orpor,t1OIl.
Cia..." l""\.eI4.
1'ii'p;70har,,1'"I 6 .. 1 c:oapre .. loQ O,K.).

W. Brooks, considered to be the world's first modern airliner, &&.DtI Wool" .. , Calp"orol ••
,.
in that its monocoque fuselage and stressed skin wing, par-
tially retractable landing gear, engines faired into the wing,
Tr&D.oonU.n'Dt.al •••• tertl. 11r h 1.nt.ar.ltld
. ..
4.

~
~

nI,nt
t l l _ . tor r.410 .n4 w1.~ _11 blnl

.. 11~o. &lIt .}.o be ... d. tor oOllfll .. t. l.:l.Itr~nt••

tlyl'C!l.ql.ll~lrt. fUll o.~o1tl ror or\"h1.a& nQ&.
350 lbl.

together with other improvements, marked a big technical ~ puTOM.1Jl., tiD or ~r. trt..ltor.d trUUlport. plao••.
of 1080 &11• • • t ISO •• p.lI •. or... of t"'e'o, .t ha.t 12 pa.-
"o.&.r, with oo.rort.bl..... t. _d !Lapl. 1'00_. IltIC: the 1.l'II.l
1 .... tt&ohto, O\U" "o.r.l perr':u.....tl.c. 'peolrle.t10DI.
advance over the steel framework and heavy wing spar design oO'nrU1.& tJ\1f eo<j\ap-o.t ~ W'O\lld 'pp.r.oht. )'OW" .d"O"\.11'O(;
ai,o.11a.nloll.' Iqll.lp_l:ll oarrl.d 00 • "... ••• ~or ph.D' 'If thlJ
type. "ylOl.d .1I01l1d be.t l ... t .2.~OO lb•. _ttn t\Jil equip-
..t-.tMr )'OW" Co~ 11 l.zlt.ruted 1.n th1l 1IIl.CN!.oturla&
of aircraft like the Ford Tri-Motor. The resultant superior
..
_at .ad ~.l for lIax1.J:urll "~I.
Job.

aerodynamics gave the Boeing 247 a 60% speed improve- It '0. "pprou..tely hO'W 10'" would 1t t&.k.
to tW""ll out tM nrlt pl~ for ..mel tlatl' !I..y."'.
ment over the Ford, reducing the transcontinental flying time Top '1"'.4 I" 1
Crll.hlnc 'pud
1 (c1nl...&l.a)
1._1 - 7il " top .peld
185
1408 lIl.p."'. pb.
to about 18 hours, or less than a day. '.ry tr\Ily your ••
1AM1Al; lpe.d 1:10"; D:)f. tha.n
Nat. or 011= .... l'Tll (lIU.ntal.ll)
65 =.p.h.
1200 ·rt. p.=.
a.no1o. o.u~ (-.1Al_) ZlOOO ft.

The Jack Frye Letter

At the time (before the Black-McKellar Air Mail Act of 1934)
1:::rryo~(J~ a.,.rln 0.111.D.,. uy two 'n&1.n.. 1‫סס‬OO ft.

Jack Frye's role in specifying no. P,...ld.Q't flit. plan•• rul1y lo.ded. Nit CIt.i: . . . t1ft.ctor,. tllc:.-o{r.
aircraft manufacturers were allowed to own airlines, and the basic design of the Douglas 1D Char&. of OpentloWi lI.l1~r lood. ooo.trol It .~. "fA.• 1rport 00 a1J¥ comlH!lAtloD -;.f
two 'U&~I.
Boeing Air Transport had been the foundation of United Air DC-1 (by his famous letter to the
Lines. When Jack Frye wanted to place an order for the manufacturers in 1933) was a J.!. '1_ .. oOll.ltd,r thl. 1..o..!o~tloo oont'ld'l:\tal aDd
Ipeol(10.. UOWl II yvu .r. 0.01: tater.ftl".
!'"ftlll"D

superior 247, he was politely told that United had booked the landmark of inspired leadership. lana•• cn.y, lit.1a.'1c.rl.
~&u.t 2Q4. 1932
first 60 aircraft off the line, and that he would have to wait. On 30 April 1935, he broke the
Frye's exact reaction is not recorded; but it did result in transcontinental speed record
a letter which he circulated to five other manufacturers, in by delivering the mail from This is a copy of the two-page "Jack Frye Letter" that laid down the specification for the aircraft that
which he set out a specification for a tri-motor that, in effect, Los Angeles to New York in emerged as the first of the Douglas twin-engined series, DC-I, DC-2, and DC-3. It changed the course
was ten percent better than the 247 in every respect: size, II hI: 30 11l. of airline history.
speed, aiIfield performance, and comfort.
His wish was granted. The Douglas Aircraft Company,
of Santa Monica, California, not only met all the require-
ments, but did so with a twin-engined design that eliminated
the shortcomings of the fuselage-mounted center engine:
noise, vibration, and pilot visibility.

---~;f Ad
-.".
~
-'r--- -

----........~"""'-­
:"~;~l'!t!..
"-

The Boeing 247 was the first passenger transport ai/plane that could be described as a 11l0dern This photograph, of the Douglas DC-I at the Grand Central Air Terminal, Glendale, epitomizes the maturing air
airlinet; flying some 60% faster than the Ford Tri-Motors that it replaced. transport industry in the United States. T. WA. 's line of twin-engined Douglases eclipsed all others for a decade.

33
Start of a New Era

\!bIIo """""'.....

In addition to its superior pelformance, the Douglas DC-1 offered

a comfortable cabin, upholstered seats, and an aisle that was
uncluttered by the wing spar crossing it, as in the Boeing 247. This is a rare colored photograph of a Douglas DC-2 during the mid-1930s. (Charles Baptie)

This beautiful picture was taken in the I 970s, when TWA. contrived to relive a glorious past. Although the Douglas DC-3 was to gain everlasting fame as the pre-eminent airliner of the latter 1930s, its progenitOl;
the DC-2, IVas the one that established the superiority of the basic design. It was (as TWA. president, Jack Flye, had specijied)fastel; biggel; more comfortable, and more economical to operate, than the Boeing 247.

34
o;;:a

Douglas DC·2
14 seats • 190 mph

Engines Wright SGR-1820 Cyclone (710 hp) x 2

MGTOW 18,200 lb. THE UNIQUE DOUGLAS DC·l
Range 800 miles Fleet Delivery
Length 62 feet No. Regn. MSN Dote Remarks ond Disposal
Span 8S feet 300 NR223Y 1137 Sep 33 (see text)

See also Mike Machat's pictorial comparisons of the Douglas

twin-engined airliners on page 41. The Douglas DC-1
T.W.A. DOUGLAS DC·2 FLEET Only nine months after the $125,000 contract was signed, the
Delivery Fleet Delivery Douglas DC-l made its first flight on 1 July 1933, and was
Fleet
No. Regn. MSN Dote Remorks and Disposal No. Regn. MSN Date Remarks ond Disposal delivered to TW.A. On 13 September. Jack Frye and Paul
Series 112 Series 112 Richter flew it to Kansas City, 1,450 miles, averaging 205 mph.
Named City 01 Chicago. Sold to Cox & Stephens, 26 Feb 41, lor 326 NCI37BB 129B II Mar35 Sold to Defense Supply Corp., 6Jun 42. Assigned to USAAF as The airline operated the unique DC-l for a few years, even on
301 NCI3711 1237 14 May 34
Royal Air Force. C·32A 142·571551. a few scheduled services, then it was sold to Howard Hughes
302 NCI3712 1238 31 May 34 Sold to British Purchasing Commission, 5Ju141, lorR.A.F. 327 NCI37B9 1299 4 Apr 35 Crashed during a storm, near Wawona, CA,l Mar 38. in January 1936. It eventually passed to Lord Forbes in Eng-
303 NCI3713 1239 10 Jun 34 Sold to Braniff, 10 Nov 38. 32B NCI379D 130D 9Apr 35 Sold 10 Delense Supply Corp., 6Jun 42. Assigned to USAF as
304 NCI3714 1240 19 Jun 34 Sold to Cox & Stephens, 26 Nov 41, for Royal Air Force. C·32A 142·57156) land, and finished up as a military transport during the Spanish
305 IIC137 I5 1241 26 Jun 34 Sold to Braniff, II Ju137. Civil War in 1938. It crashed at Malaga in December, 1940.
306 NC13716 1242 3Jul34 Sold to Braniff, IOJu137. Series 172
307 NC13717 1243 BJul34 Sold to Northeast Airlines, 16 Apr 41. I
30B NCI371B 1244 14 Jul34 Sold to Cox & Stephens, 19 Ju141, for RAE
329
33D
NCI4978 1 1408 121 Mor 3615ald to Pan American Airways, May 37.
NCI4979 14D9 7Apr 36 Crashed an landing at Chicago, Il, 31 May 36.
The Douglas DC-2
309 NC13719 1245 20 Jul34 SoldtoBraniff,29Jun37. 331 NCI6049 1599 23 May 36 Sold to Pan American Airways, 25 May 37. lasl (ivil DC·2 built. The DC-l had 12 seats, two more than the 247's 10; but
310 NC13720 1246 22 Jul34 Sold to Northeast Airlines, 22 Apr 42. TW.A. and Douglas quickly realized that by adding two more
311 NC13721 1247 16Jul34 Crashed 01 Unionlown, PA, 7Apr 36.
312 NCI3722 124B 29 Jul34 Sold to Pan American Airways, 22Jun 37. feet to the fuselage, this could be improved to 14. The result-
313 NCI3723 1249 3Aug 34 Sold to Pan American Airwoys/CM.A., Jun 37. ing Douglas DC-2 first flew on 11 May 1934, went into serv-
314 NCI3724 1250 7Aug 34 Sold to Braniff, 10 Nov 3B.
315 NCI3725 1251 II Aug 34 Sold to Cox & Stephens, II Feb 41. ice one week later, and the world of airlines was never the
316 NC13726 1151 15 Aug 34 Sold to Delense Supply Corp., 6Jun 41. Assigned to U5AAF as same again. It chased the 247s off the main-line U.S. airways,
C·32A 142-57154}. and when, on 1 August 1934, TW.A. introduced it on the
317 NCI3727 1253 IB Aug 34 Sold to Braniff,24Jun 37.
318 IICI3728 1254 21 Aug 34 Sold to Braniff, 23 Aug 37. transcontinental "Sky Chief' service, Jack Frye was more than
319 NCI3729 1255 25 Aug 34 Sold to Pan American Airways/PANAGRA, 19 Jun 37. vindicated in his vigorous initiative. A new era of airline serv-
31D NC13730 1256 2B Aug 34 Crashed C1ilton, PA, near Pillsburgh, PA, 15 Mor 37.
32\ NC13783 1293 2 Feb 35 Sold to Northeast Airlines, 22 Apr 42. ice began, and as early as September, the Ford Tri-Motors
322 NC13784 1294 7 Feb 35 Sold 10 Northeast Airlines, 16 Apr 42. were retired, to be used as freighters, or, in one unusual case,
313 NC13785 1295 II Feb 35 Crashed near Macon, MO, 6May 35.
16Feb35 Crashed landing at Pillsburgh, PA, 3Apr 40. to be used as a floatplane ferry service in New York (page 44).
324 NC13786 1296
315 NCI37B7 1197 22 Feb 35 Sold to Northeast Airlines, 11 Apr 42. One of the early DC-2s poses for the camera.

35
Single-Engined Swan Song
The Northrop Alpha The Orion was the first aircraft to employ flaps, to
Jack Northrop left Lockheed, and started his own com- reduce speed on descent and landing. Nevertheless, its sur-
pany, at EI Segundo, California, to build his first high-speed vival rate was not as good as the new generations of multi-
aircraft, which incorporated all-metal construction, stressed engined all-metal Douglas and Boeing modern airliners.
skin for the wings, and a monocoque fuselage, together The Consolidated Fleetster
with other aerodynamic improvements, such as engine Also appearing in the early 1930s was the neat Consoli-
cowling and wing fillets. The main objective was to save dated Fleetster, a high-winged monoplane, with clean
weight; but it also improved the strength; and Northrop's lines and a speed of 150 mph. But it carried only six pas- This Northrop Alpha incorporated Jack Northrop's innovative engineering
innovations became standard practice. T.W.A. introduced sengers, and was used sparingly by T.W.A. Like the ideas, including all-metalmonocoque fuselage and stressed-skin metal wing.
the Northrop Alpha in April 1931. It was a beautiful air- Condor, it was recognizably, in the light of the Boeing 247
craft, and used only for mail. As indicated in the table and Douglas DC-2 that came on the scene in 1933-34, the
below, it must have been difficult for the pilots to handle. last of the generation of airplanes that had been outpaced
by the explosive growth of air transport in the early 1930s.
The Lockheed Orion
The wooden Vega (see page 36) was quickly superseded by Swan Song
the metal Lockheed Orion, the first airliner in the world to The use of single-engined transport airplanes ended quite
exceed 200 mph. It was welcomed especially by airlines abruptly. Their record was not encouraging; and the con-
that competed with the Ford operators, and captured the ditions of the McNary-Watres Act ensured their speedy
public imagination with the publicity value of speed. retirement from the commercial airways.

NORTHROP FLEET
Fleet Delivery
No. Regn. MSN Dote Remarks and Disposal
Alpha
I NC947Y 7 17 Apr 31 Crashed near Roaring Springs, Penn., 11 Dec 33, severe icing "Tommy" Tomlinson, one of the great experimental test pilots of the 1930s,
2 NC961V 8 Apr 31 lold 10 Chino, Jul35
3 NC942V 6 13Apr 31 Deslroyed hy fire 01 Mobeelie, Texes, 14 Jon 32 is seen here with the Northrop Gamma which he used to demonstrate
4 NC933Y 5 13 Apr 31 lold 10 Chino, Jul35 "over-the-weather" flying. This led to the introduction of pressurized
5 NC999Y 4 Apr 31 Wrillen off ofter emergency londing, Newholl, Col., 15 Nov 34
6 NC966V 9 2DJun 31 C,eshed neor Ileubenville, Ohio, 21Mor 32 airliners, the first 307s (see page 44).
7 NC985V 10 2DJun 31 Croshed neor Cross Forks, Penn., 26 Feb 33
8 NC986V 11 24 Jun 31 Croshed 22lep 34
9 NC992Y 12 21 Jun 31 Croshed Pill,burgh, engine foilure on lokeoff, 10 Jon 33
ID NC993Y 16 25Jun31 Engine fell off, pilol boiled oul, oimoft londed by ilsel! neo,
Alton, Missou,i, 3Ju132. lubsequenlly w,illen off This Northrop Alpha, NC1 IY was a derelict on a Missourifarm,
11 NC994Y 17 21 Jun 31 W,illen off ofter nosh londing neo' Glendole, Col., oller engine until it was faithfully restored by a group of volunteers in
problem, 31 Jon 35
12 NCilY 3 27 Nov 31 On~ surviving Alpho. Donoted 10 Ihe Nolionol Air ond Ipo<e
Kansas City, and flown to Washington in time for the opening of
IN.A.ll Museum, Woshinglon, 1976 the National Air and Space Museum in 1976. It had a cabin, the
14 NC127W 2 9Mor 32 Creshed neor Polloge, Penn., 11 Dec 33, oller encounlering passengers had little room to move.
severe icing
Delta CONSOLIDATED FLEETSTER 20A FLEET
II INC12292 I 3 I 4Aug 33 ICro,hed neor Albuquerque, 12 Nov 33, ofter engine fire Fleet Delivery
No. Regn. MSN Dote Remarks and Disposal
Gamma
50 NCI3208 I Aug 32 10ldl936
16 NR13757 8 Ap,34 Croshed21 Jon 35 51 NCI3209 2 Aug 32 To Condor 1936
18 NCI3719 10 Jul34 12 NCI3210 3 Aug 32 To Condor 1936
17 NCI3758 9 Jun 34 Mode firsll"nsronlinenlal moil flighl on 12-14 May 34 after 13 NCI3211 4 0[132 10ldl936
the concellation of moil conlro<ls. Set transcontinenlal speed 14 I1CI3212 I Od 32 Crashed 26 Jon 31
record, II h, 31 m., for moil planes. lubsequenlly used for 15 IICI3213 6 Od 32 10ldl936
high-altitude research by "Tomm( Tomlinson. Airuoh retired In contrast with Northrop's low wing and Lockheed's high wing design,
16 NCI3214 7 Od 32 laid 1936
in 1940 Rubell Fleet's was unusual. At least the pilot had a good view.

36
J
lockheed Vega 5 and Orion 9E
6 seats • 150 mph 6 seats • 180 mph

VEGA S ORION 9E
Engine Pratt &Whitney Wasp (420 hp) Length 27 feet Engine Pratt &Whitney Wasp (450 hp) Length 27 feet
MGTOW 4,217 lb. Span 41 feet MGTOW 5,200 lb. Span 43 feet
Range 600 miles Range 750 miles

LOCKHEED SINGLE·ENGINED FLEET Faster Mail The Urge for Speed

Fleet Delivery ToW.A. had a few Vegas from the end of 1931, but used them During the late 1920s, the contrast between the speed of
No. I Regn. I MSN I Dale I Remarks and Disposal mainly for mail, as the DC-2s soon made them redundant. racing airplanes and the slow, 100 mph (on a good day) Fords
Even so, Lockheed was establishing a reputation for building was becoming more evident, as the former types improved
Vega fast aircraft, and in 1933, Air Express, Inc., was operating a every year. Designed by John K. Northrop, the Lockheed
1·1 NC6525 9 Jul28 Type I, "nverted to 5C Used by Moddux Air lines for chorter work, speedy transcontinental mail and express service, at first with Vega offered a practical compromise. Built of wood, and effi-
especially for motion piclure companies. Sold after occident at San
Diegomid.1929 Vegas, but even more successfully with Orions (see page 37). ciently streamlined, it could fly much faster than the Ford,
1·2 NCl044 II Aug 28 Type I, "nverted to use R·685 engine. Also with Maddux unlil and could-unlike the racers-carry six passengers. Also, it
merger with TAl Sold 1930 and used by several owners. Flown as cost only $17,500. The airline authority, Edward P. Warner,
a"rum runner" from Oklahoma to neighboring I'dryll stotes.
Scrapped 1952. estimated that the better speed compensated for the smaller
251 NC624E 53 II Dec31 Type 5. Sold to Hanford's Tri·Stote Airlines. size, so that the operating costs per seat-mile were about the
(into service)
253 NC497H 135 1931 Type 01·1 B. Built by Detrait Aircraft Corp. Written off, 31 Jan 34, same as the Ford's.
after forced landing, St.James, Missouri
254 NC288W 137 1932 Type 01·1 B. Sold to Hanford's 1934
255 NC483M 136 Mor32 Type 01·1 B. Sold to Vorney Speed lines, 24 Jul 34

Altair DL-2A
252 NC12222 180 Sepl931 Leased fram manufacturer. Crashed at Columbus, Ohio, 10 0" 31.
Subsequently mony owners, including Poul Montz. Unservicoble ofter
1965

Orion 9E The Lockheed Vega was the first of several single-engined, mainly
256 NC12277 192 II Moy33 Crashed into Missouri River, Kansas City, 28 Jul33 The Lockheed Orion was the metal-built development of the
(inloservice)
wooden, Lockheed types that, for a short time (until the introduc-
257 NC12278 193 II May 33 Crashed neor Albuqueque, 15 Jan 34 tion of the Douglas DC-2) carried the transcontinental air mail original Vega. It is seen here during the winter of 1933/34 with,
258 NC12283 195 II May 33 Withdrawn from service, Feb 35 faster than the Ford Tri-Motors. in the rear, a Northrop Alpha.

37
The Ubiquitous Goone, Bird
AWorld-Beater DOUGLAS DC·3 FLEET LIST
The Douglas DC-2 had been an instant success, surpassing Fleet Delivery Fleet Delivery
all other transport aircraft in performance and offering an No. Regn. MSN Date Type Disposal and Remarks No. Regn. MSN Date Type Disposal and Remarks
unprecedented standard of airliner comfort. It had achieved Built as DSTs Built as DSTs
everlasting fame when the Dutch airline, K.L.M., entered it 361 NC14988 1494 14Feb42 OC-3-114 OIl firsl OC-3 buill, ex-American Airlin". Impr"sed by 370 NC17320 1966 9Aug 37 OC-3-209 OIl Reregislered N17320. laid 10 Wisconsin Cenlrol Air-
for the England-Australia Air Race in October 1934, and to prolotype UlAAf as C-49E-OO (42-42619), 14 Mar 42 lin", 310<150
the astonishment of the world, came in second, among a field 310 NC17312 1922 16Apr 37 oC-3B-202 OIl Impr"sed by UlAAf os C-84-00 (42·571571, 371 NC17321 1967 13Aug 37 OC-3-209 OS! Reregolered 11I7321. Sold 10 Beldex Corp., II. Louis,
9Ju142-3 Dec 42. Reregistered 11I7312. lold 10 MO, 3D Jnn 53
of specially-designed racing and sporting aircraft. Moreover, Wisconsin Cenlrol, 27 0,1 50 372 NC17322 1968 13Aug 3/ DC-3-209 DIl (rashed during instrumenl opproo,h Von Nuys, CA,
it carried four passengers and a load of mail, and stopped at 351 NC17313 1923 I May 37 oC-3B-202 OIl Sold 10 Pon Ameri'on Airwoys-Africo, Oct 41 I Oec 44
352 NC17314 1924 23 May 37 oC·3B·202 OIl Impressed by UlAAf os C-84-00 (42-5751 I}, 14 360 NC21769 2149 29 Jon 45 OC-3-2l7A OIl Ex-American Airlines. Ex-UlAAf C·49·00 (42-43621).
all the K.L.M. stations along the route. This led to export Jun 42-17 Oc144. Reregislered N17314. Sold 10 (Recanslru<led & Rnon" Co.). lold to loulh American
orders for Douglas, to Europe, Australia, and to China. Union lleel & Wre,king Co., 16 Jon 53 Enlerprrses
356 IKI/318 1933 1/ Jun 3/ DC-38-202 DIl Impressed by Defense lupply Corp. Jun 42 for 362 N(21752 2165 D(-3-21/A DIl Ex·American Airlin".lmpressed by UlAAf os (·49E-
UlAAf os C-49E-00 (42-566251, 8Jun 42-19 Jul DO (42-43620), 30 Jon 42
The OST 43. Reregislered N17318. lold 10 Kirk Kerkorion 363 NC28325 2263 18Mor42 oC-3-217A OIl Ex·American Airlin". Impressed by UlAAf os C-49E-
While TW.A.'s Tommy Tomlinson was conducting his exper- lIAAI), 181ep 52 DO (42·436221, 31 Mor 42
iments with the Northrop Gamma (see page 37) in search of 357 NC17319 1934 191un37 oC-3B-202 DIl Impressed by UlAAf as C·84·00 (42-57512), 14 364 NC28310 2264 120cl41 oC-3-217A OIl Ex·American Airlin". Impressed by UlAAf C-49f-OO
Jun 42-1 Apr 45. Alloched 10 louth Allonlic Wing (42·56637). Sold 10 Kirk Kerkorion (WS), 110<152
faster and smoother high-altitude flight "above the weather," Arc. Reregislered N17319. lold 10 Kirk Kerkorion 342 N(28393 3211 12 Apr 44 oC-3-318A DIl Ex·American Airlines. Ex-USAAf (-49f-00 (42-
one of the rival transcontinental airlines was concentrating on (WI), 6Oct 52 16637). Sold 10 Kirk Kerkorion (WS), II Oct 12
other directions of competitive rivalry and excellence. Bill
Littlewood, of American Airlines, recommended the develop- Allied forces in the Second World War; and was built under added on all routes during that summer, and the addition of the
ment of the Douglas DC-2 by widening the fuselage, not only license in the Soviet Union and Japan. Of all types, 10,926 extra capacity could not have come at a better time. TW.A.
to make room for 14 bunk beds, but also to accommodate were built in the United States, 487 in Japan, and 6,157 (as gained more direct access to San Francisco from Winslow, via
three abreast seating instead of two (21 v. 14). The first Dou- Lisunov Li-2s) in the Soviet Union. Las Vegas; and restored its link with Chicago from Dayton, via
glas DST went into service between New York and Chicago FOlt Wayne. The old "Gooney Bird" served TW.A. well
on 25 June 1936; and a dramatic new era had begun. T.W.A.'s 0(·3s before, during, and after the War. The fleet list, spread over this
Interestingly, this first service was as a daypJane, but the Jack Frye had to supplement his DC-2 fleet with the more effi- and the next two pages, totalled 104 aircraft, of which 14 were
aircraft fulfilled its original design purpose when American cient DC-3s. The first one, a DST, entered service from New DSTs, 34 DC-3s, 12 military C-49s (conversions of DC-3s),
received its first Douglas DC-3 and the transcontinental York to Los Angeles on 1 June 1937. Dayplanes were also and 43 military C-47s and C-53s (postwar converted DC-3s).
skysleeper service began on 18 September 1936.
The Great 0(·3
With its fleet of 31 DC-2s, TW.A. had less need for the larger
Douglas DC-3 than did the other U.S. airlines. United Air
Lines, for example, in spite of its close Boeing heritage, had to
buy the Douglas flagship, and introduced it between Los Ange-
les and San Francisco on 1 January 1937. It followed with a
luxury 14-seat daytime service on New York-Chicago in Feb-
ruary, and then put the DST on its transcontinental route in July.
The DST, as Donald Douglas had warned, did not meet
with the outstanding success that had been predicted; but the
DC-3 exceeded all expectations. American's president,
C. R. Smith, claimed that it was the first airliner to be able to
make a profit without the benefit of air mail payments. This
was with the equivalent of today's first-class fare levels and ,
no doubt with every seat filled; but it was nevertheless a
measure of its overwhelming superiority. It became, in vari-
ous versions, the standard transport aircraft for the U.S. and
"
This historic picture sholVs TWA. 's first DST (Douglas Sleeper Transport) ready for take-off on the inaugural transcontinental flight
~ ..
frol/l Burbank on 18 September 1936.

38
Douglas DC·3
21 seats • 170 mph

TRANS IfYORLD AIRLINES

1=~~s;~·~;·~·iiii·~·=·==·=r:*T WA
~~~~S=L-~~~--A~
.Jl~-----U-:=:::~
There were countless vanatlOns oj the DC-3
markings and configurations. This is an early
example ajTWA's DC-3.

Engines Wright SGR-1820 Cyclone (850 hp) x 2 Range 1,000 miles

Before the United States entered the Second World War, the Douglas DC-3 or Pratt &Whitney Length 64 feet
dominated the domestic air routes. In 1940, more than 80% of the airlines' Twin Wasp (1,200 hp) x 2 Span 95 feet
aircraft were DC-3s, and most of the 20% were DC-2s. MGTOW 25,200 lb.

DOUGLAS DC·3 FLEET LIST (continued)

Fleet Delivery
Fleet Delivery
No. Regn.
Buill as DSTs
MSN Dote Type Disposal and Remarks No. Regn.

Built as DC-3s
MS Date Type Disposal and Remarks
DC·2 DO·3
397 NC28310 2251 28 May 42 OC-3-277 Ex-American Airlines. Crashed due to thunderstorm
341 NCI6095 1916 I Jan 40 OC-3-201 Ex-Easlern Air lines. Impressed by UIMF as C-490
neor Honlord, CA, 4 Nov 44
(42·436241,9 Apr 42-19 Ju143. Reregistered N-
398 NC28321 2252 27 May 42 OC-3-277 Ex-Ameriwn Airlines. Sold 10 Union lleel &Wreck-
16095. laid 10 Beldex Corp., II. Louis, 26 Mor 53
ing, 13 Aug 52
353 NCI7315 1930 29 May 37 OC-3B-202 Crashed during circling inslrumentopprooch alS,-
340 NC28361 2272 IlFeb42 OC-3·270 Ex-Canadian Colonial Airways. Impressed by UIAAF
louis, MO, 23Jon 41
as C-49H-OO (42-382201, 17 Mor 42
354 NCl7316 1931 7Jun37 OC-3B-202 Impressed by Oelense lupply Corp. 27 May 42 for
382 NC1941 3266 22 Oec 40 OC-3-362 Reregislered N1941. laid 10 Beldex Corp_, SI. Louis
UIMF as C-49F-OO (42-566201. delivered 8Jun 42
MO, 13 Aug 52
351 NCI7317 1932 II Jun37 OC-38-202 Impressed by Oelense lupply Corp. 27 May 42 lor
383 NCI942 3267 19 Oec 40 OC-3-362 Reregislered N1942. Sold 10 Beldex Corp., II. Louis
UIMF as C-49F-OO (42-16621), 8Jun 42. Collided
MO, 29 Jon 12
wilh C-48B (42-56611 lover Camp Williams, IL, 24
384 NCI943 3268 3Jon41 OC-3-362 Reregislered N1943. Sold 10 Union lleel &Wreckin
Jun42
Co., May 13.
373 NCI7323 1969 16 Aug 37 OC·3-209 Reregislered N17323. laid 10 Union lleel &Wreck-
381 NCI944 3269 21 Jon 41 OC-3-384 Reregislered N1944. laid to W. G. Spillman, 3 Nov
ingCo.,16Jon53
50
374 NCI7324 1970 22 Aug 37 OC·3-209 Reregislered N17324. laid 10 Beldex Corp., II.
391 NCI950 3286 23 Apr 42 OC-3A-367 Ex-Norlheasl Airlines_ Troded 10 TWA lor OC-2, 23
Louis, MO, I Feb 52
Apr 42. Impressed 10 USMF as C-48C-00 144-
375 NCI8949 2013 17 Oec 37 OC-3-209A Reregistered N18949_ 10idioWiswnsin CenlrolAir-
529901,31 Jon 44
lines, 5Mor52
392 NCI951 3287 25 Apr 42 OC-3A-367 Ex-Norlheast Airlines. Troded 10 TWA lor OC-2, 25
376 NCI8950 2014 22 Oec 37 OC-3-209A Reregistered N18950. laid to Unionlleel &Wreck-
Apr 42. Impressed 10 UIMF as C-48C-00 144-
ing Co., 15 Oec 52
529911,31 Jon 44
377 N08951 2015 27 Oec 37 OC-3-209A Croshed after mid-air wllision with a UIMF C-53 Ex-Northeasl Airlines. Troded 10 TWA lor OC-2 42
393 NC33623 3288 22 Apr 42 OC-3A-367
141-20116) near Kansas Cily, MO, 4 Nov 42
laid to Roger G. Mensing, Nov 49 '
378 N08952 2016 30 Oec 37 OC-3-209A Used for Ihe lirst football chorler, Universily of Pills- In airliner development, the fuselages are invariably lengthened.
386 NC1945 3294 28 Feb 41 OC-3-362 RelegisleredN1945.LeasedloWiswnsinCenlrol
burgh (pIT-lEAl, 26 lep 39. Reregislered N18912. The transition from DC-2 to DC-3 was an exception-and an
Airlines, 15 Apr 52. laid to Norlh Centrol Airline
laid 10 Union lleel& Wrecking Co., Oec52 30 Apr 54 ' aerodynamic improvement.

39
 Fle'el Delivery

More and More DC·3s No. Regn.

Built as (-47s
203 NC51179
MSN Dale

20874 14Jon46
Type

DC-3-467
Disposal and Remarks

Ex-UlAAF (-4/8·1-0lI43-164091. Purchosed os

surplusin(oiro,9Jon46.Regislered,lhenreregis-
DOUGLAS DC·3 FLEET LIST (continued) teredwilh on Ethiopionregislry numberIET-T-I2).
Flown Ihroughoul furope osa emergency repair
Fleet Delivery Fleet Delivery Ironsporf (orrying enginesond mechonics. Sold 10
MSN Dote Type No. Regn. MSN Date Type Disposal and Remarks TAl for Air Modoswr, Paris, france, 27 Mar 57
No. Regn. Disposol and Remarks
329 IIC88825 25234 27 Ilov 45 OC-3·4\6 laid 10 Union lleel & Wrecking Co., 29 Dec 53
Built as D(-3s (continued) Ordered as D(-3s-Buill as (-49s 206 NC34602 25452 6 Ilov 46 OC-3·4\6 Ex-TACA
0(-3-454 Ordered by Amerimn Airlines impressed by UlAAf 202 N(51159 26503 /Jon46 OC-3·467 Ex-UI Governmenl lin (oiro). ET-T-6. laid 10 loudi
387 N0946 3295 9Mar41 OC-3-362 Crashed into mountoin near LOI Vegns, 16 Jon 42. 333 N(26214 4991 8Apr 45 Arobion Airlines, May 48
Corole Lombard oboard as C-49J-00 (42-1966). Reregistered N26214.
358 N08953 2027 1210n38 OC-3B-202A Impressed by UlAAF 01 (-84-00 142·57513). 14 Leased feb 51. laid 10 Wisconsin (entrol Airlines,
Built as (-53s
Jun 42-23 Oc144. leased to Northeast Airlines. 10 feb 51
Reregistered N1B953 lold 10 Union Iteel &Wreck- 34B NC19939 4992 18 Oct 44 OC·3·454 Ordered by Ameriton Airlines, impressed by UIAAf 368 NCI8619 4819 29Jon45 OC-3-405 Ex-UlAAF (-538-00 (41-200491. leased from
ing Co., 5 May 53. laid to Ozark, 19 May 53 laid 01 C-49J-00 142·19671. Ex-Braniff. Reregistered Defense Plont Carp. from 29 Jon 45 -I Ocl49
10 Logsdon and Oovon, 14 Oec 65 N19939. laid to Union Iteel &Wrecking Co., 331 NC41/51 4856 4feb42 OC-3-405 Ex-UlAAf (.53-00 (41-20086). Relurned 8May 42.
359 N08954 2028 17 Jun 38 OC·3B·202A Impressed by UlAAF us C-49F·00 (42-566231, 8 16 feb 53 Assigned to lOthA.F.lndio
Jun 42-6 Jun 44. Reregislered N·18954. lold 10 365 NC19940 4994 200cl44 0(-3-454 Ordered by 8roniff, impressed by UlAAf as C-49J- 330 N(41/50 4857 4feb42 OC-3-405 Ex-UlAAf (-53·00 (41-200871. Returned 10 May
Union Iteel &Wrecking Co., 27 Dec 52 DO 142-19701. Reregistered N19940. laid to Beldex 42. Assigned 10 10th A.f.lndio
379 N04931 2118 12 Apr 39 OC-3·209B Reregistered Nl4931.leased 10 W""nsin Central Carp., II. Louis, MO, / Aug 52 332 N(41752 4870 1feb 42 OC-3-401 Ex-UlAAf C-13·00 (41-20100). Returned 8Mar 42.
(later North (entroIAirline). 6 Feb 52, Ihen bought 334 NO 8040 4997 19 Apr 45 0(-3-4\4 Ex-UlAAf C·49J-00 (43-1968). Leased Oct 49. Assigned 10 10lh A.f.lndio
30 Apr 54 Returned 10 War Assets Administrolion, 1 Oct 49 337 NC44783 4903 30 May 45 OC·3-405 Ex-U5AAF (.53-00 (41-20133). Wilhdrown from
380 N04932 2119 16 Apr 39 OC-3-209B Reregistered N14932. laid 10 Remmert WeNer (orp., 346 N(300/9 6264 18 Jun 44 0(·3·4\4 Ordered by (hicogo &loulhern, impressed by use 14 Nov 49. leased Nov 49. laid 10 Monsanto
2B Jul50 UlAAF as (·49)·00 (43-19811. Reregistered Chemiwl Co., 28 feb 50
381 N04933 2120 lB Apr 39 OC·3·209B Reregistered NI4933 laid 10 Union Iteel & Wreck- N30079. laid 10 Beldex Carp., It. Louis, 22 Oct 12 369 NCI8165 4911 9 Feb 45 OC-3-401 Ex- UIAAF C·53-00 142-6459). Withdrown from use
ing Co., 24 Aug 53. laid to Ozark, Mar 54. Reregis· 344 NC38940 6331 1/ Moy 44 OC-3-45\ Ordered by Eostern Air lines, impressed by UIAAf os 21 Dec 48. laid 10 lockheed Aircroft Carp., 53
tered N1400. Traded to Foirchild Hiller for F-277A, C-49K-00 143-2006). Reregislered N38940. laid to 361 NC44996 4936 211ep45 0(-3-405 Ex- UlAAF (.53·00 142-64841. Reregislered
24 Aug 66 Associoted Air Tronsport, 10 feb 53 N44996. Leased Mar 50. lold 10 Noveo, II. louis, 2
394 NCI55B9 2243 28 May 42 OC-3-2m Ex-Ameriton Airlines. laid 10 Kirk Kerkorion (LAAI). 345 NC38941 6332 1/ May 44 OC-3·45\ Ordered by Eoslern Air Unes, impressed by UlAAF as Mar 50
8 Oct 52 C-49K-OP (43·20071. Reregislered N38941. laid 10 305 NC86589 4939 2 Nov 45 0(·3-405 Ex- U5AAF (.53-00 (42-6487). Reregistered
395 NCl5591 2245 28 May 42 OC-3-2m Ex-American. lold to Union lleel &Wrecking (0., 7 Wisconsin Cenlrol Airlines, 27 Feb 51 N86589. lold 10 Beldex Carp., II. Louis, 28 Oct 52
0" 53 loldlo Ozark Airlines, 57. Reregistered 349 NCI9941 6333 19 Oct 44 OC·3·45\ Ordered by Eastern Air Unes, impressed by UlAAF as 366 NC49551 4940 12Jon45 0(-3·405 Ex- UlAAF C-53-00 (42-6488). laid to Beldex
N1380. Troded, Fairchild Hiller lor F·277A, 15 Dec 66 (-49K-00 (43·2008). Reregi~ered N19941. lold 10 Corp., It. Louis, 29 Oct 52
396 NC19974 2250 27 May 42 OC·3·2m Ex-American Airlines. Reregislered N19974. laid 10 Kirk Kerkorion (LAAI). 2Oct 52 367 NC49542 4947 12Jon45 OC-3-405 Ex- U5AAf C·53·00 (42-6495). leased from UI
Beld" (orp., II. Louis, MO, 6Jan 53 Defense Plonl Corp. Returned 10 War Assets Adminis-
388 NCI947 3296 5 Mar 41 OC·3-362 Reregistered N1947. laid 10 Beld" Carp., It. louis, Built as (-47s trolion, 14 Jon 49
MO, Feb 53. 332 N(18573 7318 9 feb 45 OC-3A-4D5 Ex-UIAAF (.53·00 142·473761. Ex·UI Defense
322 NC51831 4544 19 Oct 46 0(-3-360 Ex-UlAAF (-4/-0L 141-38616). lold 10 Union Iteel Plonl.leosed feb 50. laid to loulhern Airwoys InL,
389 NCl948 3298 7Mor41 0(·3·362 Reregistered N1948. lold to Union lleel &Wrecking &Wrecking Co., 18 Dec 53
(0., 27 feb 53 Feb 50
321 NC5l194 4790 19 feb 46 OC-3-360 Ex-UlAAf C-4l-0L 141-18629) laid 10 Union Iteel 336 N(34417 7337 16Moy45 OC-3-405 Ex-UlAAf (.53-00 (42-47376). leased Jon 52. laid
390 NC1949 3299 II Mar 41 OC-3-362 Reregislered N1949. laid 10 Union lleel &Wrecking &Wrecking Co., 29 Dec 53
(0., 24 Mar 53 10 Northeast Airlines, Jon 52
200 NC86567 6044 24 Oct 45 OC·3·360 Ex-UlAAf (·47·0L 141-38661), leased ond relurned 364 NC4539/ 11625 120cl45 OC-3·457 Ex·UlAAf (·53·00 (42-686981. Reregislered
343 NC2B383 4091 15 Apr 44 OC-3-201f Ex-EOIlern Air Unes. Ex-U5AAf C·490·00 (41- 10 War Assets Administrotion, 22Jon48
65583). Reregistered N28383. Croshed oher double N45397 as OC·3A. Leased Oct 42. laid to Key Cool
323 NC5l167 7384 16Feb46 OC-3·360 Ex-UlAAF C-4/-0l 142-56901. Reregislered (0.,53
engine loilure, luel slorvolion, Chi"go, I~ 2Jul46 N51167. laid 10 Leeword Aero loles, Apr 57 303 NC86558 11665 26 Oct 45 OC-3-457 Ex-UlAAF C-53·00 (42-68738). Reregislered
324 NX5l165 7386 16 feb 46 0(-3-360 Ex-UlAAf C-4/-0L (42-5692). Reregislered N86558.leosed 49. laid to fairways Corp. 53
N5l165. laid to leeward Aero loles 340 NC45365 11670 30 Nov 45 0(-3·457 Ex-UlAAf C-53O-00 (42-68743). Reregistered
Ordered as D(-3s-Built as (-49s Ex-UlAAf C·47A·15-0l (42-23412). Reregistered
204 NC54548 9274 2110n46 OC·3·4\6 N45365. Leased Mar 50. laid 10 Hemisphere Export
Retired Oct 52 N54548. laid to Air France, I Aug 49 362 N(44997 11685 211ep45 OC-3-457 Ex-UIAAf (·130·00 142-687581. Ex-Uniled Air
342 NC28393 3251 12 Apr 44
EPAAM 9321 25 Apr 47 OC-3 Ex-UlAAF C-4/A-20-0L 142-23459), ex-RAf IMiddle Lines. Reregistered N44997. lold to Horseshoe
399 NC38943 3280 31 Jon 44 OC-3-357 Ordered by Oelto Air Carp. Impressed by UlAAE Ex·
East), ex-Ironian Airways. Sold 10 Saudi Arabian Air- Development Corp., Apr 57
UlAAF, C·490-00 142-65584). Reregislered
lines, May 48 302 NC86544 11689 17 Ocl45 0(-3-457 Ex-UlAAf C-530-00 (42-68762). Reregislered
N38943. laid 10 Wisconsin (entrol Airlines (North
205 NC3519 9381 24Apr46 0(·3·4\6 Ex-UlAAf C·47A·20·0l (4223519). Ex·federol Uq- N86544.leosed 5/. laid 10 (ruzerio do lui Cof A.,
(entroIAirlinesl, 9Jon 51
uidotion Company. ET-T-17. laid 10 loudi Arabion 2/ Jun 58
335 NC12942 4141 4 May 45 OC-3-3B9 Ordered by EOIlern Air Unes, impressed inlo UlAAf
Airlines, Moy 48 339 NC45364 11699 l1ep45 OC-3-457 Ex-UlAAf (-530-00 142-687721. Reregistered
as (-490-00 141-77161, 30 Oct 41. Leased from UI
EPAAL 9469 18 Apr 47 OC-3 Ex-UlAAf C-4/A-30-0L (42-426071. Ex-lronion Air- N45364. leased Mar 50. lold 10 Hemisphere Export
Government (War Assets Administration). Reregis-
ways. laid 10 loudi Arobion Airlines, May 48 360 IlC453/6 11730 11 Oep 45 OC-3·457 Ex-UlAAf (-530·00142·68803). Reregislered
lered Nl2942.leosed Oct 49. Relurned I Oct 49
207 NC34985 12025 6 Nov 46 OC·3 Ex-TACA N45376. Leased Jon 50. laid 10 (ruzeiro do luI, C
338 NC44B97 4986 27 Jun 45 0(·3·45\ Ordered by TWA, impressed by UlAAf as (·49K·00
327 N(88823 13073 26 Nov 45 0(·3456 lold to Union lleel & Wrecking Co., 29 Dec 53 of A., 20 May 50
143-19991. Reregistered 114489/. Leased Apr 12.
EPAAl 13556 5Moy47 OC-3 Ex-lronian Airways. Sold 10 Saudi Arabian Airlines, 301 NC86543 11737 17 Oct 45 0(-3·457 Leased Oct 52
laid to Beldex Corp., II. Louis, MO, 30 Apr 12
May 48 300 NC86585 11741 31Jon46 0(-3·457 leased Oct 52
347 NC30081 4987 21Jun44 OC-3-454 Ordered by Ameri"n Airlines, impressed by UIAAF
328 NC88824 13678 26 Nov 45 OC·3·456 Sold 10 AllonlicAviation Services 363 NC44998 11752 IJul45 0(-3-457
as C-49J-00 143-1962). Ex-Islond Airlines. Reregis- Ex-UlAAF (·4/A·25-0K. lold to American Monoge-
326 N(88822 13757 27 Nov 45 OC·3·456 IIC53622 52871 11 Apr 42 OC-3 Ex-Ilortheosl Airlines. laid 10 UI Gov!. Dec 43
lered N30081. laid 10 Union Iteel &Wrecking Co.,
menIAssoc.lnc. 208 ET-T-19 9321 26 Aug 46 C-47-A Ex-EI.C. laid 10 loudi Arobion Airlines, May 48
31 Mar 53 Leased from UI Government. Relurned Mar 47
1lC88725 19680 10 Dec 45 OC-3

40
The Douglas Twins DC·l (length 60 feet)
The DC-l (and the DC-2) were distinguished
from the later aircraft by the narrow, flat-sided
fuselage, and small vertical stabilizer. The DC-l
had six cabin windows per side. Powered by two
650-hp Wright Cyclone engines, it was a giant
o airplane for its day (see pages 33-35).

DC-2 (length 62 feet)

The DC-2 added one more cabin window to
each side. Engine horsepower was improved

•• 0 D
to 800 hp, and larger landing lights were

~~.~
added to the nosecone. All other structural
details were quite similar to those of the
DC-l (see pages 34-35).

DSTJDC-3 (length 64.5 feet)

The DST had a longer and wider cabin, with one
more window added to the DC-3 version, and an
eighth cabin window on the left side of the aircraft
• •• • • • •
for the DST. Most noticeable feature of the 'sleeper'
DSTwas the small horizontal "bunk" windows
above the main window line (see pages 38-40).

C·47 (length 64 feet)

The most abundantly produced version of the DC-3
family, this military aircraft was considered by General
Eisenhower to be one of the most essential pieces of
machinery of the Second World War. Note the addition of
cowl flaps, highly modified engine nacelles and tailcone,
and a glass 'astrodome,' through which navigators took
celestial and solar sightings.

41
Enter Howard Hughes
Enter Howard Hughes
After Charles Lindbergh, and sharing fame with Amelia
Earhart, Howard Hughes was America's most famous avia-
tor personality in the 1930s. He was admired by the public,
respected by politicians who were aware of the power of his
wealth, and recognized by the aviation community for his
achievements. His wealth had been inherited from his parents
who had died in the early 1920s, and at the age of 18 he began
to expand the family business, the Hughes Tool Company,
which held close to a monopoly of oil drilling bits.
The Phenomenon
Taking to the business world like a duck to water-one com-
mentator said that he ran his entire operation "out of his hip
pocket for nearly 40 years"-he worked hard and played
Howard Hughes, heir to an oil indus-
hard. He made films, including such epics as Scarface, Hell's
try fortune, record-breaking aviator,
Angels, and The Outlaw. He romanced movie stars and flew
airplanes. Everything he did was at the highest level of attain- movie director, airplane builder, took
ment, and this included his flying activities. Having won the over TWA. in 1937. Unlike previous
corporate owners, he was passion-
Sportsman's Trophy in 1934, he founded the Hughes Air-
craft Company and built-and flew-a racing airplane, the ately interested in developing both the
airline and the airliners that it oper-
H-l, and beat the world's landplane speed record in 1935.
The following year, in a Northrop Gamma, he broke the ated. He was only 32.
transcontinental speed record, and in 1937 broke it again, in
his H -1. In this latter case, he flew at an altitude of 14,000
feet, using oxygen, and received the Harmon Trophy. In
July 1938, in a Lockheed 14, he flew around the world in less
than four days, averaging 202 mph. He had made meticulous
preparations, and demonstrated systems ofradio communica-
tion, weather reporting, and navigation that were in advance
of their time. The aircraft was known as 'The Flying Labora-
tory,' and for this flight, he received the Collier Trophy from
President Roosevelt himself.
Into the Airline Fray
Howard came into the airline industry, the(efore, with
impressive credentials. By 1937, TW.A. had passed out of
the control by the Pennsylvania Railroad and North American
Aviation (by the conditions of the 1934 Air Mail legislation)
and was owned by Yellow Cabs' John Hertz and Lehman Jack Frye was already president of
Brothers, the investment bankers. TW.A. President, Jack TWA. when Hughes took control. Jack This picture epitomizes the tremendous impetus given to the United
Frye, did not apparently like the control and approached had taken the office in 1934, and had States airline industry during the latter 1930s. The busy scene can
Hughes with a view to starting another airline, which Hughes earned everlasting fame in the airline be contrasted with that of what was then a modern airport in the
would finance and Frye would manage. Howard had another world by sponsoring the Douglas late 1920s (page 19), only a decade earlier. The DC-3 was truly the
idea. In April 1939 he bought 25% of TW.A. stock and by DC-2. Partnering with Hughes, he
was to help in creating another bigger
first transport airplane that could be called a modern airliner; and
1940 had increased this to a dominating 78%. He took over a
great airline and set about the task of making it even better. and faster generation of airliners. but for T.W.A. it might never have happened.

42
Stinson A (tri-motor) (Marquette)
8 seats • 160 mph

Engines Lycoming R·680 (260 hpj x 3

MGTOW 10,200 lb.
Marquette's Stinson A wore the original American Range SOO miles
Airlines blue and orange color scheme with the addition
of the Marquette winged logo on the aftfuselage.
Length 37 feet
Span 60 feet
Stinson ATrimotor
In January 1938, Midwest Airlines was formed in St. Louis. The name was changed almost
immediately to Marquette Air Lines (named after a French missionary-explorer of Upper
Michigan) and it promptly leased four Stinson Model A tri-motors from American Airlines. It
began service on 20 April of that year under Mail Contract AM 58 on a route St Louis-
Cincinnati-Dayton-Toledo-Detroit.
Important Route Extension
Within a few months, the directors approved the purchase of the stock by T.w.A. which leased the
route from 14 August 1940. The Civil Aeronautics Board delayed giving the takeover its blessing
for two years, but the purchase was completed on 5 December 1941. The 564-mile route, which
gave T.WA. an important link from Detroit to its transcontinental trunk line, cost $350,000.

MARQUETTE'S STINSON A flEET

_.~

Regn MSN Delivery Date Remarks and Disposal I

.i
NC15153 9113 Purchosed from Ameri(On ,.J
NC1514 9114 Airlines. Sold 10 Winston "/ ILLINOIS
NC15157 9117 ),,,,,,,,,"..,1 W. Krotz, 31 Aug 40, and
evenluolly exporled to Toto
I
I
"

NC15162 9127 Airlines, Indio, 20 Aug 41

"" I

Marquette boughl ils smal/fleet of Slinsons from American Airlines,

REGD
and kept Ihe same paint scheme.

43
 Above the Weather
Up, Up, and Away clouds that could not be avoided. The term "air pocket" was
T.W.A. had been experimenting with high-altitude flying for used to describe sudden, sometimes violent, changes of alti-
most of the 1930s, ever since ex-Naval Lieutenant D.W. tude, in which the aircraft would drop suddenly, and so would
"Tommy" Tomlinson started serious work in 1934 with the the passengers, except for their stomachs. Air sickness, rare
Northrop Gamma (see page 27). During the two years 1935- today, was a common occurrence in the 1930s.
1936, he was estimated to have done more flying (with
oxygen equipment) at altitudes above 30,000 feet than all
T.W.A. Does It Again
The introduction of the Boeing 307 Stratoliner, described
other pilots, military and civil, combined. His experience-
on the opposite page, was the first commercial aircraft to
in practical terms exclusive to T.W.A.-led to the conclusion
incorporate cabin pressurization to eliminate the discomfort
that 95% of all weather problems occurred below 16,000
of low altitude flying. Even though the differential against
feet, so that an aircraft that flew at 20,000 feet would be
sea level pressure was only 2-1/2 lb/square inch, this was
much smoother in flight, and faster.
enough to enable the 307 to cruise at 20,000 feet "above the
Improved Comfort Level weather." Although on the transcontinental route, two stops
The full benefit that such an innovation brought to the airline still had to be made, and sometimes three, when T.W.A. inau-
clientele is sometimes forgotten. Unpressurized DC-3s, gurated the service on 8 July 1940, it cut the coast-to-coast
which were flying 85% of the airline mileage in the United time to less than 14 hours, some four hours quicker than the
States by 1940, were a great improvement over the old Fords; DC-3's. One of the economies for the airline was a marked D. W Tomlinson was always known as Tommy. For TWA., he pio-
but they still had to fly at low altitudes and through weather decline in the budget allocated for the purchase of sick-bags, neered the techniques and analyzed the operational requirements
that was too often very turbulent, mainly because of low and, in those days, sick-cups. for high altitude flying. This led directly to the introduction of pres-
surization, first in the Boeing 307, and later in the Constellation.
He was encouraged by Howard Hughes, who-in more ways than
one-did quite a bit of high flying himself.

While Tommy Tomlinson was exploring the realms of higher altitude and higher speed, the
last veteran of a bygone age saw brief service with TWA. In 1935, a Ford Tri-MotOI;
fitted with floats, was delivered from New England and Western Transportation (and ex-
Eastern Air Transport) on 26 April 1933. NC-410H (l17sn 5-AT-69) operated a shuttle
service in the New York Harbor area, carrying passengers from outlying points. The
This photograph illustrates vel)' well the much-promoted claim that the Stratoliner could fly "above the weathe!:" aircraft was sold to Colombia's SCADTA on II February 1936.

44
Boeing 307B Stratoliner
33 seats • 220 mph

B
~c)TRA~rO'~LIN:"":"=E~R
E
I
N
G
The 307 was T. WA. s first aircraft to incorporate
the use of white in its bare metal color scheme. Engines Wright GR-1820 Cyclone (900 hp) x 4 Length 74 feet
MGTOW 42,000 lb. Span 107feet
Boeing Fights Back Range 1,250 miles Height 21 feet
T W.A.'s introduction of the Douglas DC-2 in 1934 had been a severe blow to the Boeing Com-
pany. But it was still a driving force in the military field, and its B-17 Flying Fortress bomber
-named because of its impressive array of defensive armament-ensured its survival. Boeing
engineers and designers adapted the B-17 as an airliner by substituting a commercially accept-
able fuselage but keeping the same wing, tail, and four engines. The result was the innovative
Boeing 307 Stratoliner.
The First Pressurized Airliner
The fuselage was the most notable advance in design and construction since Jack Northrop's
monocoque replacement of the steel framework. The fuselage of the Boeing 307 Stratoliner
was hermetically sealed so that, by maintaining the same pressure inside the cabin as at low
altitudes-at the equivalent of 8,000-10,000 feet-the 307 could climb to higher altitudes
without discomfort to the passengers or crew. It was advertised as "flying above the weather" sturdy airplane and eventually did valuable work in Vietnam. One survives and has been
restored by the Boeing Company for a future exhibit at the Smithsonian Institution's National
and the term pressurization soon came into use. The name Stratoliner neatly conveyed the idea
of reaching for the stratosphere, which in 1940 was perceived by the flying public as almost Air and Space Museum.
like flying into space. T.W.A. BOEING 307B STRATOLINER FLEET
Delivery Aircraft
An Eventful Life Fleet No. Registration MSN Date Name Remarks
Although T w.A. and Pan American both put it into service in 1940, the Stratoliner's airline life 400 NC19901 1996 6M,y40 Comanche 1,ld I, UIMF, 16 Mar 41 " C·71; rel,rned 6Jan 44
was commercially short. The aircraft's fuel capacity was limited, to the extent that it did not 1,ld I,AlgleAzur, French ,irline, 17 Jun II
401* NCI9906 1998 10 M,y 40 Cherokee 10Idl,UIMF, 1Mar 41 " C·71; relurned 1 Oec 44
have trans-ocean range, at least with an acceptable payload. But Boeing was a little unlucky, in 1,ld !,AlgleAzur, Jun II
that before improvements could be made, as is normal with all great airliners, the outbreak of 401 tlC19907 1999 IOM,y40 Zuni 1,ld 10 USMF, 10 Jan 41" C·71; relurned 10 Oec 44
S,ld I' Algie Azur, 14 M,y II
the Second World War disrupted both demand and production. Only ten were built, of which 403 14 M,y 40 Apache Said 10 USMF, 13 Mar 41" C·71; relurned 19 Oec 44
NC19908 1000
TW.A. had five. It entered service on the transcontinental route on 8 July 1940. As explained Sold I,Aigle Azur, 9Julll
in the following pages, it suffered the ignominy of having its pressurization system removed 404 NCI9909 1001 4Jun 40 Navoio 1,ld 10 UIMF, 17 Dec 41" C·71; relurned 19 Nov 44
Sold 10 Aigle Azur, 1Jun II
so that the weight saving permitted a payload to be carried across the Atlantic. The 307 was a
*No. 401 was flown" '#X/940' far publicily onJ promo/ion purposes.

45
 Paa8 13 of l' Pages

War Effort
Aprll, 1942

S;,J?~·~qy C? 'i:T!A C:?~'I'lONS

ovm ROl;'I'EiS OF
FA:\-A?R!DA. LTD.

Wartime Servi(e
When the Douglas DC-4 went into service, it was popularly
thought to be a commercial version of the military C-S4. But Otis F. Bryan was President Roosevelt's personal pilot during
the C-54 was the production version of the original DC-4 that the wartime years, and he managed TWA. 's International
was the result of a joint specification by the "Big Four" air- Division in 1947.
lines and Pan American for a four-engined airliner. The com-
bined order, placed on 26 January 1940, was 61 aircraft. The BOEING 299 (B·17G) FLEET
first one flew on 14 February 1942, only two months after the 42-31294 6408 3Jul44 UlAAf B-17G·1 O·BO (42·312941_ TWA_ controtted to do research
United States entered the Second World War. }:r..: 4!U/42 1248 N-l?~7 inlostolic precipitation {see lexllhis pagel on 16 Nov 43. Acquired
AC?, 4/14/42 1447
l.A..."{ 4/17/42 1150 from UlAAf 3Jul 44, returned 30 Apr 46
f.?'l 4/18/42 0615 NX-4600 26 Jon 46 Ex-UlAAF B-17G-l01-VE (44-8\72B). Converted by Baeing for
The Stratoliner at War c.. . !. 4/15/42 1440
also Nl-IB
8637
executive use. Flown by TW.A.. uew to corry delegation to lATA Con-
On I April 1941, with war in Europe, and the United States ference in Cairo, Egypt, 29 Oct 46. lold to Ihe Ihoh of Persia (Iron)
supporting the Allies with Lend-Lease, TWA. established the as his personal aircraft in Apr 47 (regn. EP-HIM)
Eagle Nest Flight Center at Albuquerque for training and
engineering work. The Boeing 307s were withdrawn from The T.W.A. Flying Fortresses
service on 24 December, and contracted to the War Depart- On 16 November 1943, a TWA. Boeing B-17G Flying
ment. During February 1942, they were flown to Albuquerque Fortress (Boeing 299) was contracted by the USAAF to
for conversion (see page 47) and designated C-75s. TW.A. cre- engage in a weather research program. Based at Kansas City,
ated the Intercontinental Division (ICD), headed by Otis USAAF records show that TWA. was soon contributing to it flew to all corners of the world: Alaska, South America,
Bryan, and which operated separately from the domestic air- the war effort, with its Stratoliners flying across Africa. South Africa, and across the Pacific. The title passed to
line network. (National Archives, courtesy Tom Culbert) TW.A. on 3 July 1944, and Three Kind Words-as the aircraft
By the beginning of April 1942, T.WA.'s ICD 307s was called---completed 32,000 miles of research flying before
were in Africa. On 26 February one had made its first 10ng- it was returned to the Air Force on 30 April 1946.
distance flight across the South Atlantic (see map), with a DOUGLAS (·54 FLEET Another B-17G was also flown by TW.A. after the end
cargo of 25,000 rounds of armor-piercing shells for the Delivery of hostilities. It was converted for executive use and used to
British Army in North Africa. On 20 April the first flight Registration MSN Date Remarks fly a delegation to an lATA (International Air Transport Asso-
across the North Atlantic landed at Prestwick, Scotland, and 41-20137 3050 I Dec 42 Ex-UIAAf C·54-00 (41·20137). leased to T.W.A. Dec 42-9 Jon 43_ ciation) Conference in Cairo on 29 October.
from 22 April the South Atlantic crossings were made regu- This was the first (·54 built.
41·32939 3114 8lep 42 Ex-UIAAF C-14-DO (41-32939). Croshed, Poromoriho, 15 Jon 43
larly. One flight, returning from Cairo, picked up Jimmy
Doolittle, returning from his famous raid on Tokyo. On 10
July, the airfield was completed at Ascension Island, and by
October the crossing was essentially a shuttle service. A
thousand crossings were made in eighteen months-the
equivalent of a round trip every day.
T.W.A. Tests the (-54
Pan American Airways was the airline with the flying boats
and its aircraft were transferred to the U.S. Navy for wartime
logistics work. Meanwhile, C-54s were delivered to the U.S.
Army, which, however, was inexperienced in overseas and
over-ocean flying and navigation. With its Boeing 307s
already requisitioned for military service, TW.A. was
entrusted with the task of making special proving flights. Two
aircraft were leased to TW.A. in 1942 (see tabulation) and the
airline had the honor of operating the first C-54 to be built. One ofT WA. 's Strato!iners, ill wartime uniform.

46
Post-War Reconstruction
Return of the Stratoliners
On 28 April 1944, the last Boeing 307 Stratoliner was returned
to TW.A. when Air Transport Command had received suffi-
cient Douglas C-54s, which could carry more load and for a
longer distance. During their military use, the 307s had been
flown intensively and were badly in need of renovation. This
was done at Albuquerque; and between 14 March and 24 April
1945, the fleet was re-certified for commercial use, and desig-
nated SA-307B-Is, after thorough modification and inspection.
Scheduled services were resumed on I April and, until 15 Feb-
ruary 1946, they were the only four-engined landplanes in
service by U.S. airlines.

Early Coach Class

The fate of all airliners is to be relegated from the front line
when a new generation makes its appearance. In the case of
TW.A.'s Boeing 307s, they stayed in service and added one
more claim for recognition in their eventful history. On 31 May
1949, the Stratoliner Coach Service began between New York
and Chicago, via Pittsburgh. The fare was $29.40, a reduction
of 30% from the regular fare of $44.10. No meals were served
A T.WA. Stratoliner injlight. Note that, even with this 1940s airlinel; the first with cabin pressurization,
and reservations had to be paid for in advance. But it was one
the landing gear was not fully retractable.
of the best of the such promotional fares, first launched by Cap-
ital Airlines in 1948, in response to the growing popularity of
bargain offers by the non-scheduled charter airlines.

Old 307s Never Die Some of the Stratoliners

As the Constellations took over all the overseas routes from the
had an interesting fate.
DC-4s; and the DC-4s supplemented the DC-3s on the domes-
After service with the
tic network, even the veteran 'Gooney Birds' were retired.
French airline Aigle
Their departure was speeded by the pending arrival of the
AzUl; they were
Martin 202 (see page 61), one of the airliners sometimes
dispersed after the "f.BElU
described as the "DC-3 Replacement," about the same size as
the Stratoliner, but more powetful, faster, and, with two fewer
engines, more economical. The Boeing veterans were retired
French colonial regime
in lndo-China came to
an end. Early in 1964,
CIC
from May 1950, the last one on 1 July 1950. They were sold
tIVO of them passed to
to the French airline, Aigle Azur, which operated them in var'-
the Compagnie lntema-
ious roles in Europe, and when the French met with the grow-
tionale de Transports
ing nationalism in their Indo-China colony, they flew troops to
Civils Aeriens (C1C).
and from Saigon. They performed a var'iety of missions there,
They provided a service
and during the Vietnam War', were used for United Nations liai-
betIVeen Saigon and
son work, flying between Saigon and Hanoi, under the title (if
Hanoi, on behalf of the
not the colors) of CIC (see caption to photograph.) All the
International Control
TW.A. 307s came to ignominious ends, but one of the Pan
Commission, (photo
American planes is preserved (see page 45).
courtesy Roger Bentley)

47
The Cabin Crews
United Air Lines was the first airline to introduce female
cabin attendants, in 1929, but other airlines were not in a
hurry to follow suit. The main qualification was to be a qual-
ified nurse, because the fear of flying was not uncommon,
and passengers often needed attention to calm the nerves as
well as to calm the stomachs, resulting from the uneven, and
sometimes roller-coaster-like rides in the lOG-mph Ford Tri-
Motors, which could not always avoid turbulent weather.
Reluctance to Hire WOl11en
One reason why the airlines were reluctant to hire women as
stewards was that the idea was thought to be somewhat undig-
nified (in an age when women were still thought to be home- Thefirst graduating class of TWA. hostesses, Kansas City, 6 December 1935.
builders rather than wage-earners). The work was strenuous.
Pan American did not hire women cabin attendants until the
end of the Second World War, because of the long journeys.
Just as the airlines followed railroad practice in many aspects
of their operations, so it was with cabin attendants, with stew-
ards emulating the Pullman Car service on the express trains-
with the exception that airlines still employed white staff
almost exclusively, from the top executives and flying crew to
all who came into contact with the public. These flight attendants participated in a big event
T.W.A. Hostesses on 7. July 1955 for Walt Disney (fourth from left) at
TW.A.'s stewardesses were called hostesses, to reflect the the opening day of Disneyland. The Constellation
nature of the job more graciously, and implying that they did was named Star of Disneyland for the occasion.
more than just bring round the drinks. The first group gradu-
ated at Kansas City on 6 December 1935, and were assigned
to the Douglas DC-2 flights. By 1941, the semi-military style of uniform had given way,for training purposes, to
TW.A. provided the trainees with uniforms and was the a more practical dress style: two-tone green blouse and skirt, with a dashing tam-
only major airline to do so. The jackets carried a patch that 0' -shanter hat. (Photo courtesy John Wegg collection)
read "TWA Student Hostess," a practice that implied that they
should comport themselves in training as would be expected
when they started to work on the line. F,,,,,,aze
'oz

Airborne Memories
A camaraderie emerged that survived into the retirement
years. This has taken the form of former flight attendant
groups, such as Clipped Wings and Silver Wings. They
meet regularly and keep in touch through newsletters, chap-
ter meetings, and annual conventions. Clipped Wings pro- Kathryn
duced a handsome volume, Wings of Pride, honoring a great Rhodes,
profession. The Clipped Wings maintain a 'fashion archive' TWA.s
of TW.A. uniforms worn throughout the years and enjoy first chief
presenting fashion shows, in which members model their hostess,
own uniforms from bygone days. 1936. This uniform was in vogue with This was the dapper uniform
the first Super-G in 1955. of the Jet Age in 1967.

48
Flight Deck Memories
The Importance of Navigation prop himself into the circular aperture, and take the necessary
During the earliest years of conunercial flying, the importance of sightings, either by day or by night. But the situation was differ-
fmding the way accurately was soon made clear. Too many pilots ent with pressLlIized types.
were killed simply because they were too busy trying to keep The Boeing 307 gave no trouble, as the pressurization dif-
their machines in the air, especially in conditions of zero visibil- ferential was small. With the post-war Lockheed Constella-
ity. A compass and air-speed indicator were simply not enough. tions, however, the pressure differential was higher, and this
As time went on, improvements were made, at first on resulted in tragedy. George Hart was on a trans-Atlantic flight
the ground, with the legendary "Lighted Airway," a series of in 1948, taking sextant readings in the astrodome, when he was
high-intensity beacons, acting like street lamps for the early sucked out when the glass canopy failed. Thereafter the navi-
airline pilots. Then came better radio and radio ranges by the gators were supplied with a well-secured hamess which they Ralph Alderman prepares a K. W Woolsey demonstrates
early 1930s, and then ADF (Automatic Direction Finder) in wore when using the astrodome. This was later eliminated T. WA. s new ADF (Automatic
flight plan at the dispatch
the latter 1930s. With the improvement of airliners from the with the introduction of a periscope sextant (see illustration). office. (Photo courtesy John Direction Finder) "homing
Ford to the DC-3, the need for accuracy was becoming criti-
End of a Profession Malandro) loop" antenna in J937. (Photo
cal, as there was little time to find alternate places to land. courtesy John Malandro)
Even the DC-3 needed something better than a small field During and immediately after the Second World War, tremen-
surrounded by trees. dous advances were made in navigational technology, aided by
improvements in radio and especially radar. The introduction
The Navigators of doppler, a quadrantal echo-measuring device, was the har-
Until the outbreak of the Second World War, the only airline binger offurther developments. Then the arrival of INS (Iner-
that needed skilled navigators was Pan American Airways, as tial Navigation System), which combined the precision of Francis Harland at
it was the only operator privileged to operate long-distance gyroscopes with accurate accelerometers, sounded the death- a Constellation
trans-ocean flights. The exigencies of war, however, demanded knell for navigators. The accurate readings on the pilots' Navigators Table
"all hands to the plough" and TW.A., possessing the only four- (Photo courtesy
instmments made them redundant. TW.A. retired its last nav-
/' John Malandro)
engined landplanes in domestic service, was called upon to igator in the fall of 1964. With today's GPS (Global Position-
transfer its Boeing 307 Stratoliners to the United States Army ing System), thanks to the almost incredible accuracy of
Air Forces (USAAF) for important overseas logistics work. satellite monitoring, even a two-man crew can easily handle
TW.A. hired the experience where it could find it: from both the flying and the navigating.
the merchant navy, even from Pan American. The new mem-
bers of the flight deck quickly assumed the vital role, in which The Engineers
their level of importance was such that, although only 'two- Another profession which has been usurped by the march of
ringers,' no wise captain would take off without the naviga- technology is that of the flight engineer. When the four-
tor's approval. Also, with a landplane such as the 307, it was engined landplanes were introduced, they carried an engineer,
not enough to get close. Pan Am's flying boats could, at a like Pan American's Clipper crews, to monitor fuel consump-
pinch, alight in a stretch of smooth water if it missed the exact tion and balance, electric power and distribution, hydraulics,
destination flying boat base. When the 307 entered service, a pressurization, and engine pelformance. The big airliners
mere handful of airports in the world had hard-surfaced run- were sensitive to the balance of fuel in the tanks, an imbal-
ways, and few alternate airfields. TW.A.'s navigators, there- anced weight of which would affect the flying characteristics
fore, had to be right on target. As described on pages 50 and of the aircraft. But except for the bewildering complexity of
51, they won their spurs on the two Atlantic routes. Finding very advanced aircraft such as the supersonic Concorde, all
the engineers' functions have been taken over by the comput- The flight engineer was first
Ascension Island was a work of extreme precision. But few
erized "glass cockpits' which-especially with the trend away required on T. W.A. 's four-
diversions ever had to be made. engined Stratoliners, where
from four-engined types to twins-are self-monitoring and
Pressurization Problem self-compensating. TW.A.'s last flight engineers were retired Ralph Alderman takes a sighting the fuel consumption and
For efficient observations with a sextant or octant, the long-range in 2000, along with the last Boeing 727s. Today's airline with the periscope sextant in a weight had to be carefully
airliners were fitted with an astrodome, a circular glass protu- pilots need only their precision instruments and the ability to Constellation (Photo courtesy monitored to maintain the
berance on top of the fuselage which allowed the navigator to John Malandro) balance of the aircraft.
stay awake, or at least alert.

49
 Fleel Dole inlo

Atlantic Service DOUGLAS DC·4 FLEET

No.
608

609
Regn.
N(34577

UC79068
MSN
10541

18368
Service
26 Moy47

Mid 47
Nome Disposal and Remarks
The Mou/mein Pagoda Ex·USAAF (·54B·I·0( 142·723461. Sold to
EOItern Aimoft Soles, Mor 58
[x·USAAF (·54B·I·D( (43·17168). Sold 10
Pacific Overseas Airlines, Feb 48
Fleel Dole inlo 611 U90405 }0489 Lole 49 The liffe/ Tower [X·USMF (·54B·I·D( (42·72384). Pur·
No. Regn. MSN Service Nome Disposal and Remarks chased from Transocean Air Unes. 17 Nov
N(45341 27318 23 Mor 46 The To; Mahal Ex·U5MF (·54[·5·00 (44·9092). Rrsl air· 49. Sold to Amhonol (ompony, 2 Moy 57
Hughes Plays His Cards 600
liner 10 fly overseas (wearing '1ronsWorld 612 N90427 10445 [orly49 The Shannon Ex·USAAF (·548·I·D( (41·72340). Pur·
The Boeing 307 Stratoliners had acquitted themselves well Airline"morking. Sold to Wadi Brothers Inc., chosed from Americon Airlines. Sold to Slick
15 Aug 57. Airwoyl, 15 Jun 56
across the Atlantic during the War (page 46). But when they 650 N(44994 18352 27 Apr46 The A/hambro Ex·USMF (·54B·1 0·00 143·17152)
601 N(4S342 27279 14 Feb 46 The Shamrork [x·USMF (·54E·5·00 (44·90531. Firsl 0(-4
returned from the USAAF early in 1945, they were not suitable in full T.W.A. IOlors. Leased 10 NMhwesl Air· Freighter. 50ld 10 EOIlernAi",o" Soles, MOl
lines, 1951. (rolhed when overshooting 58
for long-range operations when fully equipped for commercial 651 N(86571 10530 14Mor46 The Gates ofSuez Ex·USMF (·54B·1·0( 142·72425) Freighter.
Sondpit,B.C.,19Jon52
passenger use; and they were deployed on selected domestic 602 N(45343 27264 10 Feb 46 The Sphinx Ex·USAAF (·54E·}·00 144·903BI. Sold to Sold to EOIlern Airero" S.les, Mor 58.
routes until the Martin 202s replaced them in 1950. Before this, (horlolle Aircro" (orp. 20 Nov 61 652 NC79067 35949 19 Jon 47 The Shanghai Mer· Ex·USMF (·546·1·00 145·04961. Loosed
603 N(45344 27263 26 Feb 46 TheCo/osseum Ex·USAAF (·54E·I·00 (44·9037). Leased to chant from USAAF ond returned to USAF 1949.
on 10 June 1944, TWA.-stilJ at that time Transcontinental Flying Tiger line, 1958·59. Sold To (alifor· 653 N(14747 35959 11 Feb 47 The Bombay Merchant Ex·USAAF (·546·1·00 145·05061. Loosed
& Western Air-applied to the Civil Aeronautics Board for an niaAirmolive, 24Jun 59 from USAF and returned Jun 54
604 N(45345 27346 28 Feb 46 The Arc de Triomphe [x·USAAF (·54[·15·00 (44·9120). 696 NC79065 36031 20 Sep 46 The Singapore Troder [X·USAAF (·546·10·00 (45·0578). loosed
ambitious, round-the-world network. Such ambition was typi- lrom USAF, returned Oec 47
Destroyed by fire olloGuordio, New York,
cal of Howard Hughes. In 1938, he had already flown around 28 Sep 48 697 NC79066 36052 4Oct 46 [X·USAAF (·546·IO·DO {45·05991. Leosed
from USAF. Returned to USAAF 14 Ju148.
the world (page 42) and he had flown the Constellation into 605 N(45346 27350 7Mor46 TheA"opo/' Ex·USMF (·54[·15·00 (44·91241. Sold to
En,lern Aimo" S.les, Mor 58 Nole: F1eel Nos. 604, 605, and 600 Vlere Ihe filii, second, ond fourlh (·541, relpectively, to be converlerl to commer·
Washington in 1944 (page 52). How much the authorities were 606 N(34538 10517 24 Jun 47 The Sha/imor Ex·USMF (·548·I·D( (42·72412). Sold 10 ciol 0(·41 (by OouglOl 01 [I Segundo), following the end of the Second World Wor. 650·653 were initiolly freighters.
influenced by this coincidence is unrecorded. Coincidence or (olifornioAirmotive, 24Jun 59 696 ond697 used lor pilot troining and Ipeciol service only.
607 N(34537 10454 1I1un47 The Wadel Ex·USAAF (·54B·I·D( 142·72349). leased
not, on 5 July 1945, TW.A was awarded a handsome package to Norlhwesl Airllens, 1948-52. Sold to
of trans-Atlantic routes, and the Pan American overseas EOltern Aimoll Soles, Mor 58 LOCKHEED 18·08 LODESTAR
monopoly was broken.
Fleel Dole inlo
The subsequent rivalry ebbed to and fro, with Hughes and No. Regn. MSN Service Nome Disposal and Remarks
Competition TW.A maintaining close cooperation with Lockheed to pro-
In addition to the predictable 'no-holds-barred' opposition he 241 N(33604 2170 17 Jon 45 leosedoso 9-seat exewlive aircraft.
duce a succession of improved versions of the Constellation.
could expect from Pan American's Juan Trippe, another airline TWA battled with Pan Am's Douglases and Boeing Stra-
had entered the North Atlantic fray. American Airlines had tocruisers for supremacy for many years, as is narrated in the
bought American Export Airlines, formed during the War following pages of this book. Hughes was against a formidable
and operating flying boats under contract to the U.S. Navy. airline establishment, both at home and abroad.
American Export became American Overseas Airlines
(A.O.A.) which began the first post-war commercial scheduled The Second Line
trans-Atlantic flight by landplane, from New York to TWA. still had a back-up fleet, which, fortunately, it did not
Bournemouth, England (London's Heathrow Airport was not need, at least not much. When the War was over, it took up its
yet ready) on 24 October 1945. allocation of Douglas DC-4s which had been delivered to the
Under a plan directed by the C.AB., AO.A. was author- USAAF as C-54 cargo planes. The fleet of 18 aircraft came to
ized to serve northem Europe. Pan Am and TW.A were TWA from February 1946 onwards (see fleet list on this page)
granted rights to several points in Europe, and onwards to and acted as a back-up for the Constellations. Three of them
India. Of the major destinations, Pan Am had the route to were the first, second, and fourth C-54s to be converted by Dou-
London, TW.A. to Paris, and both could fly to Frankfurt. glas back to civilian use.
In spite of Hughes's and TWA.'s vigorous promotion of
the Constellation, and with whose names it will always be most Trans World
prominently associated, Juan Trippe and Pan American actu- The Taj Mahal (named, perhaps, to symbolize TWA.'s
ally beat them into service. A TW.A. Constellation made a extended route network in India) was the first to wear the mark-
proving flight to Paris on 25 November 1945, and took a party ing "Trans World Airline." The term soon came into general use,
of specially-invited guests to the French capital on 3 December but was not officially registered as the name of the airline until
of that year. But when TW.A opened scheduled Constellation 1950. A TWA DC-4 was also the first to operate an all-cargo "lIOns World" wal more thon limply 0promotionoillogon. It Iymbolized T.W.A.'I ambition 10 circumnovigole Ihe globe.
(Model 049) service on 5 February 1946, Pan American Air- trans-Atlantic service, on 15 January 1947. Unpressurized, and The oirline hod opplied to Ihe (.A.B. for 0round·lhe·world lervice 01 eorly 01 June 1944; bUI hod to wail untillhe Poeific
ways had already stolen the thunder three weeks earlier, on 14 outclassed by the Constellation, the four-engined Douglas DC- Route (ose decilion of eorly 19691,ee poge 82) belore completing the globe·cirding route on 31 Oclober 1971. Uke
other airlines, IW.A.lhen found thol mony segments generated insufficienllroHic, and the trons-Pacific and eost Asian
January, with its inaugural service to London. 4s continued as a second line to the Connies until 1964. slolionswere dosed down on 2March 1975.

50
r
I

Douglas DC·4
44 seats • 215 mph

TWA sex-military DC-4s still had the C-54S larger two-piece 'clamshell' cargo doors.
"Machats Law of Color Scheme Variation" is nicely shown here with a rearward-slanting
cheatline leading edge. (Compare to photo).
T.W.A. had been one of the five pre-war sponsors of the DC-4, had conducted a test program
for the first C-54s off the line for the USAAF, and after the War took up its allocation of pre-
war orders (page 46). Often remembered is the DC-4's lack of pressurization and its slower Engines Prall &Whitney Twin Wasp (1,450 hp) x 4 Length 94 feet
speed, compared with the Constellation. But production of commercial Connies was only just MGTOW 73,000 lb. Span 118 feet
beginning in 1946, and C-54s were being converted into DC-4s at a faster rate. Also, the Lock- Max. Range 2,500 miles Height 28 feet
heed airliner was not without its problems. Often forgotten is that, with the exception ofT.W.A,
B.O.A.C., Pan American, and Air France, seven airlines, mainly from Europe, introduced trans-
Atlantic service before 1950 with DC-4s. Also, the C-54/DC-4s were the backbone of the
Berlin Airlift in 1948/49, with more than 200 aircraft performing the greatest humanitarian air-
lift in history. One sturdy survivor is still making the rounds as a flying exhibition today.

THE WARTIME AIRLINERS COMPARED

Dimensions Engines C,uise

r Model Length (It) Span (It) No. Type hp Speed (mph) Seats MGTOW (lb.)

Boeing 307 74 107 4 Wrighl Cyelone 1,200 220 33 45,000

Dougla\ DC-4 94 11B 4 PraN &Whitney 1,450 215 44 73,000
Twin Wasp
Thia DC-4, pictured at Newark, was N45341, Taj Mahal. It was the first T. WA. airliner to fly overseas, lockheed
in 1946, wearing the marking Trans World Airlines. This name quickly came into use, although the cor-
pOl'ate name was not changed until 1950. (Photo by Art Carter)
.
049 95 123
Ronge from 44 10 64, depending on layout.
4 Wright R-3350 2,200 298 54' 86,250

51
Secret Weapon
Performance Goals I
When the United States entered the Second World War in
December 1941, the venerable twin-engined Douglas DC-3
was standard equipment. On the domestic front, only T.W.A.
had a better airliner, the four-engined Boeing 307. It was faster
than the DC-3 (220 v. 160 mph) and far more comfortable,
flying as it did 'above the weather' (20,000 v. 8,000 feet). But
its range was not outstanding.
Dramatic Debut

·~,n
~
In 1927, Charles Lindbergh's solo trans-Atlantic flight
changed the air-mindedness of an entire nation: the press, the
public, the politicians, and the industrialists. In 1944, the air-
line world was unexpectedly confronted with another record
flight, with almost comparable consequences. With one dra-
matic gesture, Howard Hughes electrified the political scene
in Washington, and changed the course of progress in com- Howard Hughes is seen here just after taking GeneraL
mercial aviation technology. This 1944 picture ranks with Charles Lindbergh's landing in Paris. "Hap" ArnoLdfor a sight-seeing flight around the
The Lockheed Constellation had been built at Burbank Howard Hughes and Jack Frye arrive in Washington, having flown town, together with other dignitaries.
under the direction of designer Hal Hibbard to the precise the Constellation in a transcontinental record time.
specifications of Hughes, whose experience as an aviator and
industrialist, with instinctive intuition, combined with his
extensive financial resources, were injected into the design
and construction of an historic prototype.
Moment of Triumph
On 17 April 1944, Howard Hughes and Jack Frye flew the
prototype Model 49, soon to be called the Constellation, from
Burbank to Washington's National Airport in the transcon-
tinental record time of 6 hours, 57 minutes. The effect on a
skeptical administration and military hierarchy was startling.
After flying some congressmen and top military brass on sight-
seeing flights, Hughes turned the new airplane over to Air
Transport Command. T.W.A.'s owner and Lockheed's design
team had ushered in a new era in air transport.
America's Secret Weapon
The Constellation reinforced the supremacy of United States
aeronautics. Peter W. Brooks, distinguished British airline
historian, described the aircraft as "the secret weapon of
American air transport." He pointed out that in 1939, at the
outbreak of the Second World War, the British aircraft indus-
try, whose technical talent was possibly on a par with the
American, in quality if not in quantity of production, had
regarded the DC-4 as the competitive standard. But when the PossibLy one of the most stunning aerial photographs of an airLiner ever taken, over New York's Battel)', the Constellation's elegance
War was over, the Constellation swept all before it. is almost majestic, epitomizing the status ofT. WA. as a global airline power in the post-war years.

52
Lockheed Constellation 049
44-64 seats • 298 mph

••

The 049 Constellation was similar in appearance to the later

749 model, differing only in window configuration and engine Engines Wright R-3350 (2,200 hp) x 4 Length 95 feet
cowling detail. MGTOW 86,250 lb. Span 123 feet
Max. Range 3,000 miles Height 24 feet
Initial Snags
TW.A. acquired 88 of the standard Constellations. Six were ex-military C-69s; 41 were Model
49s (later amended to 049s); and the remaining 41, with more powerful engines, Model 749s.
The inauguration of Atlantic services, on 5 February 1946, is described on page 50. Domestic
services with the Connie began ten days later, and after preliminary trial services on shorter
routes, coast-to-coast service from New York to Los Angeles began on 1 March. But the
satisfaction was short-lived. During the early life of the airplane, several problems had had to
be overcome. The substantially increased performance carried with it increased complexity,
and the Constellation was not immune from the technical 'teething troubles.' Then, from 12
July to 20 September 1946, the fleet was grounded because of a leaking fuel system. No sooner
was this fixed when the pilots went on strike, from 21 October to 15 November.
Ambition Fulfilled
By this time, however, TW.A. was staking its claim to be a fully-fledged international airline.
The European routes were extended to Cairo on I April 1946, to Lisbon and Madrid on 1 May,
and to Bombay on 5 January 1947. All these were inaugurated with the Constellations. This
fine airliner, in spite of an initial reputation of unreliability, soon got into its stride. It was 70
mph faster than the DC-4, had 60 seats against 44 at the same seat pitch, and could fly across
the Atlantic with only one stop instead of two. It sent the Douglas designers and engineers back
to their drawing boards in a hurry, to produce pressurized variants of the old Skymaster.
Many airlines purchased the Constellation, and although the DC-4 filled the bill for a post-
war year or two, most of the trans-Atlantic airlines had the Lockheed airliner in service by the
late 1940s. The British airline, B.O.A.C., had to have them too, as the home industry's com-
mercial airliner projects had been cancelled at the outbreak of the War in 1939.
But until the advent of the Jet Age in 1958, the world of airlines watched TW.A. as it suc- This early Constellation, a Model 049, NC90831, Star of Switzerland, was originaLLy delivered to T.W.A.
cessively introduced newer and faster versions of the classic Constellation series.
In October 1948. (Photo courtesy Jon Proctor)

53
 TWA's Constellation Fleet
Dote into Fleet Dale into
Fleet Fleet Delivery
Disposal and Remarks No. ReQn. M5N Service Name DisPQSQI Qnd Remarks
No. Regn. M5N Service Nome
NQ. Regn. M5N Dote Name DispQsol Qnd RemQrks
Model (-69 (All Model 49-46-1 0) operated for USAAF (Model 49·46·1 0) Model 749A (Delivery 749A-79-521
- 42·94551 1972 Jul45 Wrinen 011.18 5epl45 525 I N54214 11974118 Oct 52 1 Stor 01 Pi((odilly I Ex·U5AF (42·94553). Leased lar pilot lroining.
- 43·10310 1962 Apr 44 Returned 10 U5AAF, Moy 44 * 801 116001C 2633 24 Mar 50 Star 01 New Jersey AT
- 43-10312 1964 Feb 45 Returned 10 U5AAF, Aug 45 IModeI49-46·27) 802 N6002C 2634 11 Apr 50 Star of Kansas Renamed Stor 01 Cre/e. 50ld 10 CHush Avio·
- 43-10313 1965 Jon 45 (Oi,posilion nol known) tion, 10 Dec 65
- 43·10314 1966 Aug 45 Relurned 10 U5AAF, Nov 45 5261 1190926120641 3 Oct 521
Slor 01 Tunis Ex-Pon Amerimn Airwasy. tM 803 N60D3C 2635 24Apr 50 Star of Texas Renamed Star of America, AT
- 43·10317 1969 Moy 45 Relurned 10 U5AAF, J" 46. C"verled 10 Model 40 527 N90924 2054 7 Dec 52 5torolA/geria Ex·Pon Americon Airways. NA. Before entering 804 N6004C 2636 2May 50 Star 01 Morylond Crashed and deslroyed by fire near Wadi Nolrun
-,eeFleeINo.516 I service, used far pilollraining, 3 Jun.-21 Sep. 52
805 N6005C 2637 19Moy50 StorollielV York
(50 miles norlh of Coiro, Egyptl, 31 Aug 50
AT
Model 49 (49-51·25, converted to 49-46-25 in 1946) (Model 49·46·19IC-69C)) 80b N600bC 2b39 29Jun50 Slar 01 Pennsylvania AT
807 N6007C 2643 18 Aug 50 Slor 01 Ohio AT
500 NC86500 2021 II Feb 46 Sior ollhe Mediler· loler F1eel No. 524. NA 548 NX54212 1971 10 Jun 46 Ex·U5AAf. Leased lar pilot troining until 30 Ju146. 808 N6008C 2644 75ep 50 Slor 01 Indiana AT
raneon 549 NX54214 1974 15Moy46 leased From USAAF as pilOIIrQiner; relurned 27 809 N6009C 2645 11 Sep 50 Slor 01 Michigan 50ld 10 AVIANCA. 10 Oct 59
501 IIC86501 2022 4Apr46 Siorollhe NA ** Jun 46. (42 flight hrs only); Redelivered 10 IW.A. 810 116010C 2646 20 Sep 50 Storoll/linois Renumed Star 01 Germony, AT
Persion Gulf as neeilio. 525 (,ee obovel 811 N6011C 2647 10 Dd 50 SlarolMiwuri AT
502 NC86502 2023 29 Apr 46 Star ollhe Pyramids leased 10 Eoslern Air Unes. 17 Nov. 57-26 Apr 58. 812 N6012C 2648 13 Oct 50 Slar of Massachusetls Renomed Star 01 Spain, Sold to Federol Admin·
NA. istrolion, 20 Jul62
503 NC86503 2024 31 Jon 46 Novojo Skychiel Slor 01 Colilomio, Slor 01 the Nile, NA 813 N6013C 2649 24 Dd 50 Star of New Mexico Renomed5tar01 Moio"o,AT
(Model 49-51-261
504 NC86504 2025 l2Feb46 Star of France NA 814 N6014C 2650 3 Nov 50 Star of Delaware 50ld to Cenlral Americun Airway" 5 Oct 67
505 NC86509 2030 21 Feb 46 Star 01 Alrica NA 550 NC86505 2026 3 Dec 45 Paris Skychie( loler Cro,hed on i,lend in River fergu" neor 5hon· 815 N6015C 2651 17 NQV 50 Star 01 Arizona Sold 10 CHush, 23 Mar 66. Repos",sed 19b7.
506 NC86S14 2041 I Mar 46 Star 01 Indio leased to Eoslern Air Lines, 25 Nov 57-23 Apr 58. Navo;o Skychie( non, lrelund, 28 Oec 46 AT [6 Moy 63]
NA Cairo Skychiel 816 N6016C 2654 12 Oec 50 Sior01 Co/ilorniu Sold 10 Federal Aviation Administration
507 NC86515 2042 6Mar46 Slor 01 Arabia NA 551 NC86506 2027 lFeb46 SlarolDub/in NA 817 N6017C 2655 21 DeclO Slor01 Ihe Dislrielol Leased 10 Pocilic Narlhern Airlines, 17 Aug 6L
508 NC86516 2043 10 Mar 46 Slor 01 Ireland Leased to EQstern Air Lines, 15 Dec 56-17 Moy 57. 552 NC865D7 2028 18Mor46 Slor 01 MQdrid Cro,hed during lraining Ilighl, NewCastle, Co/umbia 50ld 10 Connie Air Lea'ing, 24 Nov 61
NA Skychiel DelolVQre, 18 Nov 47 818 116018C 2656 29 Oec SO S/Qr 01 Nevada AT
509 NC86517 2044 18Mar46 Slor 01 Tripoli 50ld to Los Vegas Hociendo, 15 Moy 61 553 NC86508 2029 Jon 46 Slor 01 Alhens Crashed during !reining flight near (ope May, 819 N6019C 2657 17Jon51 Star of Minnesota AT
NJ,l1 Moy47 820 N6D20C 2658 25Jon51 Slar 01 Kenlucky AT*
IModeI49-46-251 554 NC86510 2034 Jon 46 Slorol Rome Cro,hed while londing, Washinglon, D.L, 29 821 116021C 2667 17 Apr 51 Slor 01 Wesl Wrginio AT
Mar 46 822 N6022C 2668 30 Apr 51 Star of Virginia 50ld 10 Pocific Northern Airlines. 30 Jun 66
510 NC90817 2079 2Oct 46 S/Qr 01 the Adriolic NA 555 NC86511 2035 5Feb 46 S/Qr 01 PQris, laler Cro,hed near Hinsdole, Qfter IQke·offlrom 8MoySI AT
823 N6023C 2669 Star of Iowa
5lI NC90818 2080 70cl46 Slor 01 the Red Sea Leased to Eoslern Air Lines, 30 Nov 57-24 Apr 58. Star 01 Dublin Chicugo(MidVloy) 15ep61' 29Moy51 StorolNebroska AT
824 N6024C 2670
NA 556 NC86512 2039 Mor46 Slaroflndia Cro,hed during lroining flighl near New Castle, 825 N6025C 2671 StorolColarado fleelnumberondnomeullocoled,buloircroft
512 NC90823 2085 28 Moy 47 Slor 01 the Yellow Sea NA Oeluwore, 12 Oct 46 delivered 10 Hughes Tool Compuny. Sold to
513 NC9D824 2086 21 Moy 47 Wrillen oll-deslroyed by fire ofter hard londing, 557 NC86513 2040 Mor46 Star 01 lisbon Cro,hed during lraining flight, 3 miles norlh of 8.0M, U.K.,23 Sep 54
los Angeles, 25 Nov 48 Reading, PenOlylvonio, 11 Jul4b 826 116026C 2672 29Jun51 Slar of (onnectiwl AT
514 NC9D825 2087 17Moy47 Star 01 Chino Leased IQ Eostern Air Unes, 25 Dec 56-18 Moy 57. S/Qr 01 Oregon Delivered 12 Aug 50 10 Chicogo & Soulhern Air·
827 N86521 2642 I Apr 54
NA All 49·51·26 Modeb. excepl554 and 557, cunverled 10 49·46·26 Model, in 1946
lines as ory 01 Houston, Ihen Ondad Truji/lo. To
515 NC9D826 2088 19 Moy 47 510r 01 Ihe Chino 5eo NA (1hiswos the lost5eries 49 built) Delto Air Unes, I Moy 53, wilh merger. Can·
516 NC90830 1969 3 Dec 48 5torollurich 50ld 10 Aero TroOlport (0E·IFAI23 Jun 61 IModeI49·46-26)
verted from Model 649A 10 749A. Nome 1,ler
517 NC90831 1970 7 Oct 48 Slar alSlVitzeriand 50ld 10 los Vegas Hociendo, 13 Apr 6L Then IQ Pimo 558 NC90814 2076 8 Od 46 Star of Coiro Sold 10 Nevoda Airmolive, 31 Mar 62 chonged 10 Slor 01 C%mbo. AT
Air Museum, Tucson. 559 NC90815 2077 24 Sep 46 Slor 01 lisbon, laler Leased 10 Eoslern Air Unes, 15 Dec 56-16 May 828 1186535 2673 20 Apr 54 Slor of Wisconsin Delivered 18 Moy 51 10 Chicogo & 50Ulhern Air·
510r01 Delrail 57. NA lines. To Delto Air Lines, I Moy 53, wilh merger.
(Model 49-46-25/149)
560 NC90816 2078 26Sep46 Slar of Geneva NA Converled lrom Model 649A to 749A. Renomed

1 518[ N86526 120841 22 Mar 50 I Star 01 Greece I Ex·KlM (PH·TEOI. Leased 10 Eoslern Air Lines, 15
Dec 56-15 May 57. NA
561 NC86536 1979 3Apr47

Model 749 (749-79-22)

Storol Rome

(Dales are delivery dotes)

Ex·USAAf 42·94558. Used by Lockheed far
lesl, wilh ",peed·pok." Leased 10 Easlern Air
Lines, 4 Oec 57-20 Apr 58.
829 N86552 2653 IJun54 Stor 01 Woshinglon
Star ,I Carsiro, Ihen Star 01 Basra. AT
Delivered 27 Sep 50 10 Chicogo & Soulhern Air·
lines. To OeltQ Air Lines, I Muy 53, wilh merger.
Converted lrom Model 649A to 749A. Renumed
IModeI49-46-261 Slar 01 Modeiro, Ihen Stor 01 DhQhran. AT
701 N91201 2577 25 Mar 48 Slor 01 NelV Yark Renomed S/Qr 01 Por/ugo/, AT
519 N6000C 2070 l4Apr50 SlorolllelVlound· Ex·KLM (PH·TAWI. Sold to Los Vegos Hociendo, 15 702 1191202 2578 2Apr 48 Slar of Pennsylvania Renomed Slor 01 Madrid, AT '1hi' oircraft mode TVIA:' lost scheduled commerciul COOlteliolion flight, Flight 249, on 6Apri1196/.
land Moy 61 703 N91203 2579 21 Apr 48 5torolDhio Renamed Star of the Riviera, AT AT: These oircroft sold to Aero·Tech Inc. in Moy, June. ond Augus11968.
520 119412H 2072 3Jun 50 S/Qr 01 Ihe Azores Ex·Air Fronce (F·8AZAI. 50ld 10 Colilornio Airmolive 704 1191204 2580 7 May 48 Slor 01 Indiono Renomed Slor 01 the IAQNerhorn, AT
Corp., 26 Aug 59. Used as reslaurant, Greenwood 705 1191205 2581 19 May 48 S/Qr 01 Michigon Renamed Slor 01 Ito/y, AT
Loke, Nl 1976 706 1191206 2582 28 May 48 Slaroillfinois Renomed Star 01 Venice, AT This is a listing of all the 87 Constellations in TW.A.'s fleet.
521 119409H 2074 31 Moy 50 Stor 01 Egypt Ex·Air Fronce (F·SAIC). Leased 10 Lockheed, 13 707 1191207 2583 10 Jun 48 51arofMisslluri Renamed Star 01 Milon, AT
Apr-I 7 Moy 51. Sold 10 los Vegos Hociendo HOlel, 1191208 2584 24Jun48 SlarofMassllchusetls RenQmed StarolAthens, AT
From the first famous delivery flight to Washington on 17
708
15Moy61 709 N91209 2585 19 Jul48 Star of New Mexico RenQmed Star 01 Israel, AT April 1944 to the last one by TW.A. on 6 April 1967, 23
522 N9410H 2073 18 Moy 50 Storol london Ex-Air France (F-BAlB). Leased 10 Eastern Air lines, 710 N91210 2S86 22 Jul48 Slor 01 Delaware Renomed Slor 01 Bombay. 50ld 10 federQI Avio years had elapsed. This was, in the period of the piston-
28 NQV 57-18 Apr 58. IIA lion Admini,lrolion (IQr 'pore port,) 1Apr 63
523 119414H 2075 26 May 50 Slor 01 lebanon Ex·Air FrQnce (F·8AlDI. Leased to Easlern Air Lines, 711 1191211 2587 29 Jul48 Slar of Arizona Renomed Stor ollhe Suez, AT engined airliners, an impressive record. The list does not
25 Dec 56-18 Moy 57. IIA 712 1191212 2588 21 Jun48 Slar 01 Co/ilornio Renamed Star 01 BoghdQd, AT include the Super Constellations and StaJ'liners, reviewed in
* This wos the oimoft in which Howard Hughes ond Jock Frye mode Iheir dramolic ond hisloric Righi' (in iusl under 'Thi, oi"roft mode TWA', inaugurollroOl·Allonlic flight, Ilew Yark·Gonder·Shunnon·Paris (Le 80urgel) on 5 Feb 46, in the following pages.
7 hours) lcam 8urbonk 10 Washinglon on 19 April 1944. ablock·lo·block lim..119 hr 46m. !lA: 50ld 10 IlevQda Airmotive, 31 Mo"h 1962
**NA: 50ld IQ Nevodo Airmolive, 31 Mo"h 1962

54
.....

Lockheed Super-Constellation 10496

53-88 seats • 335 mph

• ....
Although the 600-gallon tip tanks gave the 'Super G' a distinctive
appearance, not all of TWA s 1049Gs were so equipped. Tip tanks
were used primarily for international routes.

Fleet Dote into

No. Regn. MSN Service Nome Disposal and Remarks Engines Wright 972TC Turbo-compounds (3,250 hp) x 4 Length 114 feet
Series 1049 (Modell 049-54-80) MGTOW 137,500 lb. Span 123 feet
901 N6901C 4015 9O,!. 52 51arallhe Thames Sold to Colilornio Hawaiian, 28 O,!. 60 Max. Range 3,SOO miles Height 25 feet
902 N6902C 4016 16 Aug. S2 51ar 01 Ihe 5eine CrOlhed in the Grand Canyon, 30 Jun. 56
903 N6903C 4017 16 Aug. S2 51ar01 Ihe Ttber Sold 10Soulh Podli, Airlines, 1Jun. 62
904 N6904C 4018 27 Aug. 52 51ar 01 the Ganges
} Sold 10 Aorido Siole Tours, 7Aug. 64 Fleet Dote into
905 N6905C 4019 20d.52 51ar 01 the Rhone
4020 51ar 01 the Rhine Sold 10 Colifarnio Airmolive, 15 Feb. 60 No. Regn. MSN Service Nome Disposal and Remarks
906 N6906C 27 Sep. 52
907 N6907C 4021 18 Od. 52 51arol5icily Crashed, New Yark City, 16 0". 60
4022 51ar 01 Britain 120 N7I20C 4601 17Jun.55 51arolHeliopo'is Renamed Sior 01 California. Stropped 1964
908 N6908C 27 Sop. 52
4023 51ar 01 Ttpperary } Sold 10 Flarido Siole Tours, 7Aug. 64 121 N7121C 4648 21 Jun. 56 5tar 01 Edinburgh Over-pressurized during maintenance 01 Idlewild (later JFK) Wrinen
909 N6909C 26 Od. 52
51ar 01 fronkfurt off. laid Cal. Airmalive, 25 Jun. 59
910 Nb910C 4024 3 Nov. 52
122 N7122C 4649 1Jul.56 5tar 01 Gibrallar Sold 10 Aaron Ferer &Sons, 9 Dec. 61
123 N7123C 4650 21 Jul.56 51arol51irling [Ollie Sold to Aaron Ferer &Sons, 20 Jul. 65
Series 10496 (Modell 0496-82-11 0) 124 N7124C 4651 I Aug. 56 51arol Amboise Sold to ColilarnioAirmotive, 29 Nov. 66
101 N7101C 4582 21Sep.55 51ar 01 Balmaral Cro,hed otChi"go (Midway), 29 Feb. 60 121 N7125C 4652 29 Aug. 56 Star of Chenonceaux Leased to Iberia, 4Mar. 60 ("OIhed, 8arcelono, 8 Nov. 60)
102 N7I02C 4583 17 Mar. 55 51ar 01 Windsor Temparorily named The Uniled 5101es. Flew inougurol Super 126 N7I26C 4654 ISep.16 Star of Inverness Sold to Colifarnio Airmoli,e, 20 Jan. 67
Gservice, 30 Mo"h 1955. Stropped, 4Feb. 64 127 N7I27C 4656 27 Sep. 56 51ar 01 Aberdeen Sold 10 Colifarnio Airmolive, 14 Dec. 66
103 N7103C 4584 14Mor.55 5tar 01 Buckingham Sold 10 Aaron Ferer &Sons, 3May 65 128 N7I28C 4658 29 Sep. 56 51ar 01 Rhein,'ein [aslle Sold to Aaron Ferer &Sons, 11 Au•. 65
104 N7104C 4585 17 Mar. 55 51ar 01 Blarney [aslle Sold 10 Aaron Ferer &Sons, 1Sep. 65
105 N7105C 4586 14 Mar. 55 51ar 01 Cham6ard Sold 10 California Airmolive, 12 0". 66 Series 1049H
106 117106C 4587 23 Apr. 55 51ar 01 [eylan Sold 10 California Airmolive, 4Jon. 67
107 N7107C 4588 I Apr. 55 Slar of (orcassome Scrapped 7 Nov. 63 1251 NIOIR 4818 13 Dec. 17 Leased lrom Resort Airlines/Colifarnio Eastern until I May 61
N7I08C 4589 31 Mar. 55 Slar of Segovia Sold 10 Aaron Ferer& Sons, 25 Jun. 65 1252 Nl02R 4824 16 Oec. 57 leased from Resort Airlines/Colifornio Eostern.
108
109 N7109C 4590 21 Apr. 55 Slar of Granaaa Sold 10 California Airmolive, 10 Nov. 61 Croshed Chicago (Midway) 24 Nov. 59
N7110C 4591 8Moy55 51arolEscariai Scrapped 14 Apr. 64 1253 116931C 4813 13 Mor. 58 Leased lrom Colilornio Eoslern unlil18 Jon. 61
110
10 May 55 51arolTo/edo lold 10 Calilornio Airmolive, 4Jon. 67 1214 N6932C 4823 11 Mor.58 Leased lrom California Eoslern unfillO Jon. 61
111 N7111C 4592
4193 11 May II 51ar 01 Versailles Sold 10 Calilornia Airmolive, 5OeL 66 1255 N6933C 4826 6Mor.58 Leased lrom California Eoslern unlil17 Jon. 61
112 N7l12C
11 Moy51 5tar 01 fanlainebleou laid 10 California Airmotive, II Feb. 67 1261 NI40lV 4839 25 Apr. 58 Sold 10 Trons Inlernolionol Airlines iliA) 2Sep. 61
113 N7l13C 4594
2Jun. 15 5tar 01 Manl 51. Michael Sold 10 Aaron Ferer &lon" 13 Jul. 65 1262 N5402V 4842 8May 58 Sold to Trons Internolionol Airlines iliA) 15 Sep. 61
114 N7l14C 4195
29 May 55 5tar al [hillan Cro,hed 01 New York (JFK) 26 Jon. 66 1263 fl5403V 4844 3Jun.58 Sold 10 Trons Inlernolionol Airlines (TlA) 21 Sep 61
115 N7l1IC 4596
4Jun; 55 51ar 01 Heidelberg 1264 NI404V 4845 6Jun. 58 Sold 10 Trons InlernolionolAiriines IlIAl 10 Sep 61
116 N7l16C 4197 Stropped 8Apr. 64
117 N7117C 4598 5Jun. 55 5taroiKenilworth Sold 10 Aaron Ferer &Ions, I Od.65
118 N7l18C 4599 9Jun. 55 Star of (apri Scrapped, 11 Jan. 64 T.W.A. had 47 Super-Constellations. 28 were the Model 1049, the "Super-G," which was
119 N7l19C 4600 I Jul55 5tar al Rialto Scrapped 10 Jun. 64 acclaimed as the one of the supreme airliners of the piston-engined dynasty. The Modell 049H
The oircrah sold 10 Aaron Ferer &Sons were resold and scropped at Tucson. The oircroh sold to Colifarnio Airmotive were mapped 01 Fox Field, I.on"sler. series were convertible freighters.

55
 Fairchild (-82A Packet
Payload 12,000 lb. • 170 mph

Artist's Note
T.WA. S C-82 was substantially modified
from its original post-World War Two
!'WA configuration. Note the modem avionics
antennae and J-34 jet engine pod
mounted above the fuselage.

Engines Pratt & Whitney R2-800-85 (2,100 hp) x 2 Length 77 feet

Engine Problems MGTOW 54,000 lb. Span 107 feet
Elegant though the Constellation was, and impressive though its performance, this fine airliner Range 500 miles Height 26 feet
did have its problems, not least because its designers were always trying to advance the levels
of technology. One of the main problems was the Wright R-3350 turbo-compound engines,
which consistently gave trouble, to the extent that Claude Girard, the senior pilot of the relief
truck, described on this page, claimed that the crews "logged more flying time on three engines
than four." At first, a C-47 was based in Paris to ship the piston engines to distant points, as
T.W.A. had spread its wings to the far corners of Europe and southern Asia. But with the Jet
Age approaching, with much larger engines, the decision was made to base a specialized
engine-carrier in Paris.
The (-82
Larry Trimble, TW.A.'s operational chief in Paris, found the answer in a twin-boomed
Fairchild C-82 Packet which he discovered in Tel Aviv in 1956. It took eight months of work,
with much overtime, totalling 10,000 man-hours, to 'civilianize' the C-82. To increase the load- After twelve years of faithful service, un-noticed by the mecl.ia as the Jet Age was augmented
carrying capability and airfield performance, a Westinghouse 3,250-lb- thrust J-34 jet engine by the 747s and other more publicity-worthy wide-bodied giants, the '''Thing'' was retired on 13 Jan-
was installed on top of the fuselage for auxiliary power, and to raise the take-off weight to uary 1972, and sold the following year to an Ametican airborne delivery flim, Btiles Rotor & Wings.
54,000 lb. A Volkswagen engine APU (auxiliary power unit) was also installed to power an
electric windlass to haul aboard the disabled engines.
The Thing
The C-82's perfOlmance was sluggish and the airplane was not easy to handle. Compared to
the elegant Constellations, it was distinctly unhandsome. The crews named it Ontos, which is
the Greek word for "Thing." Ugly duckling it may have been; but it did its job well, entering
service with TW.A. In 1957, it was registered, as a matter of local convenience, ET-T-12,
which had been the Ethiopian number for the displaced C-47. Ethiopian was one of the airlines
that TW.A. was closely associated with, either as part-owner or as technical and operational
adviser. Eventually, Ontos was certificated by the FA.A. on I March 1960, and registered as
N9701 F It carried engines everywhere throughout the eastern hemisphere, flying regularly to
Manila, Bombay, and Nairobi, with Constellation rephicement engines. In 1968 alone, now
hauling Boeing 707 engines too, there were 68 unscheduled overseas engine replacements
(Photo courtesy Roger Bentley collection)

S6
Lockheed 1649A Starliner
64-88 seats • 340 mph

••• ••

The final development of the famous Constellation series of airliners was the Model 1649A,
introduced by TW.A. on 1 OJune 1952. At first it was called the Super Star Constellation (by Engines Wright 998TC (3,400 hp) x 4 Length 116 feet
Lockheed). TW.A. called it the "Jetstream Starliner", possibly to try to persuade passengers MGTOW 156,000-160,000 lb. Span 150 feet
that this aircraft was as good as any of the jets that were about to enter service in 1958, or the Range 4,000 miles Height 25 feet
long-range turboprop Bristol Britannia that was outpacing the piston-engined airliners in
speed, comfort, and low noise level. But this name gave way to the Starliner, which fitted ultimate piston-engined airline flagship, and, as shown in the following pages, was roomy
neatly with the names of the individual aircraft in TW.A.'s fleet. It was a fine performer, able enough to offer several classes of service, and able to compete with Pan American's first-class-
to cross the Atlantic from New York to Paris or London nonstop in both directions. It was the only Stratocruisers.
lockheed 16494 Starliner (Model 16494·98·20 except as noted)
Date into
Fleet Date info
Fleet
No. Regn. MSN Service Name Disposal and Remorsk
No. Regn. MSN Service Nome Disposol and Remarks
301 N7301 C 1002 8Sep S7 Star 01 Wyoming Model·98-11. Sold 10 8ush Aviolion, 14 Drl 63 316 N7316C 1018 28 Jun 58 Star of the Tigris Converted 10 freighler, Nov. 60. Sold 10 Alosko Airlines, 31 Dec 62
302 N7302C 1003 2Jun 57 Star 01 Utah Model-98-09. Sold 10 Bush Aviolion, 21 Orl65 317 N7317C 1019 1Jul57 Star 01 the Clyde Converted 10 freighter, Dcl 60. Sold 10 Colifornio Airmolive, 11 Aug 67
303 N7303C 1004 1Jun 57 Star 01 Vermont Model-98-23. Scropped 24 Sep 62 318 N7318C 1021 30 Jul57 Star of the Arno Sold to Bush Aviolion, 27 Der 65
304 N7304C 1005 14 Jun 57 Model-98-01 Sold 10 Bush Aviotion, 28 Orl 65
Star 01 Rhode Island 319 N7319C 1022 26 Jul57 Stor 01 the loire Converled to freighter, Nov 60. Sold 10 Bush Aviolion, 10 Moy 66.
305 N7305C 1006 1Jun 57 Stor 01 Idaho Model-98-09. Sold 10 Tronsotlontiro (Argentino) 12 Sep 60 320 N7320C 1023 27 Jul 57 Star of the Avon Sold to Tronsotlontico IArgenlino), 11 Aug 61. Recloimed ond sold fo Bush
306 N7306C 1007 1Jun 57 Sfar 01 MarylandModel-98-09. Tempororily nomed Spirit of SI. louis. Scropped 26 Ap. 62 Aviotion, 15 Dec 65
307 N7307C 1008 3Jun 57 Star 01 Montana Model·98-09. Sold to Transotlontico (Argentino) 3Oct 60. Recloimed by TWA. Nov 321 N7321 C 1024 2Aug 57 Sfor 01 the Euphrates Sold to Bush Aviolion, 8 Drl 65
61. Sold to F.A.A.12 Feb 64 322 N7322C 1025 30 Jul57 Sfar of the Po Converfed to freighter, Dec 60. Sold 10 Colilornio Airmotive, 29 Aug 67
308 N7308C 1009 2Jun 57 Star 01 Oklahoma Model-98-22. Sold to Tronsotlontico. 30 Aug 61. Recloimed Nov 61. Sold for scrop 323 N7323C 1029 16 Aug 57 Sfar of the Aegean Converted to freighter, Apr 61. Sold 10 Bush Aviotion, 9 Dec 65
10 Arizono Porls & Spores 30 Sep 66 324 N7324C 1030 24 Aug 57 Sfar of the Oonube Converted to freighter, Apr 61. Sold 10 Aero-Tech, 24 Moy 68
309 N7309C 1010 3Jun 57 Star 01 Maine Model-98-22. Sold to Arizono Ports & Spors, 30 Sep 66 325 N7325C 1035 17 Sep 57 Star of fhe Meuse Sold 10 Arizono Aircroft & Porls, 30 Sep 66
310 N7310C 1012 21 Dec 57 Stor 01 Kansas Model-98·22. Sold to Delto Aircroft & Equipment 29 Apr 64 326 N8083H 1038 18 Moy 58 Model-98-16. Built for Sold 10 Alosko Airlines, 31 Dec 62
311 N7311C 1013 4Jun 57 Sfar 01 the Ebro Converled to freighter, Oct 60. Sold 10 Colifornio Airmotive, 20 Sep 67 327 N8082H 1037 1Moy 58 Un.. Aeree Itolione Sold 10 Bush Aviotion, 26 Ort 65
312 N7312C 1014 17 Jun 57 Sfar 01 the Elbe Sold to Arizono Aircroft & Porls, 30 Sep 66 328 N8084H 1039 4Moy 58 Il.AU but nol deliv· Sold 10 Aero-Tech, 13 Jun 68
1Jun 57 Sfar of the Severn Croshed 01 Milon, Itoly, 26 Jun 59 329 N8081 H 1026 30 Jun 58 ered. Converted to Used os engine corrier Jun 62-Dec 66. Sold fo Colifornio Airmotive,
313 N7313C 1015
314 N7314C 1016 1Jul57 Star of the Shannon Sold 10 Morol Reormomenl Corp. 10 Dec 65 freighters, Mor 61. 6Sep 67
315 N7315C 1017 27 Jun 57 Star of the Tagus Converled 10 freighler, Dec 60. Sold 10 Colifornio Airmotive, 22 Aug 67 The nomes ollocoled 10 Fleel Nos. 310 onl'lordsl'lere nol disployed on the oircroft.

57
Constellation Scrapbook

This early Model 049 in 1945, carried the words Trans World Airline. This vastly improved Model 749A Constellation served TWA. jor seventeen years.

The Model1049'sjuselage was lengthened, to become the Super Constellation. Ultimate development was the Model 1649, Starliner called the "letstream Starliner" by TWA.

This Model1049G "Super G" at Kansas City in 1998. It has been restored This Model 749A (N6019C Star of Minnesota) at Taif, Saudi Arabia (where TWA. was
by the Save A Connie group oj devotees. (courtesy Pete Barrett) advising the national airline) on the high desert sand. (courtesy Stephen Geronimo)

58
Constellation Commentary
Spanning an Era Elegant Development Global Affiliations
Like its Douglas rivals, the Lockheed Constellation, from its The curvaceous Connies were always a picture of elegance, The Lockheed Constellation created an airliner dynasty. Its
first military Model C-69 to its ultimate development, the even though the engineers preferred the relative simplicity of operational life with TW.A. also coincided with a period
Model 1649A, was truly representative of the entire genera- the parallel-fuselage Douglas DC-6Bs. Its performance, in during which the airline, under Hughes's enterprising leader-
tion of four-piston-engined airliners that dominated the speed and range, could not be surpassed. Each stage of devel- ship, and Jack Frye's and Ralph Damon's presidencies,
airline scene for a dozen years after the Second World War. opment, with increased engine power, increased tankage, and aspired to challenge the incumbent international Chosen
They had their troubles and the turbo-compound engines in increased all-up weight: all these permitted higher payloads, Instrument, the great Pan American Airways. Pan Am's
the later models were a continual problem. Pan American longer range, and modest increases in speed. These resulted, leader, Juan Trippe, was almost omnipotent, but Howard
once flew a Connie from New York to Burbank on three for TW.A., the claim to have flown the first non-stop Hughes was a worthy opponent. In addition to the technical
engines, just to change the fourth. TW.A. kept an engine- transcontinental scheduled service, and later, the first non- and operational irritants with which TW.A. Constellations
carrying airplane in Paris for several years to service the stop trans-Atlantic service on a regular and sustained basis. constantly provoked Pan Am's Douglases, Hughes and
frequent replacement needs in Europe and beyond (see page Frye-taking a leaf out of Trippe's own book-expanded
56). But, supported energetically by TW.A. throughout its The Memory their operational territory and influence by either buying into,
life-span, Lockheed kept pace with technological progress, Along with the Douglas DC-7C "Seven Seas," the 1649A or assisting in operational and managerial support of quite a
and was often the front-runner. The 1649A Starliner, or began to bow out when the Bristol Britannia "Whispering number of foreign airlines. Interestingly, the benefits for
"Jetstream Starliner", was the ultimate long-range piston- Giant" came on the scene in 1957. It was bigger, smoother, TW.A. during those exploratory years appear to have been an
engined airliner. One version, the turboprop Model 1249A and faster than any of the Constellations. Howard Hughes early example of shareholding interests, quasi-alliances, and
never went into service, but with a speed of 440 mph, could would have bought 20 Britannias, had he known about them code-sharing agreements that are with us today.
claim to be the fastest propeller-driven airliner ever built. sooner, and if Bristol had been able to deliver them at short

Distinguished Company
notice. But the death-knell was the an'ival of the jet airliners.
The harbinger was the ill-fated Comet J in J952-54, then the
. ..
TWA Forelan Ir Ine par.ICI
. .la
. .Ion
Airline Dote of Details of Affiliation
One claim for the record books, if not fame, was of an inci- Comet 4 and the dominating Boeing 707 in October 1958. All Initial Interest
dent in 1944, soon after Hughes and Frye had presented the the piston-engined propeller airliners disappeared from the TACA (Panama) 50ct43 TWA. shore in U.S. eraup?c~rticipatian
world's main air routes in an extraordinarily short time. Pan 22%. Reduced in Fe 49. adto
C-69 to the Washington hierarchy. It had been flown to the Waterman Steamship Company, 1951
Wright-Patterson Air Force Base at Dayton, the home of the American, especially, covered the globe, and all the U.S. air- Aerovias Brasil 5Oct 43 A~uired with TA~ w~ich controlled.
Wright brothers. Orville Wright was invited to take a ride. lines brought the jets into service very quickly. I .A. interest re uce to 9%, 11 Jon 47,
w en 8razilian investors bought TACA
Not only that, he spent half an hour in the pilot's seat, thus But the memory remains. The Save-a-Connie Airline stock. TWA. interest withdrawn 1950
giving the Constellation the honor of being the only com- History Museum at Kansas City (formerly known as the 8ritish Wesllndies 5Oct 43 AC1uired with T~~. IW.A. i~terest reduced
mercial airliner to have been flown by the pioneer of flight, Save-a-Connie Foundation) volunteer organization preserves Airways (B.W.I.A.) in 947, and so to Trinida Government
in 1952
who first took to the air on 7 December 1903 at Kitty Hawk, that memory with a beautifully-restored 1049H, which is kept
Philippine Air lines Aug 45 ~reem~nt with Col. Soriano, 194&. TWA.
North Carolina. in flying condition, more than four decades after it was first s are~a ding 40%, 10 J~n 46. ~e uced to
built (see picture, page 58) 2% w en ast shores sol, More 1968
Constellation Models Hawaiian Airlines May 44 TWA. purchased 20% stock. Sold in 194B
First Flight T.W.A Seats Cruise Speed Dimensions Technical and Aeronautical 6Apr 46 TWA. sharehaldi~ 35%. Irrest reduced
Exploitation Co. (IAJ.) to 15%, Ju7c 51. ores so to Aristotle
Model Dote First Service (T.W.A}(I) mph Length (It) Span (It) MGTOW (lb.) Wright Engines Remarks (Greece) Onassis, 1 on 57
C·69 9Jon 43 Feb 45 (4) 42·60 280 95 123 82,000 R-3350-35 (BA-l) Flown by Orville Wright in 1944 Ethiopian Airlines 26 Dec 45 rrchni(Ol.and managemew assi~~nce. No
InanCial Interest. Gradua ywit rown
049 12 Jul45 31 Jon 46 (2) 43·51 280 95 123 86,250 745C18 BA-3
Saudi Arabian Airlines 20 5ep 46 ~echnical and management assistance. No
649 19 Oct 46 - 44-64 285 95 123 94,000 749C18 BO-l I W.~ (Oncelled 18 orders inanrial interest. Arrangement lasted for
when t e pilots went on strike almost 40 years

~~~~i~Rrblit,ed
749 Mar 47 Apr 4B 44-64 298 95 123 102,000-107,000 749CI BBO-l TWA. reins\ated some linee Aeree Italione (l.A.I.) 16 Sep 46
649 (Oncel ed orders g Re ucedwith 40% inTWA.
to 30% 1952.
when l.A.!. merged with Alitalia
1049 130ct50 16 Aug 52 52-77 320 114 123 120,000 975ClB CE-l First with turbo·campound engines
1049G 12 Dec 54 14 Mar 55 53-92 335 114 123 137,500 972TCI BA-3 nonstop trans(Ontinental lronian Airways 260cl46 Campanrc forme~ with 10% TWA.
First with wing-tip tanks shaheha ding on management (Ontract.
Wit drown whe~ lronian Government
1649A 11 Oct 56 1Jun 57 64-88 342 116 (3) 150 156,000-160,000 988TC18 EA-2 nonsto~
trans-Atlantic rearganized air ine in 1949
(New ork-london) 4Aug 64 Organized engine averhaul shop. Technical
Trons Mediterranean
Airwa~ (IM.A.) management (Ontroct, 12 November 1966
(l) Range of Seating indicated. IWA. hod s(Ores of different layouts (2) First international service: S-6 Feb 46 (3) With rodar nose (4) for USAAF (le anon)

59
DC-3 Replacement
Post-war Problems
When the Second World War ended, the leading airlines rushed to put into service the new
longer-ranged airliners that had been stimulated by technical advances during the war, as well
as by the commercial pre-war design innovations that had been frustrated by wartime needs.
TW.A.'s Stratoliners were recalled from the military, and the C-69 Constellations and C-54
Skymasters were quickly refurbished with comfortable seating layouts. The emphasis was on
the main inter-city routes; but the networks dated back to the 1930s, and with the "grandfather"
route certificates in 1938, the airlines had sought, and the C.A.B. had granted, full service con-
tracts to serve almost every city in the U.S.A. that was big enough to have an airport.
The problem was that many of the cities-and there were dozens of these-were too small
to generate enough passengers, mail, or freight to justify service by such mainliners as the Con-
stellation. Other cities were able to generate the traffic, but did not have the airfields to cope with
the four-engined types. Also the airlines themselves chose to deploy their best equipment on the
prestige routes, which generated the highest revenues. And so the veteran Douglas DC-3, obtain-
able as conversions from military C-47s, C-53s, and other DC-3 variants, and which could land
or take off almost anywhere, was in great demand to back up their newer brethren in the fleet. This Martin 404, Skyliner Louisville, displays its registration number unusually, reading downwards on
the vertical stabilizer.
Life in the Old Dog
The old Douglas DC-3 "Gooney Bird" was the obvious choice, as there were thousands of
them. TW.A. alone had 96 altogether-a large fleet during that period. Under the C.A.B. man-
date, and like the other trunk airlines, it had to serve the smaller points, or lose its certificate
for the whole route. Exemptions were sometimes granted, but every one had to be argued sep-
arately, in an often protracted series of meetings in Washington. Later, during the 1950s, the
Local Service airlines were established, and these provided the answer to the problem for sev-
eral decades, relieving the trunk airlines from the obligation of providing "whistle stops" on
prestigious point-to-point services.
But this took time, and this is why TW.A. continued to keep the old DC-3s in service. Bill
Halliday recalls that in 1947 "T.W.A. was flying so many DC-3s that as we approached Amar-
illo to turn westward to Albuquerque (at night) we could see the flight ahead of us headed west
and after we had completed our turn, we could look back and see the flight behind us."
DC·3 Replacement
While Douglas, Lockheed, and Boeing were concerned with providing the front-line fleets, it
was left to other manufacturers to come up with a formula for a modern airliner to replace the
DC-3s which, even if they were not too old, were regarded by air travelers as old-fashioned and
obsolescent. Postwar airliners needed, at the very least, a pressurized cabin, tricycle landing
gear, on-board amenities such as ample luggage and coat space, good lavatories, and above all,
faster speed. Two manufacturers came to the fore to meet this requirement: Martin, with its
Model 202, and Convair, with its Model 240.
At the Martin plant in Baltimore, Allan Roshkind and his team started work on the Martin
202 (at first called the Mercury) immediately after Japan surrendered. But this 36-seat design
was unpressurized, and its first customer, American Airlines, changed its mind and ordered The Martin 202A went into service on 1 September 1950, to relieve the DC-3s on TWA.'s shorter routes.
Convair-Liners instead. Nevertheless, by the end of 1945, Martin had orders for 155 aircraft It carried 36 passengers, had a 3-man crew, and cruised at 220 mph. Its built-in boarding stairs, includ-
and the 202 made its first flight on 22 November 1946, four months ahead of the Convair-Liner. ing a ventral access at the rem; accelerated boarding and disembarking at the "whistle-stops." This pic-
United had ordered a pressurized version, the Model 303, but this was cancelled. ture is of Skyliner San Francisco.

60
r

Martin 202
Problems with the 202
The launch customer for the Martin 202 had been Northwest Airlines, which had picked up
the first-in-Iine privilege when Pennsylvania-Central had to withdraw because of financial
stringency. The Minneapolis airline opened service by October, but was to regret the choice. It
had a series of accidents, some of which were caused by a weakness in the wing structure. After
the first one, on 29 August 1948, the 202 was grounded by the C.A.A.; and thereafter, in 1950
and early 1951, more accidents (not all attributed to the aircraft) resulted in the Northwest
pilots refusing to fly them again.
T.W.A.'s Choice
The competition between Martin and Convair was intense, as orders for hundreds of aircraft
were in their sights. The performance characteristics between the two types (Martin had
upgraded the first design with pressurization) were very similar. During 1949, Howard
Hughes himself, together with his new president, Ralph Damon, and Bob Rummel, newly-
promoted to chief engineer, conducted exhaustive tests on both the Martin 404 and the Con-
vair 240. Hughes liked the Martin better, telephoned Eddie Rickenbacker of Eastern Air
Lines, and ordered 100 404s. 60 were for Eastern (whose route structure was ideal for the 40-
seater) and 40 for TW.A. Hughes took one for himself. TW.A.'s contract was signed on 22
February 1950. Pending deliveries, which would take a couple of years, Hughes leased a dozen
of the earlier, 202s, modified as Martin 202A. During its service life through the 1950s, only
one 404 was lost (see fleet list, page 62), and the reason could hardly be blamed on the manu-
facturer. The 404s followed into service on 10 November 1951, and served T W.A. well, in the
shadow of the Constellations, for a whole decade.

Ralph Damon joined T.W.A. on 1 January 1949. A veteran airline

administrator, he had been president of Curtiss-Wright in 1932, and
became vice-president and later general manager and president of
American Airlines for 13 years. He was 'drafted' in 1941 and for two
years supervised production at Republic Aviation. In 1953, President
Eisenhower appointed him to the National Advisory Committee for
Aeronautics, but he did not complete the five-year term. For six years
he was the ideal partner for Howard Hughes, complementing, with his
managerial experience, the intuition and enterprise of his mercurial
chief. During the festive season after Christmas, 1955, he attended a
ceremony in Times Square, New York, in bad winter weather. This was
to exhibit a huge T.W.A. Constellation replica, floodlit, and with its
own lights. He caught pneumonia and died on 4 January 1956. His
The MGl1in404, with aile more IVIV ofseats than the 202, served T.WA. throughout the 1950s, starting death was a great loss not only for T.W.A., but for the U.S. airline
service on 10 November 1951. This is a picture of SkylineI' Baltimore, recognizing the city where it was built. industry as a whole.

61
 The Second Line
MARTIN 202A FLEET MARTIN 404 FLEET
Fleet Date into Flee Date inta Fleet Date into
No. Regn. MSN Servi,e Name Disposal and Remarks No. Regn. MSN Servi,e Name Disposal and Remarks No. Regn. MSN Service Name Disposal and Remarks
211 N93201 14071 II1ep50 Skyliner San Francisco laid 10 Allegheny Airliens, 15 Apr 58. 401 N40401 14101 10 Feb 51 Skyliner Ba/limore Fi"l TWA. airerah wilh Hughes Ter· 419 N40419 14115 13Jun51 Skyliner Wilminglon Used by Martin, 5-10lun 51, far grass
Several subsequenl owners, suapped roin Warning indicolor. laid 10 Pied· weighllesling.loldloPiedmonl, 31 Ju161.
1977 moniAiriines 9Jon 61.Wrillen offal Severol owners after 1972, and registered in
212 N93202 14072 I Sep 50 Sky/iner Oak/and Sold 10 (olilornia Airmolive, 17 lui 59. Wilminglon, Delaware, 11 Aug 61 Haili
l<rupped aher ground occidenl, 8ur· 401 N404D1 14101 1 Feb 51 Skyliner Indianapo/is, laid 10 Easl (oasl Flying lervice, 18 410 1140410 14116 7Jun 51 Sky/iner Allenlown Sold 10 Piedmonl, 31 Jul 61. 5everal owners
bank, 21 Aug 59 loler Ikyliner Chirog Jun 61. Then 10 Piedmonl, 1Feb 65; after Apr 69
213 N93203 14073 2Sep 50 Sky/iner Fresno Said 10 Allegheny Airliens, 31 0" 58. Mark Aero. Stlouis, 1972-74. 411 N40411 14117 14 Jun 51 Sky/iner Harrisburg, Sold 10 Piedmonl, 31 lui 6I. After lIov 69
Severolsubsequenlowners,scropped l<rapped 1Ju176. loler Sky/iner wilh U.S. Aircroft Sales and AIIontic louthea~.
1977 403 N40403 14103 10 Nov 51 Sky/iner Pillsburgh (roshed Pillsburgh, 1Apr 56 Washinglon In 19B8 reporledly used for smuggling in
214 N93204 14074 II Sep 50 Sky/iner Burbank Sold 10 (olifornio Airmolive, 17 Ju159. 404 N40404 14104 30 Nov 51 Skyliner Philadelphia (rashed las Vegas, 15 Nov 56 Bahamas
WithAliegheny,luI61-Jun 66. Sialic 405 N40405 14105 60" 51 Sky/iner New York laid 10 PiedmonlAiriines, 1 Feb 61. 411 N40411 14118 19Jun51 5ky/iner Konsos Cily Sold 10 Pacific Air lines, 16 lep 60. leveral
"hibil at Avialion Hall of Fame, Teler· Wilh Piedmonl unlill969. leverol owners after 1968
boro, NJ owners 413 N4D413 14119 10 Jun 51 Sky/iner Reading Sold 10 Piedmont Airlines, 31 Jul61. Several
115 N931051 14075 1Sep 50 Ikyliner los Ange/es t.ased 10 Pacific Air Unes, 9Apr 5S-17 406 N40406 14106 130" 51 Sky/iner Washinglon 0 laid 10 (alifornia Airmotive 15 Feb 60. owners oher 1971, inc P8A/Noples ond Son·
Jun 59. Sold 10 (alif.Air 17 Ju~ 59. leosed 10 Hugbes Tool (0. for rodar liago Freighl'" (HI·5011
Wilh Allegheny, lui 61-lun 66; also lesling. 18 Feb 6D--Feb 61. Wilb 414 N40414 14130 20 Jun 51 Sky/iner Ta/edo Sold 10 Piedmont Airliens, 31 Jul61. leverol
wilh Provincelawn·8oslan/Naples Air· Piedmonl Airlines, 1 Feb 65-0" 69. ownel"$oher Jul68, inc. Southeast and
lines, and loler with CAM8A, Bolivia Allnnlic Soulheosl Airlines 1971. P8A/Naples, Nov 75
116 N93106 14076 1Sep50 Sky/iner Phoenix leosed 10 Pocific Air lines, 14 Jan-1 407 N40407 14107 140" 51 Skyliner Indianopo/is 10ldtoPiedmonl,31 lui 61. Soulh· 415 N40415 14131 1BJun51 Sky/iner Zanesville, Sold 10 (,lifarni, Airmolive, 14 Mar 59; Ihen
May 59. leosed 10 Allegheny Airlines, ellS', May 72; Provincefown- laler Sky/iner faslon to Houston Lumber, before Piedmont Airlines
13 Jun 59. and sold 10 Allegheny 1 Basion/Naples Airlines, 6Jon 76 May 66--Apr 69. Several owners, inc Soulb·
Od 59. Several subsequent owners, 408 N40408 14108 150" 51 Sky/iner (o/umbus laid 10 pacific Air Unes, 16 \ep 60. easl and PBA/Naples. 1971-1978, tben 10
inc. Soulheasl Airlines Then 10 Piedmant 9Apr 66--Mar 71 Beringuen Air leasing.
217 N93207 14077 IIep50 Sky/iner los Vegos Sold 10 AII'!Iheny I Sep 61. Several Several owners, inc. Valley Mortin, 416 N40416 14131 4lul51 Sky/iner Manslie/d, Sold to Remmert Werner {Beldex (orp.) 11
owners Inc.,uopdusling laler Sky/iner Feb 59, Iben 10 Kew,nee Oil Co. From 1971
409 N40409 14113 1B Dec 51 Sky/iner Dayton leased 10 Pacilic, 14 Apr 60 and Ihen Belhlehem 10 1976 wilh Danny Davis and Ihe Nasbville
218 N93108 14078 11ep50 Skyliner Albuquerque leosed 10 Pocific Air lines, 24 0" sold 10 pacific 30 Jun 60.Wilh U.S. 8rass b'nd.ln 19B8 with Dade (ounly Public
58-2 May 59.leosed 10 Allegheny Alomic (ommission, las Vegns, 1967· School Sysfem, (]S instrucfionol airframe.
Airlines, 5Jun 59 and sold 10 76. In 1996,fuselogetruckedlo 417 N40417 14133 l1Jul51 5ky/iner Farl Wayne leased 10 pacific Air lines, 15 Apr 60 and
Allegheny, I Od59. Wilh Allegheny Fresno for "hounted house" attraction sold 10 Pacific 3D Jun 60. Several subsequenl
unlil Jan 66. Several owne". l<rapped 410 N4D41D 14114 3Jon 51 Skyliner Oncinnafi SoldloPiedmonl,31 Jul61. Wilb owners. (rashed 1\ep 74, Narfolk, VA
1972 Piedmonl until 1968 418 N40418 14134 16Jul51 Skyliner Soulh Bend laid 10 OUlboard Morine (arp., Milwaukee.
219 N93209 14079 10 Sep 50 Sky/iner SonIa Fe Sold 10 (alifornia Airmo!ive, 17 Ju159. 411 !l4D4l1 14115 15 Jon 52 Iky/iner SI. louis Sold 10 Piedmonl, 31 lui 61. With Travel dub in 1970. \everal owners. RepOrled
Wilh ANegheny, Jun-Aug 66. Several Piedmonl unlil1970 wilb CAlABA, Bolivia (CP·1318) 198B
owners 412 N40411 14116 17Jan51 Skyliner Wheeling laid 10 (alifornia Airmotive, 11 Mar 419 N40419 14135 17 Jul51 Skyliner Pearia laid 10 (alifornia Airmotive, 10 Mar 59. Sev·
220 N93110 14080 241ep50 Skyliner Amarillo leased 10 Allegheny Airlines, 21 Nov 60. Monlex Drilling Co. 11 Mar 60. erolowners, inc lun and Wind (0., 19B8
58 ond sold 10 Allegheny, 310" 58. leveral owners. (rashed, Atlonla, 30 U.S. Aircraft Sales Dec 68. Allantic Soulheosl,
Wilh Allegheny unlil Jon 66. Several May 70. 1971
ovmm. S<rapped 1977 413 N40413 14117 11 May 51 Skyliner Louisville laid 10 Piedmonl11 Nov 61. 430 N40430 14136 11 Jul51 Sky/iner Quincy laler laid 10 Piedmonl Airlines, 31 Ju161. US. Air·
211 N93211 14081 30 Sep 50 5kyliner lancosler Crashed 01 Greater Cincinnati Airport PBA/Naples, 1976 kyliner Oklahoma City craft lales Dec 68. Allanlic Soulheasl, 1971.
in mid-aircollisionwith 0(·3, 12Jan 414 N4D414 14118 1Jun51 5ky/iner Boston, loler laid 10 Piedmonl, 31 lui 61. Several 431 N40431 14166 13 Jul51 Skyliner Terre Haute Sold to (alifornia Airmotive, 4Aug 59. Witb
55 5ky/iner Dayton ownersafter 1971. Used far fire drill Piedmonl Airlines, Nov 64-Sep 6B. Several
222 N93212 14082 10 Oct 50 Sky/iner Hannibal, laid 10 ANegheny Airlines, 31 0" 58. 01 SLlouis, 19B8 owne", inc AIIantic loulbeasl, 1971
laler Sky/iner Denver Wilh Allegheny unli11966. Several 415 N40415 14119 1Jun51 Skyliner Albany Sold 10 Piedmont, 31 Ju161. Several 431 N40431 14167 15Jul52 Sky/iner Detrail leased 10 Pacific Airlines, 11 Nov 59, 'nd sold
owners. owners after 1973, inc. P8A/Noples to Pacific 30 Jun 60. Severol owners, inc.
1976 (AMBA, 80livia, 198B I(P·15701
All airerah leosed lrom Marlin, unlil purchased on (213, 215, 216, 119-111) 10 Apr 51 and (111, 111, 114, 416 N40416 14110 1Jun51 Sky/iner Binghamton (rashed on landiaMountoin, Albu· 433 N40433 141bB 14 Aug 52 Sky/iner Cleve/and Sold 1o Piedmanl Airliens, 31 lui 61
117·218) I May 52 querque, 19 Feb 55 434 1140434 14169 10 Aug 51 Sky/iner Topeka Sold To Essex ProdudionslFrank Sinalra)
IN710EI 11 Jun 61. Severalsubsequenl
MARTIN 202 FLEET 417 1/40417 14113 3Jun51 Skyliner 1f1l1iomspor Sold 10 Piedmont, 31 Ju161. leveral owners. Icrapped otSt.louis, Jul76
owners after 1968, incAIlanlicloulb· 43S 1140435 14170 11 Aug 51 Sky/iner Wichilo Sold to Pan·Air Trading lar COPA, Panama, 1
1193049 9131 } easl Feb 61 IHP·302). Then 10 Piedmanl Airlines,
N93047 9133 Acquired on 30 Jun 60 from Soulhwesl Airways (Ialer Pocific Air linesl in lrode 418 1140418 14114 3Jun51 Skyliner Newark SoldloPiedmonl, 31 Jul 61. Several Oct 65. (rashed, Ilew Bern, N(, 10 Nov 66
N93056 9146 for Marlin 404s. Never operaled by T.W.A. 9131-9149 sold 10 Morlin Air Leos· ownersoNer 1968, inc. Frontier Air- 436 N40436 14171 19 Aug 51 5kyliner Wi/kes·Barre leased 10 Pacific Air lines, 1B Jan 60, and
N93060 9149 ing, Inc., 17 Nov 61; 9161 sold 10 Delia Aireraft & Engine (ompany, BSep 60 ways, in Californio/lIs cropdusler. ater Skyliner Scranton sold to Pacific 30 lun 60. Several subsequenl
N93041 9161 owners.

62
Martin 404
40 seats • 280 mph

AIRI.INES
·····TWA
~
• The 404 differed visually from its 202 predecessor by
the addition of one extra cabin window, and the
absence of the cockpit 'eyebrow' window.

Engines Prall & Whitney R-2800-CB16 (2,400 hp) x 2 Length 15 feet

MGTOW 44,900 lb. Span 93 feet
Range 925 miles Height 28 feet

MARTIN 404 FLEET (cont.)

Fleet Date into
No. Regn. MSN Servile Name Disposal and Remarks
437 1140437 14172 - - Oelivered 10 Hughes Tool Co. 4Sep S2. Sold
25 Mar 55. 5everol owners in LolinAmerico,
inc Bolivio (CP·1704)
43B 1140438 14173 30 Aug S2 Sky/iner Endicott Leased 10 Pocll;, Air Unes, 12 Jon 60, ond
sold 10 Pocili,. 30 Jun 60. Severol olVners
from 1967, inc lIevodo Airlines, "hen il T.W.A. AIRLINERS IN THE POST-WAR PERIOD
croshed 01 Grond Conyon Airport, 16 Nov 79
439 N40439 14174 13SepS2 Sky/iner Johnson Gly Sold 10 Colifornio Airmotive, 12 Nov 59. Pied· Engines (ruise
monl Airlines, Mor 65-Sep 68. Severol subse·
quenlowners. Type No. Type Total Horsepower MGTOW (lb.) Speed Range Seats
440 1140440 14175 19 Sep 52 5ky/iner Schenectody Sold 10 Colifornio Airmolive, 6 tjov S9, Ihen
10 Aerojel General. Severolsubsequenl 0(·3 2 P&W R-1830 2,400 25,200 165 500 21-
owners. Marlin 202A 2 P&W R2800 4,800 42,750 220 1,380 36
441 1140441 14176 26Sep52 Sky/iner Troy leased 10 P(I(ific Air lines, 12 Nov 59, and Marlin 404 2 P&W R-2800 4,800 43,650 220 1,080 40
Loler 5kyliner sold 10 Pocific, 30 Jun 60. Then sold Sep 67. 049 (ansl,lIalian 98,000 295 3,000
i1kes-Barre 4 Wrighl R·3350 8,800 60

63
Prelude to the Jet Age
Tomorrow the World . .. Pierson took over once again, only to hand over to Charles S, 880s (at first called the 600 Skylark), in June of that year,
The astonishing success of the Constellation and Howard Thomas on 15 July 1958. ignoring the other established manufacturers of big airliners,
Hughes's association with it was followed by the award of Douglas and Lockheed.
overseas routes to Europe (page 50). TW.A. had won its
Bracing for the Jets There was a brief flirtation with the long-range Bristol
In spite of the problems of top management, and pilots' Britannia turboprop (page 59), but the jets were inevitable,
spurs across the Atlantic Ocean during the Second World War
strikes in 1946 and 1947, the airline made steady improve- and Hughes ordered 25 more Boeing 707s in May 1957.
(page 50). When the airline industry adjusted itself to postwar
ment, matching the competition both within the States and However, the finances were such that even Toolco, once the
conditions, the airline consolidated its transcontinental net-
across the Atlantic. On 1 July 1947, Constellations began a almost limitless source of capital, needed help. It came from
work, and entered the world's most competitive air route:
transcontinental night service, with only only stop; at the insurance giant, Equitable Life, which insisted on a long-
between northeast U.S.A. and western Europe. After opening
Chicago, in an eastbound journey time of just over ten hours. term financing plan. This was to have long-term repercus-
its first Atlantic service to Paris on 5 February 1946 (page
On 1 October 1948, the "New York Sky Chief' and "Paris sions on the fortunes of the multi-millionaire owner.
50), TW.A.'s rapidly-expanding Constellation fleet was soon
Sky Chief' all-sleeper luxury service opened on the Atlantic
to be seen in many of the capitals of Europe and as far as the
Middle East. TWA. reached Bombay on 5 January 1947, and
route. De Luxe service Super Constellations, starting on 10 T.W.A. Takes a Gamble
September 1952, reduced the transcontinental journey time But the show went on. In spite of a company-wide strike in
Colombo by the summer of 1953. The aircraft carried the
further, and then, on 19 October 1953, the "Ambassador" November 1958, the first Boeing 707 was received on 17
slogan Trans World Airline, and this was formally regis-
service offered eastbound non-stop flights in 8 hours. On I March 1959, and put into service only three days later. Facing
tered as the new name for TWA. On 17 May 1950.
June 1957, this was consolidated with Lockheed 1649A Star- transcontinental competition from American Airlines, which
On 25 April 1956, the C.A.B. Examiner approved an
liner service. In November 1955, the celebrated Denver had started jet service coast-to-coast on 25 January 1959,
extension from Colombo onwards to Bangkok and Manila,
Case, decided by the Civil Aeronautics Board, gave TWA. TWA. took a gamble. It operated its New York-San Francisco
where the line would connect with Northwest's trans-Pacific
the authority to stop at Denver en route from Chicago to San route for a whole month with only one aircraft; and the fact
terminal. This would complete the round-the-world service-
Francisco. Overseas, TW.A. opened a direct Polar Service that that N732TW held out, without a single cancellation, was
and challenge Pan American for that achievement. Service
from California to London on 29 September 1957. a great tribute to its engineering staff at Kansas City.
opened on 1 October, but was terminated in April 1959,
While the airlines were still emphasizing luxury and They could never have done it with even the best of the
because of dismal load factors on the eastern segments.
creature comforts, the balance of air travelling public was piston-engined airliners. An inspection, at least, would have
Much Changing of the Guard changing. The dominance of business travel was giving way been necessary, possibly an engine change. But the 707's Pratt
Still controlling TW.A.'s fortunes, Howard Hughes was, by to a growing tourist and leisure market. On 1 April 1952, all & Whitneys held out.
this time, facing dissatisfaction within his top management, the members of the quasi-cartel lATA (International Air
much of it of his own making. He was increasingly diverted Transport Association) introduced Tourist-Class fares across
by other interests, mostly of the feminine gender, leaving the Atlantic; and this was followed by Economy Class on
the day-to-day management to others. In February 1947, his I April 1958. As an lATA member, TWA. kept pace with the
long-time flying associate, Jack Frye, resigned, and took changing fare structures.
with him chairman TB. Wilson, and executive vice-presi-
dent Paul Richter, who dated back to Frye's Standard Air
Storm Clouds
Possibly because TW.A. had lost, by Damon's death, an
Lines days in 1929. Lamotte Cohu became president, but
accomplished administrator who could steer it through rough
effectively Hughes's oil-drilling giant, Toolco, took control.
waters, the airline ran into difficulties during the late 1950s.
Cohu resigned on 1 June 1948, and Warren Lee Pierson
In spite of continued traffic growth and increases in fleet
took over.
strength, TW.A. lagged behind in the queue to buy jet air-
Things settled down when Ralph Damon was elected
craft. Pan American Airways had set the world of airlines
president on 25 January 1949. Damon came with formidable
into a spin on 13 October 1955, when it ordered 20 Boeing
credentials (page 61) and for a few years, on Hughes's behalf,
707s and 25 Douglas DC-8s, to launch the Jet Age in earnest
he kept the TW.A. ship on an even keel. They made a good
(after the British de Havilland Comet had set the pace in
team, and when Damon died of pneumonia on 4 January
1952, but had paid the price with structural problems). This 707 is seen here climbing out over the entrance to
1956, TWA. went through an uncertain period. Carter
Hughes finally ordered 8 Boeing 707-120s in February 1956, San Francisco Bay.
Burgess became president on 23 January 1957, but he did not
but showed his preference elsewhere. He ordered 30 Convair
last long, resigning on 8 December 1957, and Wan'en Lee

64
Boeing 707-131
143 seats • 600 mph

Artist's Note
The legendary Raymond Loewy designed T.WA.'s elegant new 'arrowhead' cheatline. Pilots were
quoted as saying "The jet looked like it was going 600 mph on the glVundl"
The Jet Age Begins
The jet engine, invented by Hans von Ohain in Germany and Sir Frank Whittle in England
Engines Pratt &Whitney J13(-6 (13,500 lb. thrust) x 4 Length 145 feet
during the 1930s, was not operational until the closing stages of the Second World War. Most MGTOW 247,0001bs Span 131 feet
aviation authorities considered that their use would be only for military types because the fuel Range 3,000 miles Height 42 feet
consumption rate was excessive. But in England, the de Havilland Comet, which first flew in
1949 and went into service with B.O.A.C. in 1952, proved otherwise. The airliner had struc-
tural deficiencies, which led to its withdrawal in 1954, but it did prove the viability of jet air-
liners in commercial service. The fuel consumption of engines that were designed for economy,
not absolute performance, was lower than expected; and the fuel-kerosene, not gasoline-
was cheaper. Most important, and not fully realized until the Comet's service record revealed
it, was that the turbine engines did not suffer from the wear and tear of the reciprocating piston-
engines; and nor did they have the complication of propellers. The TBO (Time Between Over-
haul) of the jets grew in unbelievable leaps and bounds; and the positive effect was also
observed in the airframes, where rivets stopped popping as excessive vibration ceased.
The United States Takes Over
Americans have always been superb in developing a good idea, whether or not it was invented
or innovated at home or abroad. This has nowhere been truer than with jet airliners. Only a few
short months after the pioneering Comet was grounded, the Boeing 367-80 made its [lIst flight
on 15 July 1954. Little more than a year later, on 13 October 1955, in the order that shook the
aviation world, Pan American Airways ordered 45 'big' jets, 20 Boeing 707s and 25 DC-8s.
T.W.A.'s first order was placed on 7 February 1956.

The impact of the Jet Age, when first, the B.O.A.C. de Havilland Comet 4 started Atlantic
service on 4 October 1958, and Pan Am followed on 26 October, was overwhelming. The Boeing
707 was twice as fast and twice as big as its piston-engined predecessors, so that the productiv-
ity was four times as great. Yet the world air traffic demand kept pace, thanks to the introduction TWA. had four Boeing nos. This variant of the Boeing 707 lI'IlS Sfeet shoner than the -100 series.
of economy fares. The Jet Age had begun, and transformed the world of air transport. with 14 fewer seats.

65
The Boeing 707·1 00 Flee.
BOEING 707-131B*
BOEING 707-131
Fleel Delivery Dale Dale of Sale Remarks
Fleel Regn. MSN Delivery Dol Dale of Sale Remarks No Regn. MSN
No.
6746 N746lW 18385 29 Mar 1962 28 Apr 1982 Purchased for USAF's KC·135
7731 N731lW 17658 8Jul1959 3 Dec 1971 re·engining and spares
7732 N732lW 17659 17 Mar 1959 1Dec 1971 support program.
7733 N733lW 17660 3D Mar 1959 2 Nov 1971 6747 N747lW 18386 10 Apr 1962 13Au~1982
6748 N748lW 18387 3D Apr 1962 7Ju 1982 Midair collision with
7734 N734lW 17661 3Apr 1959 9 Dec 1974 Sold to Carbourne Corp., 20 Canslellotion aver New York.
N16648 Dec 1971. Repossessed and landed safely at JFK alter
reregistered, 15 Jon 1973. 19 minutes of flight.
Sold 10 Israel Jon 1975.
6749 N749lW 18388 18 May 1962 1 Feb 1983
7735 N735lW 17662 18Apr1959 8Mar 1971 Sold 10 Air International.
6750 N750lW 18389 23 May 1962 22 Apr 1982
7736 N736lW 17663 29 Apr 1959 80ec1971 6751 31 May 1962 8 Feb 1983
N751lW 18390
7737 N737lW 17664 10Moy1959 15 Dec 1971 Hijacked 10 Shannon, 1Nov 6752 18391 16 Jun 1962 28 Apr 1983
N752lW
1969. 6754 N754lW 18392 28 Jun 1962 22 Apr 1982
7738 N738lW 17665 13 May 1959 17 Dec 1971 6755 N755lW 18393 23 Jul1962 22 Dec 1982
7739 N739lW 17666 28 May 1959 19 Dec 1971 6756 N756lW 18394 2Aug 1962 21 Apr 1982
7740 N740lW 17667 28 May 1959 11 Dec 1971 67S7 N757TW 18395 I Aug 1962 16 Jon 1974 Oeslrayed alter nose wheel
7741 N741TW 17668 13 Jun 1959 9Dec1974 Sold 10 Corbourne Corp., 20 collapsed on landing 01 los
N16649 Dec 1971. Reregislered and Angeles cousing afire.
re~ossessed, 15 Jan 1973. 6758 N758TW 18396 21 Aug 1962 21 Apr 1982
So dto Israel Jan 1975. 6759 N759TW 18397 29 Aug 1962 6Jul1982
7742 N742TW 17669 1Jul1959 6 Nov 1967 Oeslroyed by fire alter 6781 N781TW 18400 31 Aug 1962 12Aug1982
abortea lokeoff from 6782 N782lW 18401 21 Sep 1962 13Aug1982
Cincinnali. 6783 6Apr 1982
7743 N743lW 17670 10 Jul1959 22 Apr 1970 Oestrord by fire on the N783lW 18402 26 Sep 1962
groun at Indianapolis. 6784 N784lW 18403 28 Sep 1962 23 Apr 1982
7744 N744TW 17671 14 Jul1959 25 Nov 1971 6785 N785lW 18404 120cl1962 23 Dec 1982
7745 N745TW 17672 I Aug 1959 28 Nov 1971 6795 N795lW 18758 29 Ocl 1964 9Feb 1983
6796 N796TW 18759 13Nov1964 7Jul1982
6797 N797TW 18760 20 Nov 1964 3D Nov 1980 landed wilh foiled nose
All purchased by Hughes Tool Co. (Toolco) (N73ITW - landing gear at Son
N745TW) and leased to T.W.A. at $2,500 per day. Except where Francisco. Placed in storage
and danaled for fire This eye-catching painting by artist Ren Wicks, captures the
noted, all aircraft sold to Israel Aircraft Industries (IAI) training.
glamour of the early jet age, with a TWA. Boeing 707 flying (a
6798 N798lW 18761 31 Dec 1964 13Sep1982
6799 N799lW 18762 23 Dec 1964 8 Feb 1983 little off the designated approach path) over the center of Paris.
BOEING 707-124 18986 25 Mar 1966 21 Dec 1982
6720 N6720
7747 N70774 17610 22 Dec 1967 12 Nov 1971 6721 N6721 18987 16Apr1966 21 Dec 1982 Used in movie Flying High,
1980.
7748 N70785 17612 31 Dec 1967 16 Nov 1971
6722 N6722 18988 28 Apr 1966 19Moy1982
7746 N74612 18012 8 Dec 1967 II Nov 1971 6723 N6723 18989 6May 1966 12 Aug 1982
6724 N6724 19215 12 Nov 1966 19Moy1982
All Boeing 707-l24s ex-Continental Airlines, sold to Israel Air- 6726 N6726 19216 8Mar 1967 19Moy1982
craft Industries. 6727 N6727 19217 2Apr 1967 13Sep1982
6728 N6728 19218 29 Mar 1967 13Sep1982
6729 N6729 19219 14 Apr 1967 13Sep1982
6763 N6763T 19220 22 Apr 1967 23 Apr 1982
6764 N6764T 19221 13Mayl967 7Jul1982
*All Boeing 707-l31B aircraft (N746TW - N8674l) sold to 6771 N677lT 19222 27 May 1967 12 Aug 1982
Boeing Military Airplane Co., except where noted. 6789 N6789T 19223 13 Jul 1967 12May1982
6790 N6790T 19436 1Aug 1967 12Moy1982 LOCKHEED 1329 JETSTAR 6
6738 N16738 19568 11 Mar 1968 10 Feb 1983 leased from and relurned 10
8ankers Trusl. F1eel No. Re n. MSN Remarks
*Two more 707-l3IBs, 6760/N760TW (18398) & 6780 6739 N16739 19569 8Mar 1968 10Feb1983 leased from and relurned 10 NI007 5057
N780TW (18399) ordered but cancelled and not built. Bankers Trusl. 9801 N7961S 5116 727lrainer
6740 N86740 20056 8Jan 1969 19Moy1982 9802 N7962S 5118 7071rainer
6741 N86741 20057 23 Jan 1969 12May1982

66
A New Era

This picture epitomizes the beginning of the Jet Age. T.W.A.'s Boeing 707-131 N731TW is pictured on the ramp at San Francisco early in 1959,
and parked next to a United Air Lines Douglas DC-7, symbol of a former era. The handsome airport building does not yet have the air bridge
connection, and the crew stands ready with the mobile staircase.

67
The Boeing 707-300 Fleet
BOEING 707-331 BOEING 707-331 B (A-H) BOEING 707-331 C (H)
Fleel Regn. MSN Delivery Disposal Remarks and Disposal Regn. MSN Delivery Dale Disposal Dale Remarks and Disposal Regn. MSN Delivery Dole Disposal Dale Remarks and Disposal
No. Dale Dole N786TW 18711 25 Apr 64 18 Feb 82 Leased from See Jel (orp.,
/l8721T 18918 12Jon66 21 De< 83
purchosed 74. Sold 10 Guinness
7661 N761TW 17673 10 Nov 59 8Mor70 *Leased to Northwest /118709 18985 21 Moy66 22 Apr 82 lold 10 EI AI.
Peot Aviation.
Airlines, 17 Oec 5910 oorly 60. N18710* 19224 15Mor67 5Apr 84
/118711 19225 4 Apr 67 5Jun84 /l787TW 18712 20 Moy 64 26Jul69 loosed from See Jel (orp.
Oeslroyed by bomb Los Vegos. (rushed,AtIonlic City, Nl
7662 /l762TW 17675 10 /lov 59 Mor80 Leosed 10 Northoosl 17 Dec 1118712 19226 31 Moy 67 Sold 10 Air Trons. 30 Apr 84
19227 6Aug 67 6Apr 84 lold 10 Globollnl., 82. RepOl H788TW 18713 12 Jun 64 lJun84 Leased from lee Jel (orp.
59 - Jon 61. lold 10 Morine Inc /118713
se",d,81 Purchosed,74.
7633 N76311'1 17676 21 Nov 19 7Mor79 lold 10 Lelcolnc IAir8erlin) 18756 6Aug 64 12Mor79 leased from SeeJef Corporclion,
/128724 19S70 16Feb 68 26 Moy 83 Relurnedto Cilicorp. N791TW
7664 N764TW 17678 23 De< 19 19 De< 78 Ilored, KonlOs Cfty, Icropped 6/80 sold 10 Globollnlernolionol.
7661 /l761TW 17679 18 Jon 60 3Mor79 Ilored, KonlOsCily, Icropped 6/80 /128726 19171 27 Mor 68 18 Apr 83 Returned 10 Citicorp.
19572 22 Mor 68 6Jul83 Returned to Citicorp. N792TW 18757 29 Aug 64 9 Nov 84 LeosedlromSee Jel(orp. Used
7666 N766TW 17681 I Apr 60 29 Apr 79 Ilored, Konsos Cily, Icropped 6/80 N28727
19573 7Moy6B 21 Apr 83 Loosedlrom Bonkers Trusi. 10 lronsporl Pope Poul VI 10
7667 N767TW 17682 5Apr 60 17 Apr 79 lold 10 Lelco.IAir Berlin) N2872B
Loosed 10 8ritish (oledonion Rome on 5 0'165 ond nomed
766B N768TW 176B4 15 Apr 60 10Jun 81 lold 10 AARAlien Aircroft. Ihepherd J. Purchosed 22 Oec 78.
7669 /l769TW 176BI 9Moy 60 23/1ov 64 Croshedofteroborledloke Airlines, Sep 7610 Del 76.
Returned 10 Cilicorp. N577lT 19212 18Jun67 6 Moy 78 Sold 10 Guinness Peat Av.
olf, Rome, Itoly. 26 Aug 77 leased then sold to Guinness
N8729 20058 12 Oe< 68 16feb84 Loosed 10 Air 8erlin 4 Nov 80 10 N5772T 19213 29 Aug 67
7670 N770TW 176B7 26 Moy 60 31 Oct 79 Ilored, Konsos (ily, Icropped 6/BO Peal, 12 Aug 78.
7671 H771TW 176BB lJul60 29 Apr 79 Ilored, KonlOs (ily, Scropped 6/BO 20 Nov 81.
N8730 20059 15 Jon 69 4 Apr 84 N5773T 19214 29 lep 67 1Mor78 Leased 10 Golden lun Air (orgo
7672 /l772TW 17690 lJul60 JOJun 81 Sold 10 AAR Allen Aircroft. 15 Dec 7110 26 Mor 72. Sold 10
N8731 20060 3 Mor 69 28Mor 80 lold 10 Executive Alrcroft Ltd.
N8732 20061 7 Mor69 15 Oec 83 Leased 10 8WIAfrom 15 Oe< TMALebonon.
* Named London Town and inaugurated Idlewild-Heathrow -Fronkfurl service, 23 Nov 1959. N5774T 19435 12 Oct 67 15Nov78 Sold 10 fOIl Air (orrier.
791028 Feb 80. loosed 10
Guinn", Peal 29 Aug 80 10 NI5710 19566 26Jun68 221epB3 leased from ond returned to
2Apr 82. Bonkers Trusl, ICilicorp).
BOEING 707-331 B Nomed Por;s 5ky Chief 11. N15711 19567 27 Jun 68 6 Oct 83 leased from and relurned to
N8733 20062 2Apr 69 2Apr 84
Loosed from Irving Trust 80nkmTrull, ((ilicorpJ.
8773 /l773TW 18405 11 Mor63 13/1ov83 HI5712 20068 2Jul69 14 lep 72 Crashed into Son Francisco
8774 H774TW 18406 1 /lov 62 20 Oe< 83 N8734 20063 7Apr 69 8Sep 74 (roshed in Aegoon-bomb
explosion. 80yofter obortedloke-off.
8775 N771TW 18407 3 De< 62 9Moy 84 N15713 20069· 16 Jul69 22 Aug 78 Leased Ihen sold 10 Globol
8776 /l776TW 18408 23 Jon 63 16 De< 83 * See below N8735 20064 1Moy69
7Moy69
19Jun84
7 Moy 84
Leased from Irving Trust.
leased lrom Irving Trusl. Inlernolionol Airlines 14 Ju178.
/l2B714 N8736 20065
N8737 20066 12Jun69 5Jun 84 Loosed from Irving Trust. N1796T 20428 27Jul70 23 Aug 83 leased 10 Alio Jordon lromSep
8777 N778TW 18409 21 feb 63 3Apr 83 791080. Sold 10 Isroel 000.
N8738 20067 17Jun69 6Jul84 Loosed from Irving Trusl.
N794TW 20429 25 Aug 70 25 Jon 83 Sold 10 Isruel 000.
(All oimolt sold to Boeing Military Airplane Co.)
* Cockpit was deslroyed by a bomb in Damascus 29 Aug 69. New nose seclion built by Boeing and trans- * Flew JFK - O'Hare-Kansas Gly as IW.A.'s lasl commercial 707 f1ighl, 31 Oct B3.
ported to Damascus and installed. Reregistered as N2B714 24 Dec 69 alter threats to destroy the some
aircraft were mode.
BOEING 707-373C (H)
BOEING 707-331 B (A) N4789TW 18709 18 Nov 63 27 feb 81 Built lor World Airwoys, nol
loken up. loosed from and
8779 N779TW 18764 14Jon63 14 De< 83 loosed from 800the Leasing. relurned 10 See Jel Corp.
PUllhosedl5Jon65. 23 Oe< 63 30 Nov 70 Ordered ond "ncelled by
N4790TW 18738
8760 /l760TW 18913 29 Jon 61 20 De< 83 World Airwoy>. Hilloilol on
8780 N780TW 18914 9Apr 65 17 Moy84 Isroeli Air Force Boeing 377
8783 H793TW 18911 25 Moy65 23 Moy 84 01 Tel Aviv, ond (rushed.
8705 N870IT 18916 10 De< 65 15 De< 83
8705 N8715T 18917 21 De< 65 13 Sepl70 *Blown up, EI Khono, Jordon.
8701 NIB701 18978 25Jon66 22 Oe< 75 Oeslroyed on londing 01
Milon, Itoly. BOEING 707-338C (H)
8702 NI8702 18979 3feb66 16 Feb 84 leased 10 Royol Air Moroc
lor 4 monlhs, 80. ex·OonlOl VH·EBP. Sold 10
8703 NI8703 18980 \Feb 66 12 Nov83 Inlernolionol Air (orgo Egypl.
8704 HI8704 18981 5Mor66 16 Feb 84
8706 N18706 18982 4Apr 66 12/1ov 83
8707 NI8707 18983 15 Apr 66 14Feb84
BOEING 720-051 B
8708 NlB708 18984 20 Apr 66 14 Oe< 83 leased 10 RoyolAirMoroc
lor 2monlhs, 80. N791TW 18381 23Jul61 310'162 AII720s built lor lIorthwesl
N792TW 18382 2Aug 61 211ep62 ond leased lrom Boeing for
N793TW 18383 27 Aug 61 29Sep62 peak travel season. This Boeing 707-331 B (Advanced) had the new 'outlined'
(Excepl where noled, all sold 10 Boeing Military Airplane Co.) N795TW 18384 30 Sep 61 26 Oct 62 TRANS WORLD marking, and a revised logo style on the tail.
* Hijacked from Frankfurt, Germany 6 Sep 70.

68
Boeing 707·331 B
185 seats • 600 mph

The 707 "Intercontinental" had a longer fuselage, larger

improved wing, taller vertical fin, and a ventral fin below the
tail. Note the 'blow-in doors' on the "Dyna-Fan" engine
nacelles 'forward section.

Progressive Improvement
With the 707 series, Boeing became the world's leader in airliner manufacturing. The classic Engines Pratt &Whitney JT3D-3 (18,000 lb. thrust) x 4 Length 153 feet
Boeing 707 came in several forms. Initially, the -100 was a comfortable transcontinental air- MGTOW 335,0001b Span 146 feet
liner, but was limited across the Atlantic, having to stop at Gander or Shannon in the westbound Range 4,000 miles Height 42 feet
direction. Its Pratt & Whitney JT4A-9 straight jet engines were known, rather unkindly, as the
"Ole Smokies." The -300, with JT3Cs and a slightly longer fuselage, was much better, and the
-300B with JT3D turbofans and improved wing better still. The -331 B(A-H) (Advanced-
Heavy) had a heavy-duty landing gear, allowing a gross take-off weight up to 335,000 lb. They
had more range, more capacity, and were more profitable than previous versions. The greater
power enabled the -300 to be able to cut about half a mile from the take-off distance required
by the other Boeings.

lW.A.'s Decision
Having demonstrated considerable ingenuity and initiative, not to mention technical confi-
dence, in launching its transcontinental jet service with a single Boeing 707-131 on 20 March
1959 (page 67). TW.A. did not rush immediately to match Pan American on the trans-Atlantic
route. It elected to await the availability of the longer-ranged -331, and meanwhile concen- The Smaller Boeings
trated on expanding its domestic network so that TW.A. Boeings were competing with Amer- To meet a requirement for routes of lower traffic density, Boeing produced a'shorter-bodied
ican's at all the major cities. Ultimately, the -33ls were deployed on the New version, the 720, 8 feet shorter than the -100, but with the same wing. TW.A. also had one
York-London-Frankfurt route on 23 November 1959. TW.A. had lost a whole year to its arch- Series -138, which was 10 feet shorter than the basic type, and designed for the Australian
rival Pan American, and with other problems of a non-technical or operational nature, the air- airline QANTAS, with extra tankage for maximum trans-Pacific range. TW.A. operated a
line had a long fight on its hands. total of 133 Boeing 707s, and made good use of them all over the world.

69
 Speed at All Costs
Up to the Limit T.W.Ao'S CONVAIR 880 (MODEL 22·1) FLEET
The progress of air transport, since its establishment as an industry in the I920s, had been char- Regn. MSN Delivery Dale Disposal Dale Remarks and Disposal
acterized by an emphasis on speed. In 1950, the jet-powered de Havilland Comet almost dou-
N871lW I 29 Oct 64 18 Apr 78 Siored Oec 73 Konlas Cily. Sold 10 Americon Jellndustries.
bled the speed, at 500 mph, of the best piston-engined airliners, and in 1958 the Boeing 707 8802 2 18Mer61 10 Apr 74 Siored Konsos Cily; Scrapped Oec 79.
(and later the Douglas DC-8) took this to 600 mph. By this time, there were thoughts of a N803lW 3 13 Oct 61 18 Apr 78 Sold 10 Americon Jellnduslries. Siored Jon 74.
N804lW 4 11 Sep 63 240ct73 leosed 10 Norlheost Airlines, 21 Jon 6110 11 Sop 63. Wfu 0<173 slored Konsos Cily.
supersonic airliner as a longer-term successor to the Big Jets, as they were called; but the air- N80SlW S 10Aug 61 21 Jun 78 SoldloAmeri<onJellnduslries.
lines still sought higher speeds from the currently-available technology. Theoretically, the N806lW 6 12Sep63 18Jul78 leosed 10 Northeosl Airlines, 30 Jon 61 10 12 Sep 63. Sold 10 Amerimn Jet
Indusfries.
designers felt that, even if they could not penetrate the sound barrier, they could come close to N808lW 8 18 Moy 60 18 Apr 78 Sold to Americon Jellnduslries.
it, so that, with an airliner that could approach 650 mph, this would be worth a significant N809lW 12 29 Jul63 IB Apr 7B leosed 10 Norlheosl Airlines, 10 Sep 6310 19 Jon 6B. Sold 10 Ameri<on Jel
saving of time on a long-distance route, and give the operating airline a competitive advantage. Industries.
NBIOlW 13 15Feh 61 BAug 78 Sold 10 Ameri<on Jel Industries.
N811lW 14 2Feb 61 Nov 72 Siored Konsas Cily; Scropped Moy 22.
No Room for Three N812lW 15 9Jun61 18 Apr 78 Sold to Amerimn Jet Industries.
The post-war piston-engined rivalry between Douglas and Lockheed had now given way to a NBI4lW 19 2Sop 61 IB Apr 7B Sold 10 Ameri<on Jel Industries.
N815lW 20 26 Aug 63 18 Apr 78 leased 10 Northeasl Airlines, 8 Oec 60 10 Aug 63. Sold 10 Amerimn Jellnduslries.
Jet Age rivalry between Boeing and Douglas. Throughout airline history, a third contestant had N816lW 22 13 Sep 63 18Apr 78 loosed 10 Northoosl Airlines, 5 Oec 60 10 13 Sop 63. Sold 10 Amerimn Jel
never been able to make its mark; and economic studies have demonstrated that the full bene- Industries.
fits of competition on any route are invariably achieved by two competitors, not necessarily N817lW 23 29 Aug 63 18 Apr 78 leased 10 Northeasl Airlines, 30 Nov 60 10 29 Aug 63. Sold 10 Amerimn Jet
Industries.
three. And all too often, the third contestant cannot achieve an adequate share of the market. N81BlW 24 SJon61 18 Apr 78 Sold to Americon Jel Industries.
Similarly, a third manufacturer can end up with financial losses because of insufficient sales. N819lW 25 12Jon61 BJon74 Siored Kansas Cily.
N820lW 26 20 Mer 61 13 Sep 65 Crashed during lraining f1ighl 01 Kansas Cily {MCI}.
No doubt, this consideration was in Lockheed's mind when it decided not to build a rival to the NB21lW 27 8Jon 61 21 Nov 67 Oomoged beyond repair during londing 01 Covinglon.
707 or DC-8, but turned to a prop-jet (turboprop) airliner, the Model 188 Electra. N822lW 28 6 Jon 61 IS Jun 74 Siored KonsosCiIy; scropped Dec 79.
N823lW 30 15Mer61 8 Jon 74 Siored Konsos Cily; scropped Dec 79.
N824lW 21 IJon61 15 Jun 74 Operoted losl Convoir 880 schedule service on 15 Jun 74. Wilhdrawn from use ond
The Convair Challenge stored KonsasCi!y; scrapped Sep 79.
The Consolidated-Vultee, or Convair, company of San Diego, flush with its huge success in N825lW 32 21 Jon 61 18 Apr 78 Sold 10 Americon Jet Industries.
building the Liberator bomber and other military aircraft, had entered the commercial market NB26lW 33 6 Moy 61 16 Jon 74 Siored Kansas Cily.
N828lW 35 26 Apr 61 18 Apr 78 Sold loAmerjeonJellndusfries.
after the War with its short-haul "DC-3 Replacement," the Convair 240/340/440. In the mid- 880l!NB49SH 39 22Moy67 2 feb 68 leased fram Hughes Tool Company from 22 Moy 6710 2 Feb 68.
1950s, the company decided to enter the Big Jet market. Its entry, the Convair 880 (see next N830lW 40 25 Moy 61 18 Apr 78 Sold to American Jellnduslries.
NBOIlW 42 9Jul61 14 Jun 74 Siored Kansas Cily; scrapped Nov 79.
page) was similar in design to the 707 and the DC-8, in that its engines were suspended in pods
under a swept wing. Its speed was marginally faster than those of its rivals. This caught the
interest of American Airlines, which ordered an even faster version, the Convair 990. The
latter's speed, however, was not significantly greater.

TWA
''''-

A fine shot ofN815TW il7flight.

70
...I
Convair 880
85 seats • 610 mph

Another example of "Machat's Law" is T.w.A. 's Convair 880 nose radome in either all-black,
light gray with black nose dot, or all-light gray. The original delivery scheme is illustrated here.

Engines General Eledric CJ-80S-3B (11,200 Ib) x 4 Length 129 feet

MGTOW 184,SOOIb Span 120 feet
Range 2,600 miles Height 36 feet

The four-engined jet was at first called the Convair-600, then the Skylark, or the Golden
Arrow, and was originally intended to challenge the 707 and the DC-8 on domestic routes. It
was sponsored by TW.A., still strongly influenced by Howard Hughes, who, late in 1955,
placed an initial order for 30 Convair 880s, as the new airliner was eventually called. Delta Air
Lines also ordered the 880 and was the first into service, on 15 May 1960.
This was because TW.A.'s owner, Howard Hughes, was running into difficulties. The air-
line was in an unusual position in that its aircraft were owned by Hughes's powerful Hughes
Tool Company (Toolco) to which it paid a rental of about one million dollars per year per air-
plane. But even Toolco's pockets were not bottomless, and could not finance TW.A.'s purchase
N804TW on the ramp at Phoenix in 1964, in T.W.A.:S handsome paint scheme, with the slogan Superjet of the Convair 880s. As a consequence of the legal delays, which had far-reaching conse-
at the rear of the fuselage, together with the twin-hemisphere logo. (photo: Roger Bentley) quences (see page 73) TW.A. did not begin Convair 880 service until 12 January 1961.

71
 Atlantic Number One
Confident Start
TW.A. had entered the North Atlantic airways artery in 1946, Comet in 1952, got into its stride, and pushed TWA. into
to face two incumbent airlines from the United States, and, by third place for several years. One reason was that both Pan 250..--..,.---,----,...-----.--,---,..--...., 250
1948, seven national airlines from Europe. The United States American and B.O.A.C. operated the splendid Boeing 377
contingent, comprising Pan American, American Overseas Stratocruisers which had great appeal for the trans-ocean air
(A.O.A.), and TWA., was dominant, carrying about 60% of traveller, with its luxury amenities that included a downstairs
the total annual passengers, which, by 1950, had exceeded cocktail bar. And in addition to the Boeing 707, B.O.A.C. had
300,000. In that year, thanks to the popularity of the Constel- also introduced the Bristol Britannia turboprop 'Whispering
lation, TW.A. had almost overtaken Juan Trippe's Pan Am, Giant' to provide added capacity. 150 1--+--+--+---+---+~~",,-=-,f50
with 66,000 v. 69.000 passengers. But no sooner had Howard
Hughes changed the name to Trans World Airlines, he was T.W.A. Takes the Lead
confronted with the merger of Pan American and A.O.A., But during the I 960s, with new ownership and management
which accounted for 40,000 passengers. This enabled Pan TWA. began to reassert itself. It built up the Boeing 707 faa 1---+--+----I---J.ooI'-----+--+----4
Am to maintain its lead, although TW.A. was comfortably in fleet energetically, and eventually 133 aircraft-almost as
second place until 1958. many as Pan Am. By 1969, it had overtaken the hitherto unas-
sailable Pan Am, and continued to maintain at least parity 50 """"'''''''''"=-'~''l----I----+---+--+----4
50
Obstacles to Progress throughout the 1970s. Indeed, many regular trans-Atlantic
When the Jet Age began, however (and as described on page travellers habitually expressed a preference for the TW.A.
69) TW.A. was not prepared for the North Atlantic onslaught. operation and service standards, a reputation that was main- o REGO 0
Financial stringency had obliged it to concentrate on the tained until in more recent times British Airways gradually Jan Feb Mar Apr May Jun Jul Aug
domestic network, while awaiting the long-range Boeing claimed ascendancy, and Pan American's demise was accom-
707s, and a year's delay cost it dearly. The British B.O.A.C., panied by TW.A. owner Carl Icahn's sale of the coveted This chart shows the change of leadership on the North Atlantic
which had really started the Jet Age, temporarily, with the London routes in 1991 and 1992. air route during the 1960s.

"....':;.
~

,',
INTERNATIONAL ROUTE·S>~:::: ;...,,;."d':'~'!'
. . :. :.;..
REGD
1968 ,
' ..

.1 72
 Howard's End
The Origins plan, which it had underwritten in 1957. Hughes held the $145 million dollars. On 10 July 1964, the Civil Aeronautics
Howard Hughes was eventually to surrender his ownership of lenders at bay by paying off the $12 million. Then, in July Board issued an order, permitting Tooleo to resume control by
TWA. in 1961, but the seeds of the denouement were 1959, to cover the cost of the jet order, Tooleo accepted the purchasing Series A notes from Equitable Insurance, provided
planted as early as 1945. These lay dormant for many years, obligation, and leased the aircraft to TW.A. on a day-to-day that it divested itself from control of Northeast Airlines. The
but the $30 million debenture loan that Equitable Life Insur- payment arrangement. To relieve the financial pressure fur- Court of Appeals then reversed the C.A.B.'s decision on 7
ance made at that time to TWA. (of which Hughes had a ther, an aircraft exchange was made with Pan American, trad- December, stating that a public hearing was legally necessary.
67% stock holding) was to have far-reaching repercussions. ing away six Boeing 707-120s for -320 series; and the This was upheld on 8 March 1965 by the U.S. Supreme Court.
In 1946, Equitable had increased the loan to $40 million, as Convair order for 30 aircraft was reduced to 20. In Septem- This court also refused to hear an appeal by Tooleo, as it held
TW.A. entered its major route expansion program in the ber, 21 old aircraft were sold, with 27 more on option. that the public hearing was essential to determine if Hughes's
post-war recovery years. Early in 1947, when the airline was TW.A. had managed to launch a domestic jet service on efforts were in the public interest.
faced with big losses, Howard Hughes, through his Tool 20 March 1959-with only one aircraft (see page 64)-and, Howard Hughes finally capitulated. On 3 May 1966, the
Company, put $10 million cash into TWA., in exchange for belatedly, started trans-Atlantic jet service on 23 November Hughes Tool Company sold its entire stake in the company,
convertible notes and the power to name the majority of 1959; but the former initiative had been lost, and the airline through a secondary offering to the general public, 6,584,937
TW.A.'s directors. This was when veteran Jack Frye and Paul was in serious financial straits. shares of stock (77%) valued at $86 per share. Howard
Richter resigned (see page 64), as Hughes Tool Company At the end of the year, the Convair 880s on order were Hughes, already rich, had, in about 20 minutes, become much
effectively took complete control ofTW.A. In 1948, Hughes set aside from the production line-a move that resulted in a richer, by $566,304,582.
exercised his convertibility option, raising his stock holding multi-million dollar loss for General Dynamics, Convair's
parent corporation. The Judgement
to 73%, a move that was approved by the Civil Aeronautics The controversy over Hughes's enigmatic role in the whole
Board in 1950. Confrontation affair dragged on for years, and raised several questions,
Signs of Distress The lenders' patience was finally exhausted. In March 1960, which were expressed neatly by Fortune in May 1965:
Things went well operationally for TW.A. during the next Irving Trust shut off all further credit to Hughes, and with the
few years, with the Constellations setting a merry pace both other lenders, worked out a long-term financing plan that I. What is the justification for preventing a man who
in the United States and across the Atlantic. But when, on 4 would cover the emergency. But Tooleo had to agree to guar- owes 77% of a company, however unorthodox he happens to
January 1956, president Ralph Damon died, he was not antee all the obligations, the most important of which was be, from voting his stock and controlling the business?
replaced for many months. Hughes had lost his reliable and that, if a change of management occurred, Metropolitan Life 2. How far into the control of a large-scale business are
capable adjutant, and not until 23 January 1957 was Carter and Equitable could demand a voting trust to vote Hughes's big institutional lenders entitled to go to protect their loans?
Burgess installed as president. He never met Hughes, who stock. This was Howard's Achilles Heel, for on 27 July, the 3. What is the public interest in these matters, partiClI-
held him responsible for a decline in the airline's fortunes, president, Charles Thomas resigned, amid protests from the larly the unique public interest that arises in a quasi-public
and he resigned (or was forced out) on 31 December 1957, to Hughes lawyers that this was a contrived arrangement. The utility such as an airline?
be replaced, on 15 July 1958, by Charles Thomas. axe fell on 31 October, the due date for Hughes to honor the
With the advent of the Jet Age, Hughes's TW.A. was debt to Irving Trust. He could not or would not pay. Another commentary was made by the British aviation
heavily committed. It had ordered eight Boeing 707-120s in writer, Richard Worcester, who paid tribute to Hughes:
The Voting Trust
February 1956,30 Convair 880s in June 1956, and 25 more On 31 December 1960, Howard Hughes signed a $319 million
Boeing 707s in May 1957. The total of 63 big jets was a com- This may lay the foundations ofa new TWA. struc-
financing plan for the jet fleet, under which his stock was ture that will enable it to survive and justif'.· the
mitment of $300 million-a considerable sum in the 1950s. placed in a voting trust. The banks then agreed to finance the dreams that Jack Frye and HOlrard Hughes hadfor
TW.A. then made a one-for-one common stock offering, purchase. On 27 April, Ernest Breech, formerly chairman of the airline before the H"ar when they conceived the
underwritten by the Hughes Tool Company, raising the equity Ford, became chairman ofTW.A., replacing Warren Lee Pier- Constellation. Whatever Hughes h~ls done or IlOt
capital to $43 million, of which Tooleo had $35 million (rais- son, and was accompanied by Charles Tillinghast as president. done, he will always be a great son of American
ing its equity to 77%). Clearly there was no love lost between the adversaries of what COl1lmercial aviation for brilliance in sponsoring
But this was not enough. TW.A. could not meet its pay- was to become a long-drawn-out legal battle, the like of which an aircraft so prescient in conception that the delm'
roll for the first quarter of 1958, and in April, Hughes was was almost unpredecented in the history of American busi- in its fruition ofseveral years due to the Il'Gr did n;t
obliged to borrow $12 million from Irving Trust and the Bank ness. The first salvo was an anti-trust suit filed against
I prevent it from going on to become a great intrinsic
of America. At this stage, Equitable Life, which had been one
I Howard Hughes and the Tool Company on 30 June 1961. In source of u.s. world prestige and wealth.
of the original backers in 1945, insisted on a long-term May 1963, a Federal District Court judged Tooleo to be in
financing plan, to cover the $300 million jet procurement default, and the damage claim was increased from $115 to

73
SST and the Second Line
French Initiative Supersonic Dreams The Third Level
In 1952, in England, de Havilland and B.O.A.C., with the TW.A. 's disregard for the 68-69-seat Caravelle-which The awareness of the need for aircraft to serve smaller cities
Comet, had demonstrated that a well-matched airframe and would have given good service on much of the domestic route and feeding into the trunk routes was prev~nt during the
engine could combine to produce an efficient jet airliner. But system where the traffic demand did not justify the larger 1960s. The high interest in the hub principle had not yet
just as until then, the aviation sages had warned that jet jets-was in contrast with its enthusiasm for supersonic air- developed. Aircraft such as the Caravelle, Boeing 727, and
propulsion could not be applied commercially, they then liners. To be fair, it was not alone, as most of the world was DC-9 fulfilled these needs, and supplemented the Boeing
claimed that, in spite of the Comet, jet airliners would be queuing up to put down names on the Concorde and U.S. 707s and Convair 880s, often overlapping in their applica-
totally uneconomic for short-haul work. The world's first SST order books. On 14 October 1963, TW.A. advised the tion and deployment. The Boeing 727 could fly coast-to-
short-haul jet, the twin-engined Sud-Est 210 (later the Sud U.S. government of its intention to buy six Boeing SSTs, and coast with only one stop. But below this Second Level was
Aviation Caravelle), proved that this was not so. The 210 deposited $600,000 with the Federal Aviation Agency an even lower level of air service, sometimes referred to as
had the proven Rolls-Royce Avon engines, and even the (EA.A.). The order was even increased to ten on 14 Novem- the Third Level, or Scheduled Air Taxi, or, later, the Com-
Comet nose; and surprised the designers all over the world by ber 1963, and to 12 on 18 October 1967. muter. To protect this end of the travel market, TW.A. made
putting the engines at the rear of the fuselage. There were Hedging its bets, T.W.A. also ordered four Anglo- agreements in the early summer of 1965, with San Francisco
many advantages: the wing was left clear of protuberances French Concordes, and increased this to six on 1 April 1964. Helicopter Airways (guaranteeing a break-even need) and
such as engines-the 'clean' wing; they were easily accessi- The supersonic aspirations were always a dream, and were with New York Airways (sharing financial support with Pan
ble for maintenance; and their position substantially reduced never supported by economic considerations. The TW.A. American). The following year, TW.A. was associated with
the noise level in the cabin. Nevertheless, the idea was looked management could not now blame Howard Hughes for this Piper Twinair, a small commuter airline in the New York
upon with skepticism, even scorn, in some aviation circles. diversion from the main stream of equipment development, area, which fed passengers into TW.A.'s JFK terminal from
but at least it had taken care of the less exotic side of the busi- neighboring communities.
The First Short-Haul Jet ness, with less spectacular operations.
Sud-Est went ahead. The Caravelle made its maiden flight on
27 May 1955. Air France ordered twelve, and introduced it on
the Paris-Istanbul route on 6 May 1959. By this time, 50 air-
craft had been ordered, and eventually more than 250 were
sold. In the United States, United Air Lines was the only cus-
tomer and put it on the New York-Chicago route on 14 July Caravelle lOA
1961. T.W.A. ordered 20 Mark lOA "Nouvelle Caravelles"
on 7 September, but cancelled the order in May 1962. The
airline had already ordered ten Boeing 727s (see below and
following pages.)
Concorde

What Might Have Been Concorde

(the three drawings are on the same scale)

Boeing 2707

74
Boeing 727-31
94 seals • 580 mph

°0

Artist's Note
Note use of T. WA. s new 'Golden Globe' logo.

Engines Pratt &Whitney JT8D (14,000 Ib) x 3 Length 133 feet

MGTOW 152,500-164,500 Ib Span 108 feet
Range 1,700 miles Height 34 feet

Short and Medium Haul

Once again, to follow the example of the Caravelle, the initiative had been taken overseas,
when de Havilland supplemented its Comet production by launching the world's first tri-jet, the
D.H.121 Trident. Like the Caravelle, all three engines were in the rear, two on the sides of the
fuselage, and one faired into the base of the vertical stabilizer. It first flew on 9 January 1962.
But the British missed their chance by some incredible bungling. Under pressure from British
European Airways, the 100-seat Trident design was irrevocably compromised by reducing the
size to 86-not much bigger than the Caravelle. The first Trident had been sized just right for
both the European and the U.S. markets. Not only that, de Havilland allowed a Boeing team
to inspect it.
Three weeks later, the Seattle team announced the IOO-seat Boeing 727, remarkably sim-
ilar in design to the Trident. The 727 made its first flight on 9 February 1963, and more than
1,800 left the Seattle factory. It first went into service with Eastern Air Lines on 1 February
1963. TW.A. ordered ten Boeing 727s in March 1962, and it was to become one of the most
versatile airliners ever produced. TW.A. 's entered service on 1 June 1964.
Shortly thereafter, on 20 July, TW.A. ordered 20 twin-jet, rear-engined Douglas DC-9s,
once again taking the home-built product in preference to the British Aircraft Corporation's
BACOne·Eleven, This was the first second-generation rear-engined twin-jet to follow the Car-
avelle, and it had already made inroads into the American market. But TW.A. chose the DC-9
and started service on 17 March 1966 (see page 77). This Boeing 727 Series 3JQC was affectionately known to the pilots as Piggy Sue.

75
TWA's First Short-Haul Jet Fleets
T.W.Ao's BOEING 727 flEET DOUGLAS DC·9·S1 flEET

TWA # Regn, MSN Delivery Remarks and Disposal

Regn. MSN Delivery Name Remarks and Disposal Series 31QC Date
Date N890lW 19229 II Apr 67 10Id,2IMoyI982.
8918 N418EA 47676 16 Aug 93 ex-Hawaiin Airlines
N891lW 19230 2Moy 67 Sold, 22 Apr 1982.
Series 31 19231 9Moy67 lold, Moy 1982. 8906 N406EA 47686 21 Jun 94 ex-Allegheny Airlines
N892lW 8901 N40lEA 47688 13 Moy 94 ex-Allegheny Airlines
N810lW 18169 29 Apr 64 Ilored,Konl<lsCiIy,JuI91. N893lW 19232 3DJun 67 Sold,23 Mor 1982. 21 Apr 94 ex-Allegheny Airlines
8908 N408EA 47693
Sold 10 Express One, 26 Nov 91. N894lW 19233 17Sep67 501d,22 Mor 1982. 19Jon94 Returned to 8oeingCopitol26 Moy 00
8909 N409EA 47728
N811lW 18170 21 Apr 64 Slored, Kansas Cily, Ju191. N895lW 19234 26Sep67 I<Jld, 22 Apr 1982. 23 Dec 93 Sold 30 Apr 99
8910 N410EA 47731
N812lW 18571 2Moy 64 Oomoged beyond repoir in
wheels-up londing Chicogo
27 Aug 88. lold 10 US Jellervice,
110c188.
N9116T
N9111T
r
Series lSOC
19873
19874
23Jul68
19Feb68
I Ilold,13JuI1982.
10Id,13JuI1982.
8911
8912
8914
8915
N411EA
N412EA
N414EA
N411EA
47732
47733
47746
47749
l)feb 94
11 Mor94
14 Nov 93
270cl93
Sold 20 Aug 99
Sold 2Aug 99

N813lW 18572 21 Moy 64 Sold to Exlex Internofionol Notes: All 727-31QC and -180C sold to UPS. The porcine 8916 N416EA 47751 8 lep 93 Returned to 8oeingCopiloi 26 Moy 00
Inc., 30 Apr 91. 8917 N41lEA 47713 30 lep 93
N814lW 18173 6Jun64 [{ood Boorer Sold 10 Air Internotionol. names were not official. They were the result of the pilots'
N815lW 18174 10 Jul64 I/owPork Siored Konsas Cily, Oec 93. Sold whimsical sense of humor, and could be identified only in the All aircraft acquired from Eastern Air Lines, to supplement
10 General Aviation Te(hnologies,
24 1un 97. flight decks. the original short-fuselage DC-9-14s and DC-9-15s.
N816lW 18171 14 Jul64 Porrine Princess Stored Konsas City, Jon 92-
N817lW 18176 12 Aug 64 Iwine Flew Stored Konsas Cily, Oec 93.
N818lW 18577 311ul64 Sold 10 Chorlotte Aeraspoce
Co. loc., 30 Oct 86. Fuseloge
10 FAA for deslructive lesting.
N819lW 18178 8Aug 64 Stored Konsas Cily, Feb 90. lold
to Memphis Group, II Moy 90.
N849lW 18710 4lep 64 lold 10 Memphis Group, 29 lep 89_
N847lW 18712 23 lep 64 lold 10 Privole Jet Expeditions,
17Feb89.
N846lW 18713 27 Oct 64 City of 8erlin (1987) Sold to lAETA, 13 Aug 88.
N833lW 18903 17Jun61 Hom Tram lold to Jel East Inc., 21 Mor 88.
N840lW 18901 13 Jul61 IhyPig Hool Gibsan Airuoh. lold 10 Jel
Eost Inc., 10 Mor88.
N841lW 18906 91ep61 lold to Gulf Air Inc., 28 Nov 88.
N842lW 18907 29Jon66 lold to Gull Air Inc., 28 Nov 88.
N7890 20112 1Moy69 lold to Gull Air Inc., 3Dec 86.
N97891 20113 7Moy69 lold to G8 800ts Smith Corp.,
13 Nov 86.
N7892 20114 21 Moy69 Sold to Gulf Air Inc., 10 Oct 86.
N7893 20115 7Jul69 Sold 10 Tenneco loc., 12 lep 80.
Series 31 H
N848lW 18751 18 lep 64 City of Vienna (/990) Itored Kansas City, Feb 94.
Hog Jaw
N845lW 18754 30 O,t 64 lold to UIJet lervices,
30Mor89.
N844lW 18711 7 Nov 64 OIy of Frankfurt (/990) Slored Konsas Cily, Dec 93.
Pork Chop
N831lW 18902 20 Moy 65 Swinus Plumitus 510red Konsas Cily, Jon 92.
Supersoniws Sold to General Aviation
Boeing Oink Technologies, 24Jun 97.
11839lW 18904 21Jun 61 Piggy Sue Slored Konsas Cily, Dec 91.
loldlo Generol Aviotion
Technologies, 24 Jun 97.
N889lW 19228 29 Dec 66 City of Istanbul (/9901 Sold to Exlex Internationol
Inc., 22 Nov 91.

This DC-9-31, N990Z. was inherited when TW.A. absorbed Ozark Air Lines and its extensive fleet (see page 97).

76
Douglas DC·'·14
65 seats • 560 mph

Like the Convair 880s, TWA sfirst DC-9s sported an all-black nose radome.

Twin-Jet Choice Engines Prall &Whitney JT8D·1 (14,000 Ib) x 2 Length 104 feet
On 20 July 1964, TW.A. ordered 20 Douglas DC-9-14s, plus 20 more on option) at a cost of MGTOW 90,700lb Span 89 feet
$86 million, for its short-haul routes. It had flirted with the idea of the French Caravelle in 1962 Range 700 miles Height 27 feet
(see page 74) and no doubt had considered the British BAC One-Eleven, but it elected to stay
with the American version of the twin-jet, a design formula that airline planners considered to T.W.Ao'S EARLY DOUGLAS DC·9 FLEET
be the most economical for short-haul routes.
Development of the DC-9 was rapid. The first flight was on 25 February 1965 and Delta Fleet No. Regn. MSN Delivery Remarks and Disposal
Date
Air Lines put it into service on 8 December of that year. TW.A. followed soon afterwards, Douglos DC-9-14
starting New York-Kansas City service with the -14 variant on 17 March 1966-just before 1051 Nl0m 45714 25 Mor 66 Lemed 10 Texos Inll. Airlines, 10" 74·1 Nov 75. Sold 10 TlA ,3 Moy 77.
Howard Hughes terminated his association with the airline that he had done so much to nur- 1052 NI051T 45715 5Feb66 leosed, 30 Apr 74, ond sold 10 TIA, 5Moy 77.
1053 NI053T 45716 19Feb66 leosed 10 TlA, 15 Sep 74·10" 75. 50ld 10 TIA, 16 5ep 77.
ture (see page 73). 1054 NI054T 45735 11 Apr 66 leased to TlA, 3Sep 74·10 0" 75. Sold 10 TlA, 19 Sep 77.
Not to be outdone-this was during a period when airline traffic was expanding vigor- 1055 NIOm 45736 15 Apr 66 Sold 10 TlA, 11 Oct 77.
1056 H1056T 45737 l1Sep66 Sold to Oougl05 Aircroh, 11 Sop 79.
ously-TW.A. placed, on 2 September 1966 and 18 October 1967, two very large orders for
Douglos DC-9-15
Boeing 747s, 727s, and 707s, and augmented its order for the Boeing supersonic 2707. The 1057 HlOIn 45738 II Oct 66 Sold,lo 8rilish Midlond Airwoy>, 18 Hov 79.
airline was full of confidence, and showed it by a catchy slogan: Up, Up, and Away, with TWA. 1058 Hl058T 45739 180'166 Sold 10 Orilish Midlund Airwoy>, I Feb 80.
1059 NIOS9T 45740 16 Nov 66 Sold 10 50ulhwesl Pelrol"se Inc.
1060 NI060T 4S741 29 Nov 66 Sold 10 Midwoy Airlines.
1061 NI06lT 4S775 100" 66 Sold 10 Trocindo Inveslmenl (orporulion, 7 Aug 79.
1061 NI061T 4S776 110" 66 Sold 10 Oougl05 Aircrah, 17 Moy 80.
1063 NI063T 45777 19 Jon 67 (rashed Urbono, Ohio oher midoir collision, 9Mor 67.
1064 NI064T 45778 1Feb 67 Sold 10 Midwoy Airlines, 11 Oct 00.
1065 N1065T 45779 II Mor67 50ld 10 Midwoy Airlines, 15 Oct 80.
1066 H1066T 45780 31 Mor67 Sold 10 Douglos Aimoh, 4Oct 79.
1067 H1067T 4S781 II Apr 67 Sold 10 Douglos Aimoh, II Ocl79.
1060 NI068T 4S781 30 Moy 67 Sold 10 Greol Americon Airwoys, 15 Aug 79.
1069 NI069T 4S783 I Jul67 Sold 10 Oouglos Aimoh, 16 Moy 80.
1070 NI070T 4S784 19 Aug 67 Sold 10 OouglosAimoh, 10 Jon 80.

DOUGLAS DC·9·32 flEET

Fleet No. Regn. MSN Delivery Remarks and Disposal
Date
8143 N943U 40131 11 Apr 89 Ex· KIM. L"sed from 12 Apr 8910 II Nov 91.
8144 N944U 40133 11 Apr 09 Ex· KIM. L"sed from 11 Apr 8910 11 Nov 91.
This early DC-9-J4 is seen awaiting take-off at New York's LaGuardia Airport.

77
Stretched to the Limit
MCDONNELL MD·82
Fleel Regn. MSN Delivery Remarks Fleel Regn. MSN Delivery Remarks Fleel Regn. MSN Delivery Remarks
No. Dale No. Dole No. Dale

90BB N928TW 48012 31 Oec 97 MO-81 converted 10 MO-82, Ju197_ Ex-Iwi,sair. 9062 N941AI 49925 12 Nov 98 Ex-Alaska Airlines_ 9629 N9629H 53599 161,b99
9082 N922TW 48013 24Jun97 MO-81 converled 10 MO-82, Oec 96. Ex-Iwissoif.leased 9409 N94091 53121 31 Mar 94 Ex·Compass Airlines. 9661 N961TW 53611 12 Moy 99
from McOonnell-Oouglas_ 9406 N9406W 53126 29 Jul93 9662 N962TW 53611 20 Moy 99
90B9 N929TW 48014 5 Mar 98 MO-81 converted 10 MO-82, Aug 97. Ex-Iwilloif. 9401 N9401W 53137 19 Jul93 9663 N963lW 53613 25 Moy 99
9084 N924TW 49100 6Oct 97 MO-81 converted 10 MO-82, Aug 97. Ex-Iwilloif. 9402 N9402W 53138 28 Jun 93 9664 N964lW 53614 8Jun 99
9081 N921TW 49101 18Mor97 MO-81 converted 10 MO-82, Aug 96_ Ex-Iwilloif. 9403 N9403W 53139 28 Jun 93 9665 N965TW 53615 18 Jun 99
9002 N902TW 49113 27 Apr 83 9404 N9404V 53140 24 Jul93 9666 N966lW 53616 29Jun99
9003 N903TW 49114 12 May 83 9405 N94051 53141 12Jul93 9667 N967lW 53617 7Jul99
9004 N904TW 49116 24 May 83 9412 N9412W 53187 31 Aug 95 9668 N968TW 53618 19Jul99
9001 N905TW 49157 27 May 83 9413 N94131 53488 29 lep 95 27 Jul99
9669 N969TW 53619
9006 N906TW 49160 23 Jun 83 9414 N9414W 53489 27 Oct 95 9670 11970TW 53610 9Aug 99
9007 N907TW 49165 2Sep 83 9511 N951TW 53570 28 Jun 96 Ex-Alaska Airlines_ 9671 N971TW 53621 18Aug 99
9001 N90lTW 49166 18 Apr 83 9630 N9630A 53561 13Moy 97 9672 N972TW 53621 27 Aug 99
9008 N908TW 49169 22 lep 83 9615 N9615W 53562 29Jul97 9673 N973TW 53613 10 I,p 99
9009 N909TW 49170 130cl83 9616 N9616G 53563 26 Aug 97 9674 N974lW 53614 171,p99
9011 N9llTW 49182 9 Oec 83 9617 N96l7R 53564 161,p97
49183 20 Oec 83 9675 N975TW 53615 175,p99
9012 N912TW 9618 N9618A 53565 24 Del 97
9013 N913TW 49184 23 Mar 84 9676 N976TW 53626 8 Del 99
9619 N9619V 53566 2Oec 97 9677 N9677W 53627 29 Del 99
9014 N914TW 49185 15 Apr 84 9620 N96200 53591 18 Nov 97
9015 N915TW 49186 19 Apr 84 9678 N978TW 53628 20 Oct 99
9621 N9621A 53592 30 Jun 98 9679 N979TW 53629 10 Nov 99
9016 N916TW 49187 25 Apr 84 9611 N9611A 53593 11 Aug 98
9060 N960TW 49231 2Aug 96 Ex-Alasko Airlines_ 9680 N980TW 53630 18 Nov 99
9624 N96241 53594
9086 N926TW 49356 10lep 97 MO-81 converted 10 MO-82, Moy 97. Ex-Iwilloif. 9681 N96818 53631 30 Nov 99
9625 N9625W 53595 21 Oct 98
9085 N925TW 49357 15 Aug 97 MO-81 converted 10 MO-82, Apr 97. Ex-lwissoif. 9682 N982TW 53631 10 Oec 99
9626 N96261 53596 30 Nov 98
90B7 N927TW 49318 12 Oe< 97 MO-81 converted to MO-82, Jun 97_ Ex-Iw"sair. 53597 15 Oec 98 9683 N983lW 53633 17 Oec 99
9627 N9627R
9017 N9171W 49366 23 Apr 85 9618 N9618W 53598 16 Jon 99 9684 N984lW 53634 18 Oec 99
9018 N918lW 49367 25 Apr 85
2May 85 N984TVI was Ih, 109 Oouglas (McOonnell Oouglas) MO-80 built, ond nom,d, oppropriolely, Spirit of Long 8,oc6_
9019 N919lW 49368
9020 N920lW 49369 8Moy 85
9083 N923TW 49379 9Apr 97 Ex-Adria Airways.
9054 N954U 49426 31 Oec 87
9015 N955U 49427 2Jon88
9056 N956U 49701 17Jun88
9057 N957U 49702 17Jun88
9058 N958U 49703 6Jul88
9059 N959U 49704 6Jul88
9061 N940AI 49825 30 Apr 98 Ex-Alaska Airlines_
9062 N962TW 49925 Nov 98 Ex N941AI

MCDONNELL DOUGLAS MD·83

Fleel Regn. MSN Delivery Remarks and Disposal
No. Dale
9305 N9305N 49395 17Moy96 Ex-linea Aeropostol Venezolono olAV.
9407

9301
EI-CKB

N931TW
49400

49127
19 May 94

10 Jul87
Ex-Poromount Alrw0Y'. Ex-BWIA Inlernolionol.
Reregi'lered N9407R_ - ,

9302 N93028 49528 16Jul87

9303 N9303K 49529 31ep87
9304 N9304C 49530 91ep87
9306 N93061 49567 6Apr 96
9408 EI-BWO 49575 9Aug 94 Ex-8WIA Internotionol. Wings of Pride oircroh_ Leased
by employees far oirline.
9308R N9308R 49657 16 Nov 99 Ex-Alosko Airlines_ Ex N939AI_
9307 N9410R 49663 30 Mar 94 Ex-Paramount Airways. Ex-Avia(o. Ex-Venus Airlines.
9410 EI-CIW 49785 13 Moy 94 Leased from Corolene ltd 13 May 8410 23 Moy 97_
9411W N9411W 49787 29 Apr 94 Converted 10 MO-83, Aug 94_ Ex Nil OHM_
9420 1194200 49824 23 Oec 96 Ex-8WIA Inlernolionol. MD-83 (N9402Wj in flight_

78
McDonnell Douglas DC-'-82 (MD-82)
142 seats. 575 mph

TRANS WORLD
••••••••••••••••••••••••••••••••••••••••••
•

Delivery scheme for the first DC-9-80s sported a bare-metal upper vertical fin.
This was later painted all white to conform to other TWA aircraft.

An Old Tradition Engines Pratt &Whitney JT8D-217C (20,000 Ib) x 2 Length 148 feet
Back in the 1930s, the Douglas company had shown considerable enterprise in developing its MGTOW 140,0001b Span 108 feet
original twin piston-engined world-beater, the legendary DC-3. Later, in the 1940s and 1950s, Range 1,500 miles Height 30 feet
it did the same with the four-engined DC-4/6/7 series; and continued the tradition of "stretch-
ing" the fuselage with the DC-8 jets. It did even better with the short-haul twin-jet, the DC-9,
which went into service with Delta in 1965 (see page 77). This started off as an airliner with DC-9-10
as few as 65 seats (or up to 109 in all-economy layout); but with progressive improvements,
especially in more engine power, its fuselage was stretched as never before. The Series lO's .... ........... ~ ~
, DC-9-30
104-foot length was increased by 15 feet for the Series 30, and further extensions, permitting
extra rows of seats, were made with the Series 40 and 50. ..
..
(.;;::::::=~~~

The Dash 80
The ultimate challenge to the Douglas engineers came when their project office proposed a fur-
....
'-=
ther IS-foot stretch of the Series 50. This became the Series 80, or the Super 80, and follow- DC-9-80
ing the inevitable change of nomenclature resulting from the McDonnell Douglas merger in the
late 1960s, this highly successful airliner was known as the MD·80. Remarkably, its additional
length, devoted entirely to the passenger cabin, permitted a seating capacity of 172, twice as
many as in the first DC-9-1O. The first airline to put this version, a DC-9-81, into service was
Swissair, on 5 October 1980. TW.A. took delivery of its first MD-82 in April 1983, and liked
it so much that it kept buying more of both the 82 and the 83 variants. It even bought some of
Swissair's 81s and converted them to 82s.
Last of the Line
Deliveries of this fine airliner, with its unmistakable silhouette in the sky, continued until the end
of 1999. The last one went to St. Louis on 28 December of that year. It had taken off from the
factory where the airplane was first conceived and developed, at Long Beach, California; and
although TW.A. had abandoned its practice of naming its aircraft at the end of the piston-engined
propeller era, th.is was a special case. TW.A. fleet number 9654, manufacturer's serial number This was T.WA. 'sfirst of a largejleet of 101 "stretched" Douglas DC-9-80s,
(msn) 53634, registration number N984TW, was proudly named the Spirit of Long Beach. or McDonnell Douglas MD-80 Series as they became known.

79
Workhorse Jet
BOEING 727-231
Fleel Regn. MSN Delivery Aircraft Names Remarks and Disposals
Fleel Regn. MSN Delivery Aircraft Names Remarks and Disposals ~I,~~L Regn. MSN D~~t~y Ai\~~~!lf~i~Tles Remarks and Disposals
Number Dole (unofficial)
Number Dole (unofficial)
4319 N54319 10307 IOMar70 Piggy Sue 4347 N64347 21634 11 Apr 79 Rood Hog laid 15 Oc199.
4301 NI1301 19558 8 Mar 68 Porkie' Flagship laid f58U, Aug 83, leased bock, My Hammy Vice
Makin Bacon 4348 N54348 11967 18 Mar 80
relurned10 lessar, 11 Mor94. 4349 Sty Stream
Parkys Pelunia Hampshire Humper N54349 21968 26 feb 80
4301 NI1301 19559 1Apr 68 laid fIBU, Aug 83, leased, SowBelly 5uffered explosion oIID,OOO feet over
4330 N54330 10308 1Apr 70 Shorilardoge 4350 N54350 11969 19 feb 80
relurned, 18 Apr 94. Greece on I<heduled f1ighllo Athens·
4303 NI1303 19560 1May 68 Hambane lold fIBU, Aug 83, leased, 4331 N54331 10309 7Apr 70 Smokin Porkin
4331 N54331 10310 4 May 70 Porkys Palace Sold 5Jon 99. 2Apr 86.
relurned,5Moy94.
4333 N54333 10460 31 Mar 71 StySlor loosed 10 (opilol Air Express, 4351 N54351 11983 l3feb 80 Ozone Oinker
4304 NI1304 19561 18 Moy 68 POf( dulour Loosellio Nolionol Airlines from 15 Oe< 68
Pig 0' My Hearl Jun 9310 Oc193. 50ld 14 Apr 99. 4352 N54352 21984 20 feb 80 Ham Commander
1016 Apr 69. lold 10 f18U, Aug 83,
4334 N54334 10461 6Apr 7l Truffle Hunler laid 30Sep 99. 4353 N54353 11985 11 feb 80 Shorllardage Relired 31 Jul 00; relurned 10 Pegosus
leased ond relurned 10 lessor, 31 Jon 95.
4335 N54335 10461 1Moy7l Slrata Swine laid 10 CIT leasing Carp., 7Mar Poland (hina (/ipper 5Sep 00
4305 N11305 19561 15 Moy 68 Picnic Ham lold Aug 83, leased bock. Relurned
95, leased bock and relurned 4354 N54354 11986 6 Mar 80 Millenium Wollower Retired 28 Oec 99; sold 10 Pegasus 21 Jun 00
31 Aug 91.
4Aug 99. 4355 N84355 11987 11 Mar 80 Porker FoHer laid 14 Dec 99.
4306 NI1306 19563 17Jun68 Hooven Hombone laid F58U, Aug 83, leased,
4336 N54336 20490 11 Moy7l Fog Hog 501dloCIT, 9Mar 95, leased, 4356 N84356 11988 30 Mar 80 San Juan Brisiler Sold 10 Red Apple Aviotion Services,
relurned, 16 Moy 94.
relurned 8 Nov 99. 14 Aug 90.
4307 NI1307 19564 19Jul68 Pigadilly lold F5BU, Aug 83, leased,
4337 N54337 20491 26 May 71 Oklahoma Oinker 50ld 10 CIT, 10 Mar 95, leased, 4357 N84357 11989 3 Apr 80 Barbados 8ristler laid to (I] leasing (orparotion, 9Mar 95,
relurned, 31 Aug 91.
returned 11 Oel99. leosed bock and relurned 18 Jon 99.
4308 N11308 19565 11Jul68 Lordstar lold FI8U, Feb 84, leased,
relurned,IFeb96. Note: FSBU =First Securily Bonk of Utah, ASC =Aviolion Sales Company
4309 N51309 19818 19Jul68 Sows Aboutlt Sold FI8U, Feb 84, leased, BOEING 727-235
Duror Delight relurned,INov95. BOEING 727-231 (Advanced)
4310 N51310 19819 171ep68 Squealor Pealor Sold FIBU, feb 84, leased, Fleel Regn. MSN Delivery Aircraft Names Remarks and Disposals
returned. Ilored Kansas, Apr 97. Fleel Regn. MSN Delivery AircraFI Names Remarks and Disposals Number Dale
N51311 19830 10 lep 68 Spring (hitlin Sold fIBU, feb 84, leased, Number Dale (unofficial)
4311

4311

4313
N51311

N51313
19831

19831
171ep68 Lord Sakes

II Del 68 Kermit's Desire

relurned. Ilored Kansas, Mar 97.
Sold fIBU, Aug 83, leased,
relurned,Mor97.
Leased by Nalionol Airlines, 10
4338
4339
4340
N54338
N64339
N54340
10843 31 Aug 74
20844 5lep 74
20845 10 lep 74
Pickled Pigs Fleet
Swine, Slar of Beirut llee foolnole)
80con Bomber Relired 65ep 00
1746
1748
1750
N4746
N4748
N4750
19466
19468
19470
May 68
May 69
May 69 } Leased, Nolionol Airlines unlil Oc169.

Nov 6810 16 Apr 69. laid 10 4341 NI4341 11628 13Mar79 Gloria VonderGil1 • N54341-N54354 (10846·208591 concelled; nol buill.
f18U, feb 84, leased bock. 4341 N54341 11619 20 Mar 79 Hom Track
SloredKonsos,MO. Oty 01 Smithfield
4314 N94314 10047 3 feb 69 Hampshire Humper laid 10 CIT Leasing Corp., 7Mar 95, 4343 N24343 21630 11 Mar 79 Boeing Soaring BOEING 727·295
leased bock, relurned 17 Mar 99. 4344 N54344 21631 18 Mar 79 DId long Swine
4345 N54345 21632 2Apr 79 Pork line (onneded Relurned 10 lessar 8Jun 00 Fleel Regn. MSN Delivery Aircraft Names Remarks and Disposals
4315 N64315 10048 11 Feb 69 Hog lander laid 6Jon 99.
Number Dole
4316 N44316 10049 17 Feb 69 TroughAlol1 laid 10 AIC Jun84,leosed bock, 4346 N64346 21633 5Ar 79 Sue Dui Relired 11 5ea 00
relurned Oe< 94. Note: This oireroN was hiiocked on 14 June 1985 but relurned 10 service. Employees called il the leosed from Northeos1 Airlines Apr·\ep 68
1639 N1639 19444 29 Jon 68
4317 N74317 10050 7Mar69 Weiner Winger Sold 10 AIC, Jun 1984, leased bock, Silver Bullet, on experimenlol bore-metal scheme, one of four if hod 01 various limes. It was Ihe lost
relurned 1 Nov 94. 727 in TWA. service, retired on 30 Seplember 2000.
4318 N74318 10051 16 Apr 69 Pigmolion Sold 10 AIC, Jun 84, leased bock,
relurned 31 Aug 91.
4319 N64319 10051 18 Apr 69 Aurora Sooria/is loosed by Nononol Airlines, 11 Oe<
6810 15 Apr 70. laid 10 AIC, Jun
84, loosed bock.
4310 N64310 10053 18 Apr 69 lard Above Leased by National Airlines, 11 Oe<
68 10 15 Apr 70. laid 10 AlC, Jun
84,leosedbock.
4311 N64311 10054 15 May 69 Heavenly Hog laid 10 AIC, Jun 84, leased bock,
relurned to leaser, 10 De< 94.
4311 N64311 10055 18 Apr 69 Ham Sweet Ham Sold 10 AIC, Jun 84, loosed bock.
4313 N64313 10098 15Jun69 Petulant Petunia lold 10 AI(, Jun 84, leased bock,
relurned 10 leaser, 18 May 91.
4314 N64314 10099 1Jul69 Guilty Lady laid 10 AI(, Jun 84, leased bock,
relurned 10 looser, 28 May 92.
4325 N54325 10232 3 Feb 70 Soulh Dakota Suey 101d6Jon99.
4316 N54326 20133 5Feb70 Sky Snool
Me-a-Farrow
4327 1154327 20234 17 Feb 70 Poland (hino Diner
4328 N54328 20306 3Mar70 (roshed Mounl Weolher,
Upperville, VA, on opprooch 10
Dulles International Airport,
I De< 74. T W.A. 's Boeing 727-231A, N54341 shows oj]' i1s classic lines.

80
Boeing 727·231
123 seats • 605 mph

TWA
•

Engines Pratt &Whitney JT8D·9 (14,000 Ib) x 3 Length 153 feet

MGTOW 165,000-185,000 Ib Span 108 feet
Range 1,700 miles Height 34 feet

Tri-Jet Development
Continuing its competitive efforts over the more densely travelled domestic air routes, T.W.A.
augmented its fleet of Boeing 727 tri-jets, as well as increasing its fleet of DC-9 twins. Its first
727s had started service in 1964 (see page 75) and in March 1968 the fleet was augmented by
a further consignment of "stretched" versions, the Boeing 727-200 series. The inaugural -200
service had been made over the 1,100-mile New York-Miami route by a Northeast Airlines
"Yellowbird." While lacking the range of the 707, it was about the same size, and, short of non-
stop coast-to-coast routes, could operate between almost any city pair in the United States.
For many years, the Boeing 727 was the most successful commercial jet airliner on the
market. A total of 1,832 Boeing 727s of all types was built, a record that stood until the Boeing
737 twin-jet series overhauled it. T.W.A. had 92 of both 727 series, but showed a preference for
Another scenic view o.f one of T. WA. :\. workhorse Boeing tri-jels. the Douglas twins, augmenting its fleet especially when it absorbed Ozark Air Lines (page 91).

81
Wide-Bodied Era BOEING 747 FLEET
Fleet Reg. MSN Delivery Remarks and Disposal Fleet Reg. MSN Delivery Remarks and Disposal
Number Date Number Dale
The Big Boeing Series 131 Series 2578
Just as it had done in 1955, when Pan American ordered 45 jet 17303 10116 17Moy85 Ex·Swissoir, Notional, Notional Airlines, Egypt Air. Sold 10
airliners, to launch the Jet Age in earnest, Juan Trippe did it
again in 1965, by persuading the Seattle manufacturer to build
17101

17102
N93101

N93102
19667

19668
18 Aug 70

31 Oec 69
Sold to 8oeing, 4 Mor 75. Converted to 747·13l(Fl for lronian
Air Force.
Cily of Poris. Sold to 8oeing, 14 Nov 7S. Converted to
17304 I"".N304TW 20117 1Apr 85
United Aviation Services Inc, 15 Jun 90, leased bock.
Shepherd I. Ex·Swissoir, Notional, Notional Airlines, Egypt Air.
Used for Pope John Paul II second TWA Tour Sep 87 return to
747·13l(F) for lronian Air Force. Bome. Sold 10 United Avialion Services Inc. 29 Jun 90.
the Boeing 747, another airliner that was twice as big as its 17103 1193103 19669 8 Od 70 Sold to 8oeing, 2Oec 75. Converted 10 747·13l(Fllor lronion
predecessor. Paradoxically, Pan Am was to acquire too many Series 2068
747s too quickly, but having been persuaded, Boeing went on to 17104 1193104 19670 20 Feb 70
Air Force.
lensed to Tower Air, 10 Oec 90 to 15 Apr 91. Sold 10 Jet·Awoy
Aviation Services, 30Jun 97.
17306 r 11306TW 120398113 Mor 94 1 Ex·KLM, America Wesl, Garudo. Siored Kansas City, jun 94.
Sold 10 Pegasus Capilal Corp 15Ju196, leased bock. Stored
build more than a thousand "Jumbo Jets"-and is still building 171 OS N93105 19671 7 Mor70 Stored Kansas Cily, Dec 96. Marana AZ. Jan 97.
them 35 years later, an amazing tribute to a great design. 17106 N93106 19672 3Apr 70 Sold to J88lensing Inc., 22 Dec 89, lensed bock and returned,
Series 2828
On 2 September 1966 T.W.A. placed a large order for
Boeing aircraft and this included 12 747s. At the time, like
17107
17108
N93107
1193108
19673
19674
29 Apr 70
7 May 70
25Mor92.
Sold to Pocilic Aircorp 747 Inc., I Nov 93, lensed bock.
Slor of Madrid. Sold 10 POlilic Aircorp 747 Inc., 1 Nov 93,
17301
17302
i N301TW 120501
N302TW 20502
1 20 Oec 84
30 Oel 84
1
} Ex·TAP ·Air Portugal. Sold to Poloris Aircraft leasing
Corp., leased bock from 20 Dec 84 10 3 Dec 92.
leased bOlk. Series 2848
most large airlines, confidence was high. During that 17109 N93109 1967S 23 May 70 Sold to CIT lensing Corporation, 7 Mor 95, lensed bock.
summer, service had been resumed to Bangkok, and extended 17115 119311\ 20320 20 May 71 lensed lrom First Chicogo lensing Corp., 20 May 70 10 1Jun 17305 I N30lTW I 20742 I 11 Apr 85 I Ex·Olympic Airways. Siored Morano, AI., Jun 97.
to Hong Kong. On 6 April 1967 the last Constellation was 86. Coverted to 747·13l(Fl for Evergreen IntI. Airlines. Series SP-31
17116 1153116 20321 21 May 71 leased lrom GATX lensing Corporation, 21 May 71 10 1Jun
retired from domestic service and on 11 May the very last of 17201 N8101 11961 21 Mar 80 Sold to United Arab Emirates Government as VIP lransporl,
86. Leased again lrom I May 87. 80ughtlS Dec 93. Sold to
21 Feb 85.
that famous airliner was withdrawn from overseas routes. CIT lensing Corporalion,7Mor 95, lensed bock. leased 10 80eing I Feb 81 to 1Jun 81. Sold to Jet Aviation,
17202 N57202 21962 21 Mor80
17117 1193117 20322 24 May 71 lensed lrom GATX leasing Corporation, 25 May 71 to 1Jun
T.W.A. was the first major U.S. domestic airline to become 24 Ju184. 80ught bock lrom Jet Associates Inlernotionat, 16
86. lensed lrom Citicorp Norlh Americo Inc., 5 Dec 88, Ju186. Sold 10 American Airlines, 17 Ju186.
all-jet. In the same year, riding high, it acquired the Hilton relurned 30 tlov 92.
17203 1157203 21963 8May 80 Sold to American Airlines, 16 O[t 86. (unently used os VIP
Hotel chain on 9 May, and placed another multi-million Series 125/131 (Eastern Air Lines, not taken up) transport lor Government 01 Ouboi Boyol Flight.
dollar Boeing order on 18 October, to augment the 747 fleet Series 128
17113 1193113 20080 22 Del 70 Sold to 8oeing, 31 Mor 75. Converled 10 747·131(F) lor
to 34. T.W.A.'s Jumbo Jets entered service on 25 February Iranion Air Force. 17129 1 NI74GM 121141 1 22 Jun 96 1 leased lrom Aviation leasing Group from 12 Jun 96.
2 Nov 70 Sold to 8oeing, 3 Nov 75. Converted to 747·1311FJ lor Be·registered NI29TW Dec 96. Stared Jan 97.
1970, on the premier transcontinental route, Los Angeles- 17114 N93114 20081
lronian Air Force.
New York, and on 18 March on the world's most prestigious 17118 N93118 20082 2Sep71 Sold to 8oeing, 13 Nov 75. Converted to 747·1311Fl for
intercontinental route, New York-London. Iranian Air Force.
17119 N93119 20083 27 Od 71 Sold to 8oeing, 15 Dec 75 for conversion 10 747·131(F) for
IronianAir Force. 80ught from 8oeing, 16 Dec 76. Croshed Capacity Sharing
Pacific Interlude inloAtlontic Ocean all long Island, NY., 17 Ju196. The Pacific agreement with Pan Am was symptomatic of a
For several years, the Civil Aeronautics Board had been problem that had resulted from the enormous increase in the
wrestling with two important issues, the trans-Pacific and the
Series 131
capacity offered world-wide by the influx of the 360-seat
associated Hawaii Route Cases. The U.S.trans-Pacific traffic 17110 N53110 19676 10 Aug 70 WFU Feb 98.
17111 N53111 19677 26 Sep 70 Sold 10 8oeing, IS Del 75. Converted 10 747·131(F) for 747s, augmented by the 270-seat Douglas DC-1O and Lock-
had hitherto been shared between Pan American and North- JranionAir Force. heed L-IO I I tri-jets. The problem was also acute in the
west to Asia, Pan Am only to Australasia, and Pan Am, North- 17112 1153112 19678 4Ort 70 Sold to 8oeing, 14 Mor 75. Converted 10 747·131(F) for
U.S.A., where, for example, three airlines all offered a 9 a.m.
lronionAirForce.
west, and United to Hawaii. Now, other airlines wanted a departure from New York to Los Angeles-all at a disastrous
piece of this lucrative cake, and T.W.A. was one of them.
President Johnson signed the Pacific Route Case on 19
Series 1136
17125 NI7125
I 20271 I 25 Mor 81 I } Ex·80AC/8A. Sold to JB8 leasing Inc., 26 Dec 89,
35% or so load factor.
On the initiative of Mel Brenner, T.W.A.'s advocate for
December 1968 and the Hawaii Case on 4 January 1969, just 17126 N126TW 20273 30 Mor 81 leased bock and returned, 28 Mar 91.
common sense in a strictly regulated environment which was
before he left office. The incoming President Nixon promptly Series 143 supposed to encourage competition, the C.A.B. and the Justice
amended the choice of airlines and routes, but T.W.A. never-
theless received its share, and opened service on I August
17128 1'117010 119729112 Jul96 IExpress/Continental
Ex·Alitolio, HOViaii Express, Flying TIger line, Peaple
Air lines. Be·registered 11l28TW.
Department agreed, on 21 December 1970, to a capacity
scheduling agreement, so that the airlines could continue to
1969. This enabled the airline to complete a round-the-world Series 156 compete without cutting each other's throats. This sensible
service, with Boeing 707s, on 31 October 1971.
The route was not as successful as expected because of 17133
17134
1 NI33TW 11995711 May 80
t1134TW 19958 17Feb 81
IEx·lberia.
Ex·lberio. Stored, Jon 97.
T.W.A. initiative was appreciated on all sides, and was a har-
binO'er of an even more liberal approach to the problem, one
strong competition and the consequent excessive capacity
Series 2388 tha~ was solved by the Airline Deregulation Act, signed by
offered. Accordingly, T.W.A. and Pan American entered into President Carter on 24 October 1978. T.W.A. would, in years
a route standardization agreement on 16 October 1974, and 17307 11l307TW 120009130 May 961 Ex·Oonlas, Air lleVi Zealand, Air lanka. Stored Morano, AZ.,
to come, face fresh challenges, fierce competition, and threats
Jan 97. Sold 10 Firsl Securily 8ank, 30 May 97, leased bock.
T.W.A. suspended its Pacific route on 2 March 1975. to its very existence.(p. 90)

82
Boeing 747-131
342-433 seats • 590 mph

• • •

BOEING
Engines *Pratt &Whitney JT9D-3 (43,500 Ib) x 4 Length 232 feet
MGTOW 734,OOOIb Span 196 feet
-' .'" Range 4,000 miles Height 63 feet
. i'IWvu "
7lU,i'AtJ!/~ ~~
." ::.:. ~".'~""''''.. - , . *Initially, later JT9D-7A (46,950Ib)

The Boeing 747, called the "Jumbo Jet" from the time it first went into service in 1970, has
already served the airlines for three decades, and will probably still be in front-line flagship
service for for many more years yet. This will be as long as all the generations of airliners
before 1970, at least from the debut of the first DC-3. Its reign covers half of the proverbial
three-score years and ten-quite a lifetime. When they started service, the 747s cost $21 mil-
lion each. Now, a Series - 400 would cost about $140 million.
In mixed class seating layout, it accommodates between 350 and 390 passengers; but in
Japan, where a special short-haul version is used to connect the major centers of population,
--;.1
the airlines put in 530 seats, or the capacity of an average-sized London theater. Like all the
trans-Atlantic jets, it makes a round-trip between Europe and the United States within 24
hours, and its productivity is thus about five times higher than that of an ocean liner such as
This Boeing 747, landing at New York's John F Kennedy International Ai/port, carries the airline's the Queen Mary. At least two of T.W.A.'s 747s were retired only after no less than 100,000
revised "OLitline" TRANS WORLD paint scheme. (photo: Roger Bentley) hours of flight time, a truly impressive record of aeronautical achievement.

83
More Range
The Need for Non-Stops tralia's population, for example, is less than that of New York
Airline passengers as a rule wish to take their journeys with- or California, so the potential traffic for non-stop routes,
out the inconvenience of having to stop en route. They simply although measurable, was not enough to justify an airline
wish to reach their destinations as quickly as possible. Thus, fleet. And the traffic across the Atlantic still concentrated on
during the best years of the piston-engined era, the airliner the major destinations in northwest Europe, and did not need
manufacturers were able to develop their products so that the Special Performance.
Douglas DC-7s and the Lockheed Constellation series could Today, a quarter of a century after the Boeing 747SP
offer first, non-stop transcontinental range in the U.S.A. opened service, the urban populations all over the world have
(about 2,500 miles), then non-stop trans-Atlantic (about 3,500 grown considerably, to bring one element of the gravity model
miles). Later improvements brought non-stop U.S. west coast up to acceptance level for fleet forecasting purposes. Southern
to Europe, and, in the 1970s, California-Japan. and eastern Asia, especially, contain many cities, each with
more than ten million inhabitants, and with strong commercial
New York - Tokyo travelling requirements. But special versions of the world's
The Boeing 747 could accomplish all these missions with leading airliner types are no longer needed. The basic versions
ease. But Pan American Airways wanted something more: no can all fulfill the most demanding ranges required by all the
less than New York to Tokyo non-stop, a distance of 6,754 intercontinental airlines.
statute miles, with a full payload. The Boeing Company Were the 747SP to be reintroduced today, the market need
obliged with a special version of its Jumbo Jet, the Special would no doubt generate greater sales than in the 1970s. But The standard Boeing 747-100 can be clearly recognized, by com-
Performance variant, or the Boeing 747SP. This was achieved today's front-line flagships can all fly ranges sufficient for all parison with the Sp' which was shorter, with fewer windows, and
by providing extra tankage and more powerful engines, but the trans-ocean city pairs. The Airbus A340, the Boeing 767, had a taller vertical stabilizer.
mainly by shortening the fuselage to lighten the all-up weight. and the Boeing 777 can theoretically encircle the world at the
Pan American opened its New York-Tokyo route on 25 temperate zone latitudes with only one stop.
April 1976; but quite surprisingly, the airline world did not
rush to Seattle to join the long-range club. Even Japan Air
Lines, which would have been expected to react with match-
ing non-stop service, chose not to; and - perhaps wisely-
waited for the expected development of the standard 747
series.
Limited Demand
The main reason, however, why the SP did not shake up the
procurement patterns (and much to the satisfaction of Doug-
las, which found difficulty on matching such range with its
DC-lOs) was because the market was inadequate to justify
large fleets of extremely long-ranged airliners. Transport
economists and forecasters are acutely aware of the "gravity
model" or theory which, in general principle, states---quite
reasonably- that the greater the population, the greater the
demand. More people, more traffic. But also, the further
people are apart from each other, the less they are likely to
travel; and this applies to business and leisure travel alike, the
influencing factors being mainly time and cost.
The Boeing 747SP was a victim of the gravity theory.
Lines drawn on a world map to link big cities that were far
apart from each other were found to be optimistic in terms of {"
potential traffic demand, because of the gravity model. Aus-
One ofT.WA. 's three Boeing 747SPs.

84
Boeing 7475P
290 seats • 594 mph

~ .
TRANS WORLD
•••••••••••••
:

In addition to its shortened fuselage, the 747SP had

a taller vertical fin and 'clean' wing trailing edges,
devoid of 'canoe 'flap trackfarings as seen on the
747-100 (see page 83).

Engines Pratt &Whitney JT9D·7A (50,000 lb.) x 4 Length 185 feet

MGTOW 630-700,000 Ib Span 196 feet
Range 7,500 miles Height 65 feet

THE EARLY BOEING 7475 COMPARED

Dimensions (feet'
-- --- -- --
Type Span Length (obin Typical Fuel (o~ocitr MGTOW Payload
Length Seating (US go Ions
747·100 196 232 187 340 47,330 71 0·735,000 Ib 169,5001b
747SP 196 185 139 300 48,780 630·700,000Ib 80,000Ib--

Trans World Airlines did not join the initial rush to buy the Boeing 747SP. But on 17 October
1978, it ordered 3 aircraft for direct routes to the Middle East. They were operated for only a
few years. Aside from the limitations imposed by the gravity theory, the new Boeing 767 was
The Boeillg 747SP was immediately recogllizabie as its shortened lellgth emphasized the girth on its way, and the performance and potential of the new generation of this wide-bodied twin
of its wide-bodied 'jlllllbo'fuseiage. airliner usurped the merits of the SP.

85
The Big Tri-Jet
Delayed Debut for the L·1 011 LOCKHEED TRISTAR FLEET
The advent of the Boeing 747 wide-bodied airliner stimulated
Fleet Reg. MSN Delivery Remarks and Dispasal Fleet Reg. MSN Delivery Remarks and Dispasal
a surge of airline traffic growth throughout the world and across Number Date Number Date
the United States. The potential market encouraged other man- Model L-1011-385-1 TriStar 1 Model L-1011-385-1 TriStar 50
ufacturers to add more wide-bodied types (8-10 abreast seating Leased from Enslern Air Unes Apr 72 - Oc173. Apr 74 - Oc174.
N309EA 1010
instead of 6). For the short-haul, the twin-engined European 9 M,y 72 25 Jun 72, lWl)) inaugurol f1ighISTl-LAX. leased from and 1I01B N31018 1065 23 Mar 74 Conv., Apr B4. Leased, relurned t, Fi~t Security Bonk ,f Uloh,
11001 N31001 1013
23Sep93.
Airbus was to make its mark, and the traditional adversaries of relurned I' ING Avi,tion lease, 20 M,y 95.
Deslroyed by fire ,fter ,barled I,ke-,ff JFK, NY., 30 Ju192. 11019 N31019 1066 18 Apr 74 (onv,. Apr 81. Leased, returned 10 First Security Bonk of Utah,
11002 NI1002 1014 4Jul72
piston-engined times entered the field. Douglas and Lockheed 11003 1111003 1015 12 Aug 72 Slared Kingman, AI., Jul 97. 310el97.
11020 1141020 1072 27 Apr 74 Eoslern Air Unes leased from 13 lIov 74 I' 28 Apr 75. Gull Air
both offered tri-jet candidates that were quite similar in design. 11004 1111004 1016 30 Aug 72 S,ld I' Air Allanl', Iceland, 25 Feb 98.
leased lrom 15 lIov )) I' 9 Mar 81. Conv., Apr 81. Leased,
11005 NII005 1017 27 Sep 72
The former was quickly off the mark, and its DC-1O went into 11006 HIIOD6 1018 26 lop 72 Eoslern Air lines leased 22 Hov 72 to 23 May 73.
relurned t, P,I,mor Copil,llnveslmenls Carp., 21 Dec 92.
service with American Airlines on 5 August 1971. Deslroyed by ground fire, Basion, 19 Apr 74. 11021 H31021 1075 29 May 74 Conv., Mar 84. Leased, relurned I' General Eleclric C,pit,1
11007 H31007 1026 7Apr 73
21 Apr 73 Siored Kingman, AI., Jon 97. Corp., 9 Dec 92.
11008 1131008 1028
16 May 73 Leased, relurned 10 Fi~1 Security 80nk ,I Uloh, 24 Hov 92. 11022 1131022 1076 3Jun 74 Conv., Apr 84. Lensed, relurned I' Cilimrp lIorlh Amerim Inc.,
11009 N31009 1029
29M,y73 Leased, relurned I' ING Avi'lian Lease, 19 Nov 92. 4 Jun 90.
11010 N31010 1030
I Jun 73 leased, returned 10 Inlerfore Group Inc., 19 Dec 92. 11023 N31023 1080 20 Jun 74 Conv., Apr 81. leased, relurned 10 Credillyonnar/PK
11011 N3101l 1031
2DJun73 Shepherd II. leased, relurned I, Inledore Group Inc., Aidinonce, 24 Dec 97.
11012 N41012 1034 11024 N31024 1091 10 Dec 74 Conv.,ArB1. Leosed,relurnedtoPotom{]((opitoJlnvestment
19 Dec 92. Carp.,2 Dec 92.
11013 1131013 1035 4Jul73 S,ld I, GP Aer Lease limited, 15 Nov 97. 11027 1181027 1107 30 May 75 Gulf Air leased from 15 Ocl 77 I' 30 Mar 81. Conv., Apr 81.
11014 1131014 1036 4Jul73 Sold I, Air Tronsol, 30 May 96. leased, relurned I, Wilminglon Trusl C,mpony, 1Feb 96.
11325 11325EA 1051 Leased lrom Eoslern Air lines Apr 75 - Oel 75.
H326EA 1054 Leased from Eoslern Air lines Apr 74 - Oc174. Model L-1011-385-1 15 TriStar 100
11015 1131015 1059 23 Jon 74 leosed, relurned I, Fi~15ecurity Bonk ,I Uloh, 7 Dec 93.
11016 1141016 1060 I Feb 74 leased, relurned 10 Pegasus Aircraft Partners, 28 Apr 97. 31025 1181025 1098 13 Dec 74 Converled 10 100, Apr 78. Leased from and
11017 1115017 1063 23Feb 74 Big Apple Express. 5,ld I' Elmo Venlures Ltd., 31 Mar 98. returned 10 Polomoc (opilallnveslmenf Corp., 13 Dec 94.
11032 1131032 1124 24Feb 76 S,ld I' Saudi Arobion Airlines, 25 Feb 76. 11026 N81026 1104 l7Feb 75 Converled 10 100, May 78. Leased from ond
11033 1131033 1130 23Feb76 S,ld I' Saudi Arobion Airlines, 24 Feb 76. 31026 relurned 10 P,I,morCopitollnveslmentCarp., 16 Dec 94.
31028 N81028 1108 9Jul75 Converled I' 100, Feb 78. Converled I, L-I 011-
200 series, Apr 78. Leased I' Delta Air lines 9Apr 78 I, 8Apr
80. Converled 10 100, Feb 80. Leased from ond
returned to Polomoc Capitol Investment Corp., 6 Dec 94.
31029 1131029 1109 9Aug 75 Converted 10 100, Mar 78. Canverted 10 L-1011·
200 series, Apr 78. Leased I' Delta Air Lines 15 Apr 781' 18
Apr 80. Canverted I, 100, Moy 80. Leosed from ond relurned
10 Pegasus (opil,1 Corp., 23 Feb 94.
11030 1131030 1111 27 Aug 75 Converled I, 100, Mar 78. Leased lrom and
31030 relurned I, P,I,mac Copilollnveslmenl Corp., 8 De< 94.
11031 N31031 1115 29 Aug 75 Canverled 1,100, Mor 78. Wilhdrawn fram use and slored
31031 Kingmon AI., Aug 97.
11032 N31032 1215 4Nov81 leased fram and relurned I' General Eleclrk Copilol Corp.,
31032 De< 92.
31033 1131033 1221 21 Dec 81 leased from and returned 10 GeneHlI Elecfric(opital (orp.,
9110v 92.
31034 118034T 1230 8 Mar 82 Leased from and relurned 10 Generol Electri((apilol (orp.,
Dec 92.
31035 1170351 1231 29 Apr 82 Leased fram and relurned I' General Electric Capitol Corp.,
10 tlov 92.
31036 117036T 1232 26 Moy 82

Conv. = Conversions to TriSlor 50 from TriSlar 1

Nole: AliI 00 series hod 0 31000 series f1eel #. They hod 11000 series as -I series.

The L-IOlJ TriStGl; N31001, shows the revised 'olltlined' TRANS WORLD marking.

86
Lockheed L·l 0 11 TriStar 1
275 seats • 495 mph

N31001

TWA

-----.:;~ _=_..:::::;;;;;"""__'I0

Lockheed was handicapped by its engine manufacturer, Rolls-Royce, coming face-to-face with
financial ruin (its shares dropped briefly to one penny) and was saved from oblivion only by Engines Rolls-Royce 211 RB-22B (42,OOO Ib) x 3 Length 178 feet
intervention by the British government. Production of the Lockheed L-IOll TriStar was in MGTOW 430,OOOIb Span 155 feet
abeyance for many months. Then, on 29 March 1968, the program was launched in grand style, Range 2,600 miles Height 55 feet
with a total. order book for 144 aircraft, of which T.W.A.'s share was 44, but the uncertainties
were such that the eventual firm order date was 7 May 1971. T.W.A. TriStar service started on
25 June 1972.

COMPARISON OF L-IOII VARIANTS UP BY TWA

..........
TRANS WORLD

MGTOW lib) Sample TWA Sealing

TriStar 1 430,000 F28/C48/Y199
TriStar 50 450,000 F18/C40/Y214
TriSlar 100 474,000 F18/C40/Y214

Otherwise the performance and dimensions of the different series were the same.

87
The long-Haul Twin
The Two-Man Crew elusions of a presidential task force, announced in July 1981. 180-minute diversion. This was a far cry from the late 1960s,
During the 1970s, the number of crew on the flight deck In fact, the first 767s off the line were retrofitted for two- when airliners could not even fly in a straight line from New
had become an important issue, not only because of the crew, as Boeing had had to go ahead with the then current York to Miami, because of the distance from an alternate air-
elimination of radio officers, navigators, and engineers per regulatory limitations. The first two-crew flight deck made its port for part of that route. ETOPS was one of the most impor-
se, but because reducing the statutory number from three to initial flight on 27 May 1982 - just in time for United's tant developments in the history of air transport, with
two had a significant effect on the operating costs. Four or inaugural- and a versatile new airliner generation was born. thoughts of so-called "four-engined safety" long forgotten,
five complete crews are required to operate an airliner that overtaken by technology.
Outstanding Success
is being worked at a high utilization rate, so that the airlines The 767 was outstandingly successful. It proved its worth -
encouraged any move towards reducing crew expenses. In thanks largely to the two-crew factor - operationally and eco-
the USA, Douglas had initiated the practice with its DC-9s BOEING 767 FLEET
nomically, on all routes, short-haul, medium-haul, and long-
and Boeing followed with the 737s. haul. Its prowess in this last category, in which the reliability of Fleet
Number
I Reg. MSN Delivery Remarks and Disposal
Dote
the engines exceeded all expectations, led to serious thoughts as
The 767 is Launched to the possibility of using it for trans-ocean operations. Series 231 (ER) all converted from -231
Production of the Boeing 767 began when United Airlines 16001 N60lTW 22564 22 Nov 82
HOPS (originally EROPS-extended range...) 16002 N602TW 22565 8 Oec 82
placed an order on 14 July 1978. The first flight was on 26 16003 N603TW 22566 13Jan83 Returned 10 Apr 2000
In May 1985, the F.A.A. approved the Boeing 767 for 16004 N604TW 22567 23Feb83
September 1981, and United put it into service on 8 Septem-
Extended Twin-Engine Operations (ETOPS) of up to 120 16005 N605TW 22568 17 Dec 82
ber 1982. During the development period, the F.A.A. was still 16006 N606TW 22569 13 Apr 83
minutes from an alternate airport. The program was so suc- 16007 N607TW 22570 26Jul83 Returned 14 Mar 2000
conducting trials for two-crew operations, following the con- 16008 N608TW 22571 28 Sep 83 Returned 23 Nov 2000
cessful that in March 1989, the 767 was approved for a
16009 N609TW 22572 7Sep 83 Returned 17 Sep 1999
16010 N610lW 22573 23 Nov 83 Star of Geneva
Series 205 (ER) all converted from -231
16050 11650lVi 23057 17 Oct 87 Ex-8rootbens, ex-TACA Internatianal Airlines, ex-VARIG,
ex-Britannia Airways. leased from lnlernolionollease Finance
Corporation.
16051 N651TW 23058 15 Oec 94 Ex-BrIllllhens, ex-VARIG, ex-Air New Zealand, ex-Air Pacific.
Leased from FirstSecurit 8ank of Utah.
Series 3YER
16101 EI-CAl 24952 21 Feb 94 leased GPA Group Ltd. Named 5hepherd Iwhile
lIying the Pope, 4- 8 Oct 95. Returned 30 Apr 96.
16102 EI-CAM 24953 24Feb94 Leased fram General Electric Capital Carp. {EI·CAM}
Returned 30 Oct 96. Leased from A.L. Carp. af Delaware
3Jon 97. (N632TW) AI,o used far Pope in 1998.
16110 N640lW 25411 l5febOO Lease<! from GPA. Returned. Re-leased (fram GESAS) 15 May 00
TRANS WORLD 16108 11638lW 26205 23 Feb 00 Leased ta Aerallat by GPA Group Ltd. far 6years and
•• • • • •• 0 ••••••••• returned. Leased from GPA Group Ltd.
16109 N639lW 26208 22 Feb 00 Leased ta Aerallat by GPA Group Ltd. far 6years and
returned. Leosed from General Electric Capital Carp.
Series 308 (ER)
16104
16105
I N635TW
N634TW 128132110 Mar 98 1Leased from International Finance Carp.
28207 8Apr 98 Oelivered from 80eing
16106 11636TW 30301 24 Aug 99
Series 330 (ER)
16103 I N691lF I 25137 I 18 feb 94 I leased from IntI. Lease Finance Carp. lex-Condor)
Series 33A (ER)
16107 1 N637lW 125403 I 23 Sep 99 1Leased Poloris Aircraft Leasing Corp. (ex-lAIHhile) and
Air Modogoscor

88
Boeing 767·200ER
183 seats • 550 mph
For a briefperiod, TWA. reverted to an earlier
custom of displaying irs colors on the engine.

TRANS WORLD
•••••••••••••••••
o

TW.A. introduced the Boeing 767 on the Los Angeles-Washington route on 2 December 1982.
The first of the Douglas DC-9-80s (MD-80s) entered service on 3 May the next year, and on 31
October 1983, the last TW.A. Boeing 707 made its final flight from New York to Kansas City.
The airline expanded its route system but in February 1984, it once again became a separate cor- Engines Pratt & Whitney JT9D·7R4D (48,000 Ib) x 2 Length 159 feet
poration and, in a deteriorating financial situation, TW.A. tightened its belt (see page 90). MGTOW 315,0001b Span 156 feet
Range 3,500 miles Height 52 feet
Another T.W.A. First
Nevertheless, and possibly overshadowing these events in a wider airline context, was
another claim to firstliness that TW.A. could add to its already impressive list of such pio-
neering events. On I February 1985, it became the first U.S. airline to fly a twin-engined
airliner, the Boeing 767, across the Atlantic in scheduled passenger service. This was under
the EROPS program certificated by the F.A.A. (See page 88). Today, more Boeing 767s fly
across the Atlantic than all the other aircraft types combined - and many of the latter are
twin-engined too.

TWA/s 767 VARIANTS

I- ~
Length (feet) Max Seats MGTOW -1-{an e g
767-200 159 290 315,000 Ib - 3,500 -
395,0001b 6,000 mi'
767-300 180 360 351,000 - 3,500 -
412,0001b 4,600 mi'
'Extended range (ER) versions.

89
 Into the 19705 LaMott T. Cohu After Jack Frye resigned in
February 1947, after a disagreement with
Howard Hughes, Colm became president.
During that period, Hughes and the Tool
New Brooms Company controlled T.WA. affairs. Cohu
The final exodus of Howard Hughes from TW.A. occurred in 1966 (see pg 73). The resigned on 1 June 1948.
big lenders, Equitable Life and Metropolitan Life, now held the pursestrings, taking
Warren Lee Pierson had been chairman
effect from 1 January 1961, when the voting trust controlled the directions of invest- and managing director of T. WA. Internat-
ment. The crisis was overcome. Ernest Breech, formerly with the Ford Motor Com- ional in April 1947, and came into promi-
pany, took over as chairman on 27 April 1961, Charles Tillinghast having replaced nence again when he became acting
Warren Lee Pierson as president on 17 April. They made a top-level team, respected president on 9 January 1958, before
Charles Thomas took over (see below).
in Wall Street as well as in Washington. The Lockheed L-I Oil program got under
way, and service began in 1972. The fleet consisted of 19 Boeing 747s, 104 Boeing
707s, 72 Boeing 727s, 25 Convair 880s, and 19 Douglas DC-9s. The total of 239 air-
liners comprised a formidable armada.
Carter Burgess became president ofT.WA.
on 23 January 1956, after Ralph Damon died
Diversification on4 January 1956 (see page 61). Damon had
Back in 1967, T.W.A. had purchased the Hilton Hotel chain, matching Pan Ameri- been a good partner for Hughes, but Burgess
can's move in buying Intercontinental Hotels. Now, "having lost sight of their objec- never even met his chief He lasted only until
tives, they redoubled their efforts." On 12 October 1978, the shareholders approved the end of the year.
the organization of the Trans World Corporation, as a holding company for the air-
Charles Thomas took over the presidency on
line; the Canteen Company (an on-board catering service, acquired on 10 August 15 July 1958, after a hiatus during which
1973); and Century 21 (a real estate organization). A week later, thirteen more aircraft T. WA. had been a ship without a sail. He
were ordered, including three Boeing 747SPs. On 9 June 1979, this latter aircraft was resigned on 27 July 1960, providing the reason
able to offer nonstop service from New York to Cairo; but this was after, on 2 March for Hughes's ouster by the voting trust (see
page 73).
1975, TW.A. had agreed to a route exchange with Pan American, in which TW.A.
suspended service on the trans-Pacific route, and abandoned service at Bangkok,
Bombay, and Frankfurt. The SPs never earned their keep. (See pages 84-85)
Post-Deregulation Oligopoly
The Airline Deregulation Act of 24 October 1978, had been expected to launch new
initiatives, mainly with lower fares, for the benefit of the travelling public. About 150
companies applied for certificates from the Department of Transportation; only about
i a third of these ever started service; and a mere handful lasted more than a year or two.
t Meanwhile, the big airlines became more concentrated that ever before. After a decade
of deregulation, a higher percentage of U.S. air traffic was in the hands of fewer air-
lines than when when the industry was regulated by the Civil Aeronautics Board.
Meanwhile, TWA tightened its belt. The early 1980s witnessed a period of Survival of
the Fittest, as the competition was frequently almost self-destructive. TW.A. survived,
but at a cost. On 1 September 1983, all salaried personnel and management accepted
a 10% pay cut, and on 30 November ALPA, the Air Line Pilots Association - nor-
mally involved in seeking pay increases - took a similar reduction.

Divorce
On I February 1984, Trans World Airlines once again became a separate corpora-
tion, when it was broken clear from the parent company, which had been established
Charles Tillinghast became president of Ernest Breech was the experienced business
on 12 October 1978 - just in time for Airline Deregulation (see above). Other units Trans World Airlines on 17 April 1961, and leader,fonnerly chairman of the Ford Motor
of the Trans World Corporation were profitable, unaffected by the changing regula- was to guide its fortunes for the next two Company, who had taken over the front
tory scene. But TW.A., out of whose heritage the conglomerate had sprung, now decades. He was at the helm when the office of T. WA. on 27 April 1961. He and
"suffered from lagging sales, high debt load, and high operating costs." The omens Trans World Corporation was formed on Tillinghast kept the airline on course.
12 October 1978.
in the mid-1980s were not good.

90
The New Tycoon
Carllcahn
Nostalgic Comfort Like many a self-made man, Carl leahn did not have wealthy
That an airline with such a history of pioneering and achieve- parents. But he had the Midas Touch. He began on Wall Street
ment as TW.A. to have fallen upon hard times was cause for in 1961, and founded !cahn & Company in 1968 with his own
sadness. Adding up the figures over the course of half a cen- savings and some bon-owed capital. His seat on the New York
tury, not a single penny of accumulated profits could be iden- Stock Exchange was worth $150,000. By the mid-1980s, this
tified in the true sense of the term. Yet the airline had had increased by 1,000 percent to $150 million. In 1985 he
sponsored new generations of aircraft (of which the entire became interested in the airline industry and the opportunities
industry benefitted). Perhaps another fascinating connection offered by the liberal climate of airline deregulation.
with technical progress is to trace TW.A.'s record of its con-
nection with the motion picture industry.
First Overtures
On 9 May 1985, Carl !cahn filed a registration statement with
Hand-Cranked the S.E.C (Security Exchange Commission) to state that he
Not long after T. W. A. 's ancestor, Transcontinental Air had accumulated 6,745,000 shares, or 20.5%, of TW.A.
Transport (T.A.T.) started coast- to-coast service in July common stock, a process that he had begun earlier in March.
1929 (see page 24), an announcement in the showbiz publi- A week later, this percentage had increased to 23%, drawing
cation Billboard of 19 October stated "Last week the TA.T a comment from TW.A. that this "transfer of control was
ship leaving Port Columbus, on its westward hop to uninvited and undesirable." The next day, on 15 May, TW.A.
Waynoka, can-ied projection equipment, a program of Uni- filed suit in the New York District Court, alleging that !cahn June, Richard D. Pearson succeeded CE.Meyer as airline
versal Pictures, and an operator. The show was given during was in violation of the federal securities laws. The day after president and CE.O. He was to playa small part in persuad-
the flight to Waynoka and again on the second hop of the trip that, the airline filed a petition with the Department of Trans- ing the directors to make up their minds.
between Clovis and Los Angeles." The projector used 16mm portation to investigate the fitness aspects of the take-over Carllcahn Wins
film and was set up on a board across the arms of two seats bid, questioning !cahn's managerial skills and technical abil- On 5 August 1985, kahn renewed his efforts, offering $19.50
in the back row of the Ford Tri-Motor. The Duograph projec- ities, regulation compliances, capital resources, and the lack cash, plus $4.50 of a 14.5% stock issue. On 13 August,
tor, the lightest on the market, and housed in aluminum, was of an operational plan. Lorenzo raised his offer to $26.00 per share. But on 7
"of the hand-crank style, altho future installations will prob- Carl's response, on 20 May, was an unsolicited proposal September he agreed to withdraw, in exchange for surrender-
ably be motor driven." to TW.A. shareholders of $18.00 per share, and TW.A. coun- ing the Texas Air Corporation's option on 6.4 million TW.A.
The article speculated that this experiment would tered on 23 May with a request to the D.O.T for emergency
shares for $43 million. This was somewhat reminiscent of
become a regular feature, but more than 30 years were to pass action, and also sought support in the corridors of political
power on Capital Hill. The battle for control heated up. On 28 Lorenzo's coup in collecting a similar profit when wrestling
before the amenity was adopted by the airlines, and TA.Ts
May the TW.A. board recommended the pursuance of a with Pan American to take over National Airlines.
successor, TW.A., was the prime innovator.
better offer, possibly an employee buyout; but lost an appeal On 14 June a Boeing 727 was hijacked in North Africa
In-Flight Movies for restraint in the New York U.S. District Court. The Circuit and the aircraft was not returned until 16 August. This was
With the wide-bodied aircraft providing more headroom than Court of the County of St. Louis then issued a restraining not a way to greet the new owner, who settled into his new
order, prohibiting !cahn from acquiring additional shares. occupation, and went through the necessary legal processes
in the piston-engined aircraft, the airlines had, in the early
to pave the way for a merger agreement between !cahn &
1960s, experimented with showing motion pictures, mainly
Challenge from Lorenzo Company and Trans World Airlines, consummated on 26
to relieve boredom on long transcontinental and trans-ocean On 13 June, a new player entered the skirmish for control of September 1986. He had already made a good move. On 27
flights. Trans-Atlantic passengers were treated to various T.W.A., whose employees and management were now mere February of that year, he purchased Ozark Holdings, Inc., the
types of screen and different viewpoints. Once the idea was bystanders. Frank Lorenzo, whose Texas Air Corporation parent company of St. Louis-based Ozark Air Lines, for $224
promoted, every self-respecting major airline had to have controlled Continental Airlines and New York Air, announced million. The story of this Local Service airline, and its valu-
them. Trans World Airlines introduced the first successful that he had won unanimous approval of a "definite merger able reuional route network and fleet, is told in the next six
permanent system, on 19 July 1961. The movie was By Love agreement, providing for TW.A. to become a wholly-owned pages ;f this book
Possessed, starring Lana Turner. subsidiary of Texas Air." The offer was $19.00 in cash, plus
14-112% cumulative non-convertible preferred stock. On 25

91
Local Service in the Midwest
The First Ozark Airlines of Parks Air College at East St. Louis in 1927. On 1 Novem-
On 1 September 1943, a Missouri bus operator, Laddie ber 1946, it was selected by the C.A.B., in the Mississippi
Hamilton, with support from a colleague, Floyd W. Jones, Valley Service Case, to operate a network from Tulsa to
incorporated Ozark Airlines in Springfield. This followed Chicago, via St. Louis and otller small cities. In July 1949,
the initiative of L.Welch Pogue, Chairman of the Civil the Board opened the Parks Investigation Case, as Parks
Aeronautics Board, by order dated 22 March 1943, to had not opened service. Eventually, on 15 June 1950, Parks
investigate the possibilities of extending air service "to the Air Lines started to fly from St. Louis to Chicago (see map)
nation as a whole, including provision for local service to on tl1e Inter Urban Grain Belt ROllte, but it was a case of
small communities." "too little, too late." The C.A.B. cancelled Parks's certificate
On 11 July 1944, the C.A.B. permitted operations on a on 28 July, and simultaneously granted Ozark Air Lines a
strictly local basis. After sporadic operations with a few three-year experimental one.
Fairchild and Stinson monoplanes, Ozark began scheduled
service on 10 January 1945 on a triangular route wholly
Ozark Air Lines Begins
The rejuvenated Ozark began operations with a small fleet of
within the State of Missouri, using at first a couple of Beech
Douglas DC-3s on 26 September 1950, taking over the Parks
F17D "Staggerwings," and then two Cessna UC-78 twin-
routes and immediately expanding service to almost every
engined "Bamboo Bombers." The whole affair had been
small community within a 200-mile radius from St. Louis.
somewhat cavalier in its approach, and lasted only until 28
Concentrating on connections to, from, and between St. Ozark'sfirst airplane, a Beech 17D Staggerwing.
November of the same year, because of apparent irregulari-
Louis and Chicago, the network reached as far west as
ties in the registration process.
Wichita by 1953, and Sioux City by 1955, and as far east as
Parks Air Transport Louisville and Nashville. By the mid-1950s, Ozark was pro-
Meanwhile, another aspirant to operate a local airline was viding good service not only to the small towns but also to
Parks Air Transport, organized by Oliver L. Parks, founder every major city in six states of the Midwest.

Ozark's second intrastate airline/; the Cessna T-50 Bobcat. Two

aircraft were used from September 12 until the end of service,
November 28, 1945.

Reg. I MSN I Remarks

Beech F17D Staggerwing
11(20769 307
11(47571
11(2801 [
389
392
I } Delivered 1Jan 45.
Cessna UC-78 (T-50) Bobcat
The classic DC-3, still earning its keep in the 1950s and 1960s, simply because no post-war manufacturer 11(46817
11(49984
I I } Delivered 1lep 45.
could emulate Emerson's judgement of success by "building a better mousetrap. "

92
Ozark's DC·3 (Challenger 250)
28 seats • 190 mph

This particular aircraft was built as a DST (see page 41), and was only
the sixth DC-3 off the production line in Santa Monica, California. At
The Challenger 250 one time it held the recordfor being the oldest DC-3 in commercial
During the post-war period, when the airline industry was developing rapidly on all fronts, service. Note the streamlined "Super DC-3" landing gear doors.
there was much talk about the dream of building a replacement for the pre-war twin-engined
Douglas DC-3, or the military C-47, that had proved to be a versatile maid-of-all-work.
Several attempts were made by manufacturers to build a replacement, but they were
unsuccessful, mainly because thousands of the old DC-3s were still perfectly operational, and
threatened to go on for ever. To build a brand-new DC-3, with improvements, was too costly, Engine Pratt &Whitney R-1830 x 2 Length 64 feet
although a few "Hyper-DC-3s" were tried out. Ozark Air Lines elected to compromise, by MGTOW 25,200 lb. Span 95 feet
extensive modifications to the old Gooney Bird: new wheel-well doors, flush antennas, a new Range 1,000 miles Height 17 feet
oil-cooler scoop, new wing fillet fairings, aileron gap covers, shorter exhaust stacks, and better
engine cowlings. The Ozark DC-3s were called Challenger 250s and although heavier than
the standard versions, their aerodynamic improvements gave them an extra 20 mph.

OZARK'S DOUGLAS DC·3S

First Second Delivery First Second Delivery
Regn. Reli;
196 67
MSN Dote Remarks and Disposal Regn. Reln. MSN
196 /67
Date Remarks and Disposal

NI6005 NI330 1499 15ep 50 Ex·Ameri"n Air Lines, ex·OII Impressed UIMF ((-49E·00, 41-560911. laid 10 Airline Aviolion A"demy, I Dec 68. NI460 9131 Ex-UIMF (C-4IA-IO-oi, 41-13369). Ex-UIN (R40-5R, BuNo 11409). Conve~ed by Pan Am. leased 10 Ozork. Relurned 10
NI6011 NI350 1541 14 Nov 50 Ex-Amerimn Air Lines, ex-Beldex (orp. (FHI UIN (1C-4IHI.
N18150 NI410 1945 15 May 55 Buill by Fokker, 31. Ex·lwissair, ex·Fleelwingslne. (FHI 60" 66 NI1911 N1190 11650 Ex·UIMF ((-530-00, 41-6BI131. Regd, os 1190 Mor 54. IDld ID (orolino Aimoh (orp. 10 May 66.
N18160 NI410 1946 15 May 55 Buill by Fokker, 31. Ex·lwissair, ex·Fleelwingslne. (FHI 13 0" 66. N18666 NI340 11731 1953 Ex-UIMF (C-530-00, 41-68804). Regd. N1340. Ex-UI Oefense Plonl Corp. {FHI 19 Dec 67.
NI8953 NI390 1011 19 May 53 Impressed by UIMF (C·84·00, 41·57513) 14 Jun 4110 13 Oct 44. Leased 10 No~heasl Airlines. Rereg N·18953. laid 10 N9114R N1651 11004 51ul61 Ex-UIMF (41·911171. Ex-RAF RF595. (FHI4 Aug 66.
Union lleel and Wrecking Co., 5May 53. laid to Ozork, 19 May 53. laid 10 Logsdon and Oovon, 14 Dec 65. N9184R NI661 11011 I lui 61 Ex-UIMF (41·91188). Ex-RAF (FL616). Irons Canada Regd, 11-166J. laid G.H. 80iley, ine. 18 Aug 65.
N1BIIO NI430 1054 I Moy55 Buill by Fokker, Oct 38. Ex·lwissair, ex·Aeelwings Inc. (FH) 3Oct 61. 111450 NI450 11048 Ex-UIMF (41·108810). Ex-UIN (RAO-5, BuNo I7118}. leased and Relurned 10 UIN os 1(-47H.
1114933 NI400 1110 Mor54 Reregislered N14933. laid 10 Union lleel and Wre,king Co., 14 Aug 53. (FH) 17 Mor 61. N53Y NI641 11717 14Feb 63 Ex-U5MF (41·91869). Ex-Express Aerea Inleromerirono_ Ex-Piedmont. (FH) 6Oct 66.
NI1340 N1310 1140 I Dec 63 Ex-Ameri"n Airlines, ex-Beldex Corp. Rereg N·14933. (FH) II Mor 61. 111470 111410 11753 110n57 Ex-U5MF (41·919011. Ex-UIN (R40·1, BuNo 17I78). leased and relurned UIN (1C·47HI
NI5591 NI3BO 1145 1954 Ex-Ameri"n Airlines. laid 10 Union lleel and Wrecking (0., I Dec 53. (FHI 15 Dec 66. NI3410 NI360 18915 I 10n 53 Ex-UIMF (C-4IA·65-0l, 41-1004611. Ex-Philippine Air Lines. laid 10 Aviolion Arodemy, Griffin, GA. 1971.
N15619 N1370 1149 1951 Ex-Ameri"n Airlines. {FH} 40,1 61. 1146V NI63J 19401 610n65 Ex-UIMF (41-1009391. Ex-Norlheasl Airlines, ex·Piedmonl Regd. N-163!. Used os Freighler (FHI 6lep 68.
N51V 19649 19 May 65 Ex-UIMF ((-4IA·80·0l, 43-151831. Ex-Irons (oribbean Air Cor~o. Ex-Piedmonl, ex·Chorlolle Aimoh (orp. (FHI 5 Nov 68.
N18180 NI440 3183 Ex-Weslern Air Lines, ex·Uniled Airline<, ex·leeword Aero Imi". (FH) 19 Dec 61. NI5111 NI300 19800 Ex-UIMF (43·11334). Ex-Porks Airlines. laid McDonnell OouglD Dec 69.
1913
NI1989 NI180 4815 Ex·Oello.lmpressed AIMC, 3D lep 41 (C-49C-00, 41·77111. Ex-Amerimn Airline<. (FH) 4Aug 66. NI9051 NI510 10171 IOel58 Ex-UIMF (43·15105) Ex-Norlhwesl Airlines. laid Ai"roh Cho~ers, Houslon 6 Mor 63.
NI9915 NI490 4919 10el58 Ex-UIMF (C-53-00, 41-64671. Ex-Uniled Airline<, ex·Los Angeles Air lervi", ex-No~hwest. laid 10 J.H. Vollero", 61u161. NI9056 t1I500 10195 I Oct 58 Ex-UIMF (43-15719). Ex-No~hwesl Airlines. laid Alreroh Chorlers 1965.
NI480 1953 Ordered by Eoslern Air Lines, impressed by UIMF {C·49K-00, 43-101O}. Ex-Recollliruction Finan" Corp., ex- No~hwesl
Airlines. (FH) 15 Dec 66.
NI5581 N1310 1318 110n 53 Ex-UIMF (C-53-00, 41-151331. Ex-Oelense Plonl CorD. Re-Read. Mor 14. laid 10 Aviolion A"demv, Griffin, GA_ Special Note: The first aircraft listed, a DST (Douglas Sleeper Transport, NI6005) was the sixth off the production line, of which
Note: (FH) = Traded in 10 Fairchild-Hiller for FH-221s almost 11,000 were built in the United States, almost 500 in Japan, and more than 6,000 in the Soviet Union.

93
Ozark's DC·3 Replacements
Martin 404
TIme to Move On
When Ozark received some new route awards on 9 December
1958, in the decisions in the Seven States Area Case, the
time seemed ripe to supplement the old DC-3s with modern
feeder airliners. A selection committee chose the Dutch 40-
seat Fokker F·27, powered by Rolls-Royce Dart turboprop
engines, and put them into service on 4 January 1960. With
traffic growing healthily, more 'DC-3 Replacements' were
required, and the first Convair 240 piston-engined 40-seater
went into service on 14 August 1962.
Aircraft Exchange Martin 404 Convair 240
The Convairs did not stay long. In an ingenious solution to
equipment problems, Ozark and Mohawk Airlines filed Engines Pratt & Whitney R-2800 Length 7S feet Engines Pratt & Whitney R-2800 Length 7S feet
jointly with the C.A.B. for approval of an exchange of air- (2,400 hp) x 2 Span 92 feet (2,400 hp) x 2 Span 93 feet
craft: Ozark took eight of Mohawk's Martins for four of its MGTOW 44,900 lb. Height 28 feet MGTOW 42,000 lb. Height 27 feet
Convairs, thus standardizing both fleets. The C.A.B. acted Range 1,000 miles Range 7S0 miles
swiftly, and the first Martin 404 entered Ozark service on 1
December 1964.
During this time, Laddie Hamilton, Ozark's founder,
resigned on 6 August 1959, and Joseph Fitzgerald took over
as president, He too resigned on 30 July 1963, and Thomas
L. Grace was appointed president on 18 February 1964. He
was to guide Ozark into the Jet Age, was elected chairman of
the board on 21 August 1970, but died on 21 July 1971, just
before the death of founder Hamilton three months later.

OZARK'S MARTIN 404S

Delivery One of Ozark's Convair 240s. (photo: Roger Bentley)
Regn. MSN Dole Remarks and Disposal

N470M 14109 2Jun65 (FH) 7Jui 67. Tom Grace took Ozark from
N471M 14112 10,165 (FH) 29 lui 67. Local Service to Regional Status.
N468M 14139 13Apr 65 (FH) 30 Mor 67.
N456A 14147 16Mor65 Ex·ChorloNe Aimok Corp. (FH)4 Aug 67.
N469M 14148 29 Dec 64 (FH) 2Apr 68. OZARK'S CONVAIR 240S
N464M 14151 19 Dec 65 (FH) 12 Jun 67.
tl465M 14152 23 5ep 65 (FH) 17 Aug 67. Delivery
11462M 14153 11 Mor65 (FH) 29 Dec 67. Reon. MSN Dole Remarks and Disoosol
N463M 14155 24 Aug 64 (FH)7 Ju167.
N460M 14162 10 Aug 65 (FH) 14 Sep 67. N94205 10 16 Aug 62 Ex·Americon Airlines. loosed by Ozork, 15 Nov 63.
N466M 14163 20 Moy 65 (FH)31un67. N24001 79 21ul62 Ex-KU~, ex-Oeulsche Flugdiensl, ex-luflhonsa. 1M) 23 Dec 64.
N467M 14164 260,164 (FH) II Mor 67. N24041 109 19Nov62 Ex-American Airlines, ex-Southeast Airlines. Leased Ozark, 20 Dec 63.
N473M 14224 23 Aug 65 (FH) 17 Aug 67. 1124031 110 20 Nov 62 Ex-Chorlotte Aircrok Corp. (FH) 4 Aug 67.
N461M 14227 29 Dec 65 (FH) 7Ju167. 1l240ll 112 2Jul62 Ex-KUi, ex-Deutsche F1ugdienst, ex-Condor Flugdienl\. (M) 11 Mor 65.
t1472M 14234 91ul65 (FH) 12 Jon 67. N94264 137 30 Sep 62 Ex·American Airlines. loosed 10 Ozork, 15 Aug 61
Noles: (FH) = Sold 10 Foirchild-Hiller Corp. All except N456A (ex-Chorlone 1124021 145 160,162 Ex·KUi, ex·Deutsche F1ugdiensl, ex-lukhanso. (M) 22 Apr 65.
Aircro" Corp.) were ex-Mohowk Airlines. (M) = Troded in for Morlin 404s. A Martin 404 being refuelled (ph 0/0: Roger Ben/ley)

94
r Ozark's Turboprops
Turbine Power
As mentioned on page 94, Ozark Air Lines moved with the
times and began to retire its old DC-3s, trustworthy and reli-
able though they were, simply because the Jet Age had FH 2278
aJTived and the trunk airlines were all rushing to upgrade their
fleets with Boeing 707s and Douglas DC-8s on their premier
routes, and introducing BAC One-Elevens and Douglas
DC-9s on their secondary routes. The travelling public was
beginning to look askance at any airliners that still had pro-
pellers. The Local Service airlines, whose networks now
reached beyond the boondocks into the big cities, had to
'keep up with the Joneses.' The answer was a compromise: The stretched FH-227 featured three more cabin windows than
turbine power (which the publicists could refer to as jet the standard F-27 from which it was derived.
power) with jet engines that drove propellers, and called Goodbye to Pistons
turboprops or propjets. On 26 October 1968, the veteran Douglas DC-3 fleet was
retired, and this included one of the earliest off the production FH·227B
The Fokkers and Fairchilds line (as noted on page 93), originally a DST that had logged Engines Rolls-Royce Dart Length 84 feet
Of all the Rolls-Royce Dart-engined turboprop airliners, the 65,000 hours in flying time. The last revenue service was
Fokker F-27 had a head-start on the competitors, the Avro
(1,990 ehp) x 2 Span 95 feet
from St. Louis to Kansas City, and from then onwards, the
748, the Handley Page Herald, and the Nihon YS-11. More Ozark Air Lines fleet was all turbine-powered.
MGTOW 45,500 lb. Height 28 feet
than 600 of all types were sold world-wide. Ozark put them Range 550 miles
into service on 4 January 1960 and six years later, with bur- F·27
geoning traffic demand on all fronts, ordered the U.S. license-
built development, the Fairchild-Hiller FH-227. Ozark had Engines Rolls-Royce Dart Length 77 feet
increased its capital by $12 million to finance this order, as (1,670 ehp) x 2 Span 95 feet
well as one for more Douglas DC-9 jets, which went into MGTOW 405,000 lb. Height 28 feet
service during the same year (see page 96). The first FH-227 Range 400 miles
schedule was on 19 December 1966.

OZARK'S FOKKER F·27S

Delivery Delivery
Rean. MSN Date Remarks and Disposal Regn. MSN Date Remarks and Disposal

N8687E Ex-Fairchild. IFH) Del 67. N4218 521 30 Nov 66 Sold 10 Air New England, May 80.
114219 526 20 Oec 66 Sold Feb 81. Fairchild F-27 (photo: Roger Bentley)
N4303F 2 30 Nov 62
N4304F 13 1Apr 63 Ex-Avenso. IFH) Sep 67. N4220 529 29 Oec 66 Sold to Aerolineo, Cenlroles de Colombia. 12 Jul77.
N4305F 17 May 63 Ex-Avenso. (FH) Aug 67. N4221 527 1Jan 67 Sold Aug 80.
25
N4300F I Jul59 (FH) tlov 66_ 114222 535 10 Feb 67 SoidJun81.
58
1Aug 59 (FH) Del 67. 114223 538 10 Mor 67 Sold Dec 80.
t14301F 59
12 Aug 59 (FH) Sep 67. N4224 543 11 Apr 67 Sold Jan 80.
tl4302F 60
28 Oct 63 (FH) Apr 50. N4225 544 24 Apr 67 Sold Jun 80.
114306F 107
114226 546 18 May 67
(FH) ~ All F-27s Iraded in to Fairchild-Hiller, 1967-1970. 114227 547 2Jun67 Sold Nov 80.
N4228 548 12Jun67 Sold Oec 80.
OZARK'S FAIRCHILD FH·227BS N4229 5S0 28Jun67 Sold May 80.
114230 551 6Jul67 Sold (0) 15 May 77.
114231 553 21 Jul67 Sold (0) 25 Apr 77.
114232 555 27 Jul 67 Sold (0) 17 Del 77.
114233 559 17 Aug 67 Sold (0) 23 Mor 77.
114234 561 145ep67 Sold Mor 81.
114235 564 29Sep67 Sold 10 Maim" (Sweden). Jul 80.
Fairchild-Hiller FH-227B (photo: Roger Bentley)
Except noted, 011 aircroft sold to TAT (Fronce) or (D) to Delio Air Tronsporl (Belgium) In 1977.

95
Regional Status
No Longer Local
During the 1970s, the Local Service airlines went through a metamorphosis. Little by little,
they obtained C.A.B. authority to serve not only large cities, but even to operate between
two or more large cities, parallel with, or even in competition with the Trunk airlines. The
Local Service airlines felt that they had been the second-class citizens of the U.S. air trans-
port world too long and they were anxious to join the big leagues. Their efforts were given
cautious support by the C.A.B., which looked upon such inter-city service as a way to
improve the Locals' finances and thus relieve them of the need for subsidy. The airlines, for
their part, began to call themselves Regional airlines, even though this was not the official
designation in Washington.
Ozark Joins the Jet Set
Several airlines saw the solution to elevate their status into the Jet Age, so as to match the
equipment of the Trunk airlines, by purchasing twin-engined jets. The favorite was the
Douglas DC-9 series, although some bought the British BAC One-Eleven. Ozark opened its
first DC-9-14 service on 8 July 1966, and on 30 October of that year extended its network to
Denver. The first DC-9-30 series was delivered in February 1968 and Ozark made its presence
felt in New York on 27 April of that year. The road to regional status was under way.
Subsequently, with Airline Deregulation imminent, the skies opened and, as can be
seen in the maps below, Ozark consigned the Local appellation to history. Indeed, on
1 October 1982, by adding San Diego to the network, it was able to join the growing list of
airlines that could offer coast-to-coast service. Ozark even toyed with the idea of having
Boeing 727 tri-jets, but this was abandoned in October 1979. The last turboprop FH-227B One of Ozark's DC-9-34s over the grid-patterned fields of the Midwest.
flight was on 25 October 1980, and in April 1984, the DC-9 fleet had been augmented by
the Super 80, or the McDonnell Douglas MD-80. Ozark Air Lines had emphatically
entered the Jet Age.

This series of maps clearly illustrates

Ozark's transition from local service to
regional airline status.
A IR LINE5 f!;t"fIf'\'l\.9.!~l
(Regional)

Oklahoma
City
Sa~: jeg.~ Dallas-
:~
.:fc1960 I
:f" . : :
.,
'f:5 \.
"._.';-".

a/,
Ft. Worth
r',
San Antonio
ECrD .::. ':;'. '-.

96
Douglas DC·'·30
127 seats • 560 mph

/ OZARK
DDUG~ • DC.9 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

OZARK'S DOUGLAS DC·9S

Regn. MSN Delivery Remarks and Disposal N929L
N924l
47174
47324
IOJun80
10 Jul79
Ex-Delto.
Ex-Delto.
Prall & Whitney Length 119 feet
Date
N925l 47357 24 Jul79 Ex-Delto. JT8D·9 (14,500 Ib) x 2 Span 93 feet
Series 15 N950PB 47394 24 Feb 69 Originolly built for Ployboy's Hugh Hefner in "block bunny" livery. 110,0001b Height 28 feet
N970Z 45771 25 Moy 66 First Ozork OC-9. loosed from ond operoled for Purdue Airlines, II 0[1721031 Mor 76.
N971Z 45773 IOJul66 Merged wilh TWA, 26 Del 86. Relurned 10 lessor, 20 Apr 00.
Ex-Iwissoir, ex-Air Ponomo, ex-Oouglos. lold TIA, 28 Mor 74.
N931L 47669 15 Oct 81 Ex-Anlilloon Airlines. 1,000 miles
N968E 45786 7 Oec 72 N920l 47734 23 Nov 77
N490lA 45798 3 Nov 66 Ex-Slondllfd Airways, ex·Qzark Air Lines.
N4911A 45799 I Del 68 Ex-Standard Airways, ex-Ozark Air Lines. Series 33(F D(-9-82 (MD-82)
N972Z 45841 24 Aug 66 50ld 10 Oouglos Aircroh, 29 Del 74. N937F i 47409 I 15 Nov 76 I Ex-Oversoos Nolionol Airwovs. N950U 49230 19 Jun 84 loosed 10 American Airlines from 19 Jun 8410 I Dec 84.
N969Z 47001 3Jul72 Ex-lDUdio.loosed 10 ond relurned lAV, 8Aug 7510 15 Del 76. Loosed 10 N95! U 49145 26 Jun 84 loosed 10 American Airlines from 16 Jun 8410 I Dec 84.
ond relurned loulhern Airwoys, 10 5ep 7710 I Jun 78. Series 34 N952U 49266 27 Nov 85
N973Z 47033 31 Jul67 Relurned 10 lessor, 20 Apr 00. N936l 147711 1 21 Jon 85 I Ex-Boloir AG.
N9271 48123 28 Dec 79 Nomed City of Berlin (TWA). N953U 49267 24 Oec 81
N974Z 47034 IIep67 loosed 10 ond returned Air West, 12 Mor 68 10 16 Del 68. Croshed ofter
oborled loke-offlioux Cily, lowo, 27 Oec 68. N928l 48124 10Jun 80 Two more MDB2s 149439, 49441) ordered but nol token up. They were delivered 10 Confinentol.
N975Z 47035 100[167 Relurned 10 lessor, 20 ArOO.
Series 41 Ozark also ordered two Boeing 727-2045 (720ZK and 721ZK, 21849 and 21850).
Series 31 N935l I- 47603125 Nov 83 I Ex-Finnair. They were painted in Ozark colors, 011 79, but the order was nat taken up. They were
N993Z 47082 2Moy75 Ex-Northeast. N933l 47617 26 Nov 86
N934l 47618 31 Jon 83 delivered to Pan American Airways.
N992Z 47095 3Apr 75 Ex-Northeast.
N991Z 47096 6Feb75 Ex-Norlhoost.
N994Z 47097 6Jun75 Croshed ofter hilling 0snowplow during loke-off, lioux Foils, 10. 21 All aircraft merged with T.W.A. fleet an 26 011 86, except where otherwise noted. The first eight Series 31s were ex-Northeast Airlines which merged with Delta Airlines.
Dec 83. 50ld 10 Aviolions loles Compony Inc., Jun 84. All Series 325 except the last three aircraft listed were ex-Delta Airlines. All Series 415 ex-Too Domestic Airlines (Japan).
N988Z 47134 1Apr 74 Ex-Norlhoost.
N989Z 47135 I Moy 74 Ex-Norlhoost.
N990Z 47136 3Jun 74 Ex-Norlhoost.
N98/Z 47137 1Mor74 Ex-Norlhoost.
N976Z 47248 26 Feb 68 Relired 25 Moy 00.
N977Z 47249 19 Apr 68
N978Z 47250 10 Moy 68
N982PI 47251 14Jul69 Ex-PmificSouthwesfAirl Lines.
N979Z 47343 25 Feb 69 Ex-Ozark Air Lines.
N980Z 47344 27Mor69
N981Z 47345 21 Apr 69 loosed 10 Allegheny Airlines, 18 Feb 741014 Feb 76.
N983Z 47411 8 Dec 69
N984Z 47412 11 Oec 69
N985Z 47491 25Jun70
N986Z 47589 4 Oec 73

Series 32
N995Z 47027 3Feb 77 Ex-Delto.
N996Z 47028 13 Jul77 Ex-Delto.
N997Z 47029 28Jul77 Ex-Delto.
N998R 47030 15 Jun 77 Ex-Delto.
N92lL 47107 20 Dec 78 Ex-Delto.
N922L 47108 6 Mor79 Ex-Delto.
N923L 47109 5Jun79 Ex-Delto.
11926L 47172 11 Dec 79
N931l 47173 19Moy81 Ex-Delto.

97
Early Air Taxi Links
The Grand Canyon Short Cut to JFK Ozark Enterprise
A little-remembered feature of TW.A. pioneering was its spe- One such operation was started by a Piper aircraft distributor As narrated on pages 82-87, Ozark Airlines, one of the more
cial connection to the Grand Canyon in the summer of 1935. A in Bridgeport, Connecticut, who provided connections to successful Local Service airlines, had started life as a one-route
special arrangement was made whereby passengers on Flights New York's LaGuardia and JFK airports, thus avoiding a cir- and almost one-plane operator. It would be classed as a Com-
2 and 3 (Sky Queen and Sky Master, respectively) could trans- cuitous and sometimes grid-locked road journey via the muter airline today. It grew steadily through DC-3s, twin turbo-
fer at Winslow to the Bach tri-motor planes of Grand Canyon Whitestone or Throgs Neck bridges. The Piper Twinair serv- props, and short-haul jets. In 1985, it was able to adopt a junior
Airlines. The operation was under the supervision of Miss ice was advertised in the later 1960s as connecting with partner, when it made an agreement with Air Midwest, which
Edith McManus, who was an established local trader in Indian TW.A. trans-Atlantic flights. Although not exactly a code- took over some of the smaller routes, using Swearingen
artifacts and products. The round trip Winslow-Grand Canyon sharing operation, such an arrangement seems to have been a Metros. Ozark itself had been in to the small airplane fIeld
fare was $19.00. This must surely have been one of the earliest, harbinger of things to come. when, on 15 March 1972, it used two de Havilland Canada
if not the fU'st, example of a local interline agreement between DHC-6 Twin Otters to operate between the Illinois state capi-
a trunk carTier and what today would be termed a commuter air- tal, SpringfIeld, and Chicago's lakeside airport Meigs Field,
line. So that the clientele would not be too fatigued to enjoy the next door to the downtown business dishict.
scenic view and stopover at the Canyon, T.W.A. also offered a
no-charge overnight hotel break, including taxi fare to and from
the airport, at Kansas City.
For a month or two during the summer of 1935, this I
I
unusual service appear'ed in the TW.A. timetables, but it was I
not repeated in 1936, as TW.A. itself stopped at the Canyon I
I
when the airstrip was improved; and subsequently, instead of I
I
stopping, the DC-2s overflew the Canyon (as close as they I INDIANA
I
dared). The timetables, uniquely, marked this amenity with
"OVER" instead of the conventional "alT." or "dep." Springfield ~ s;> '~O
: Scale-Miles

St. Louis )
f

Winslow 1935
ARIZONA NEW MEXICO
REGD

Scheduled Air Taxi

During the 1960s, when air transpolt was spreading its wings
near' and far·, the fIrst diminutive airlines that were later to be
termed Third Level, and later still Commuter, began to emerge.
Not yet dignified by the Civil Aeronautics Board for certifica-
tion as bona fide airlines, they were able to operate as air taxi
services, under Part 135 of the F.A.A. regulations. Under popu-
lar pressure from the public, which appreciated the convenience
of a non-scheduled air taxi flight that seemed to depart every
morning and/or evening at the same time every day, many such
services started to operate regularly. Digllify alld Impudellce: all O:arkJMidll'eSf Mefro II lilies lip wifh a DC-9-30

98
TWA Connections
Trans States Airlines
T.W.A.'s main regional connecting feeder (or commuter) affili- SAAB SF-340A
ate has been Trans States Airlines. It was founded in St. Louis
as ResOlt Air in May 1982, and started local routes in April 37 seats • 325 mph
1983 to Lake of the Ozarks (a resort area from which its name
was derived), and to Springfield, Missouri, Joplin, and Carbon-
dale. Its fleet included Fairchild Metroliners and ATR-42s. On
5 August 1985, it became a unit of Trans World Express, and in
June 1989 changed its name to Trans States Airlines. TRANS WORLD
Unlike some other commuter airlines, it was affiliated
with several major companies, and strengthened its ties with
T.W.A. in January 1991 by buying the St Louis-based Trans
World Express operations of Air Midwest, based in Wichita.
Trans States was once the twelfth largest regional airline, with
a fleet of more than 70 aircraft, including 60 Jetstream 31s and
41s, 5 ATR 42s, 3ATR 72s, and 5 Embraer EMB 145ERs. It
serves 25 cities, with hubs in St Louis and New York with
about 20 Jetstream 41s. Engines General Eledri( CT7·5A2 Length 65 feet
(1,735 shp) x 2 Span 70 feet
MGTOW 28,0001b Height 22 feet
Range 500 miles

Trans States connects with T. WA. at St. Louis and New York, which have become
connecting hubs for T. WA. 's main transcontinental route network.
A Trans World Express Jetstream 31 circles over the Mississippi at St. Louis, with Busch Stadium on the
left and the famous arch, the Gateway to the West, on the right.

99
More Connections Fairchild Metro II
19 seats • 320 mph
RAe Jetstream N102GS
19 seats • 300 mph

Engines Garrett TPE 331-IIU-612G Length 59 feet

(1,000 shp) x 2 Span 57 feet
MGTOW 16,0001b Height 17 feet
Range 500 miles
Garrett TPE 331-12UAR-701H
Engines Length 47 feet
(1,020 shp) x 2 Span 52 feet \ '~
MGTOW 28,0001b Height 18 feet ( I I
Range 800 miles "Surlingto - ~ ~
\----- ..., ~ :
- - -'.., I 1
Early Trans World Express Connections ( St. ~oUjS)-\A"'-
Several early commuter airlines were connected with TW.A. Fd;rt /'
Air Midwest, founded by Gary Adamson in Wichita in 1987, Leonard rl ..~/ 1 '....,..,/ __ .....
had an extensive network throughout the Midwest, and was
associated with Ozark Airlines from 1 July 1985. This operation
Wood
, eGirardeaU!..__
.... '
.'~'Iarlon ----~
1- - - - - --,
, -----
(--Knoxville
became TW.A.'s in 1987, when the fleet consisted of Metro lIs, ---eo - _---- I
----
CHAYTAUQq~ ~E~-
I

SAAB 340s, and Embraer Brasilias. It was purchased by Trans II ~I

) Nashville'-
~_
States Airlines in November 1990 (see page 99).
Jet Express, founded at Atlantic City in 1968, using
CASA aircraft, became a TW.A. connector in February 1989, CO~PORA1E--r -- --~EGD Chautauqua Airlines
Joel Hall founded Chautauqua Airlines as an Allegheny Com-
feeding traffic into New York. Metro Airlines Northeast, a muter on 3 May 1973, based at Jamestown, New York, and serv-
division of the nation's largest regional canier at the time, head- Corporate Airlines ing western New York State and Pennsylvania with Beech 99s,
quartered in South Burlington, Vermont, became a This airline was founded by Charles Howell IV in 1996 as Shorts 330s, and SAAB 340s. It added a southern division at
connector in July 1989, feeding traffic to Tw.A. from cities of Corporate Express Airlines. It started TWE partner service on Orlando, Florida, in 1980, and it became a TW.A. Express con-
the Northeast. Most of its routes passed to Trans States Airlines. 16 December 1999, with routes radiating from St. Louis for nector on 2 April 2000, centred on St. Louis. It is currently
Virgin Islands Seaplane Shuttle became a TWE carrier Trans World Express. Its fleet consists of nine Jetstream 32s. adding at least 15 50-seat Embraer EMB 145s to its TWE fleet.
on 1 June 1988 but ceased operationson 17 September 1989,
when its fleet was destroyed by Hunicane Hugo.
Gulfstream International Airlines
A fonner Eastern Airlines captain, Tom Cooper, founded Gulf-
stream International in November 1968. He began scheduled
services in December 1990 in southern Florida, with Cessna
402s, flying to Haiti and the Bahamas, by which time the fleet
had been upgraded to Beech 1900s. Service was expanded
dllling the 1990s, also with Shorts 360s, under agreements with
various airlines. Among other ventures, Gulfstream established
a hub at San Juan on 1 November 1999, and TW.A. is one of
the beneficiaries of this important Caribbean focal point of sev-
eral main routes from major cities of the U.S.
A Corporate Airlines jetstream 32 A Trans World Express Embraer EMB-145

100
Trans-World Express ATR-42
48 seats. 310 mph
The New York Connection
One of TW.A.'s feeder affiliates came and went, after a
chequered history. It was founded in 1967 by J. Dawson Ran-
some in Philadelphia, and with the Yolpar Turboliner (an
upgraded Beech 18) he built up an excellent commuter net- N42/TE
work in the northeast, concentrating on feeds into all the New
York airports. By 1972, he had become a member of the
Allegheny Commuter system, and with a succession of inno-
vations, he built Ransome Airlines into the largest commuter
airline in the world. This was achieved by the use of ever-
larger aircraft: Twin Otters, Nord 262s, de Havilland Canada Engines P&W Canada PW120 Length 74 feet
Dash Sevens, and finally 48-seat ATR-42s. Early Air Mail Experiment (2 t OOO shp) x 2 Span 81 feet
Ransome parted company with Allegheny in 1982, As early as 1938, TWA. sought to improve air mail MGTOW 36t 800 Ib Height 25 feet
flirted with Delta for a year or two, and finally sold his airline service times. A Kellett autogyro wore its colors during Range 800 miles
to Pan American on 1 June 1986. Pan Am continued to oper- an air mail experiment in connecting service in Chicago.
ate services as Pan Am Express to feed into its New York
international base, and in June 1989 and May 1990 opened
branches in California and Miami, respectively. But "the
world's most experienced airline" was itself in deep trouble,
and folded on 4 December 1991.
At midnight on 3 December, Carl Icahn had
purchased the operation, which then became Trans World
Express (T.W.E.). Carl departed from the TWA. scene in
1993, and at a time when belts were tightening, all the TW.E.
landing slots were sold on 6 November 1995, effectively
wiping out the former Ransome local commuter empire.
Pan Am Express became TW.E., Inc., a wholly-owned
subsidiary of TWA.
Kellett autogyro, 1938 Sikorsky S38ET twin-turbine helicopter of New York Heli-
copter, seen here in 1984 at the TWA terminal at New York's
Going To The Fair JFK International Airport.
In 1964/65 TWA offered direct service from JFK Airport to
the New York World's Fair, through an arrangement with
New York Airways, using Sikorsky S-61 helicopters.

Best Connections
During the 1980s, TW.A. advertised "best connections" with
New York Helicopter. International and transcontinental
first class and Ambassador Class passengers could travel free
between New York airports and downtown heliports and East
34th Street or the World Trade Center.
Today, T.W.A. offers many "best connections" to many
more places with larger aircraft through its Express Connec-
tions throughout the northeastern States. (see also page 99) One of Trans World Express's ATR-42s at New York's JFK
International Airport in January 1995
(photo: Felix Usis Ill)

101
Troubled Times
Carl Takes Ove.r In 1989, he sold eleven jet aircraft and five gates at Kansas On I July 1991, the last TWA flight, a Boeing 747, took off,
On 14 June 1985, one of TWA.'s Boeing 727s was hijacked City. Early in 1990 he agreed to sell the Chicago-London route accompanied by a multiple fire-truck hose salute. As the air-
en route from Athens to Rome. Three months later, on 26 to American Airlines for $195 million. He threatened to sell the craft was permitted a sentimental fly-by, the Heathrow tower
September, many TW.A veterans felt that their entire airline domestic route system if the pilots did not agree to more con- called "it was nice knowing you." TW.A. transferred its
had been hijacked by Carl kahn. On that day, he took over cessions. He sold and then leased back ten more aircraft By the London terminus to Gatwick. The effect was a reprieve from
control (see page 91), accepted wage concessions already summer of 1990, the situation had reached crisis level- $3 bil- imminent bankruptcy, but this was a case of merely putting
agreed by the unions, and appeared to compensate them in a lion debt, no less. The unions proposed a restructuring plan, for off the evil day.
profit-sharing plan, with the promise of setting up an kahn to swap most of his now 90 percent stake for money
owed, and thus reduce the debt He responded by proposing the Chapter Eleven
Employee Stock Ownership Plan (ESOP). Though he seemed The acquisition of Pan Am Express on 4 December 1991 (see
optimistic about the airline's prospects under his control, termination of unprofitable routes (this could have been most of
the system at that time) and announced a two-tier salaries plan. page 101) was a momentary diversion from far more serious
there was a catch: there were few profits to share. considerations for TWA On 31 January 1992, the airline filed
In October, 450 staff were furloughed, and service terminated at
APromising Start many points in the system. for Chapter 11 bankruptcy. Carl kahn called it "pre-planned," a
Carl seemed to start welL TW.A moved strongly into the euphemism that can be compared with second-hand cars being
Caribbean, expanding service from New York and St Louis to Selling The Farm called "pre-owned." TW.A was in a bad way. Its total debt of
several resort destinations; and in the New Year, reaching agree- Worse was yet to come. It was a time when other airlines were $1.7 billion was more than its net worth. By the summer it was
ment for a Piedmont Airlines feed into New York. On 26 Feb- also facing disaster. On II November 1990, kahn offered to losing $2 million a day. Opening a New York-Moscow service
ruary 1985, he asselted "to combine two losers, we hope to buy Pan American - an almost ludicrous proposaL On 12 on 17 March did not exactly reverse the balance sheet
create one profitable carrier." On II March 1986, he won a vic- December, American Airlines offered $445 million for all For the employees, the month of August was Make or
tory in the COUlts, when Judge Howard E Sachs ordered the TWA.'s routes to London. On 21 January 1991, kahn Break. On 14 August, the flight attendants agreed to take pay
machinists back to work during a strike by 5,700 flight atten- announced the halving of all services to Europe and furloughed cuts; on 24 August (at 5 a.m.) the Machinists' Union followed
dants who had walked off the job less than a week earlier. 2,500 employees. Some palliatives were derived from a long- suit On 26 August, the pilots agreed, with the condition that
term contract with Military Airlift Command (MAC) and the Icahn would lend the airline $200 million and forgive $170 mil-
The Clouds Darken D.O.T. award of a route to Moscow and Leningrad. But this was lion owed. In exchange for the collective concessions, amount-
But TW.A.'s problems went deeper, and were exacerbated in immediately offset by the effect of the Gulf War, which seri- ing to about 15% in value, all workers had 45% of the equity of
the months to come. In April 1986 a terTorist bomb exploded in ously eroded txrans-Atlantic traffic for all airlines. TWA. had a reorganized TW.A
mid-air on an Athens-bound flight, killing 4 and wounding 9 always depended upon European and Middle Eastern routes as On 15 November 1992, Carl kahn agreed to the terms,
passengers. Remembering the incident less than a year previ- its best money-earner. Now the political fates were weighted and in a key decision, on 6 December, the Pension Benefit
ously, the European-bound travelling public edged away from, heavily against them. Guarantee Corporation, the largest creditor, agreed also. Mis-
rather than up-and-awayed with TWA. With diminishing "Cheer up" they said, "things could be worse. So I cheered souri Senator Jack Danforth described the events thus: "I
returns, kahn extracted further concessions from the pilots. The up. And they were worse." And so it went with TW.A On 14 don't believe in my lifetime that I have seen people who
1987 figures were no better, and the October "Black Monday" March 1991, the blow came. The D.O.T. approved the sale of believe so strongly in their company." The confirmation and
stock market mini-crash led kahn (who held 70 percent of the routes to Amelican, but restricted the sale to New York-London, justification for all their sacrifices came on 8 January 1993,
stock) to delay all the previous plans for privatization by a year. Los Angeles-London, and Boston-London. kahn protested when Carl kahn relinquished all control, interest, and direc-
This was eventually spelled out in September 1988. kahn strongly: "This order could well become a disaster for TWA." tion of TW.A Ten months later, on 3 November, TW.A.
and other shareholders received $20 in cash per share. Carl's This inspired financier Kirk Kerkorian to step into the emerged from bankruptcy.
amounted to $469 million, which was $25 million more than his ring; but his intervention only led to American agreeing to buy This was a triumph for unqualified loyalty and dedica-
original investment He also received some preferred stock. The the three routes for the full price for the five that had been tion. It was in striking contrast with what happened at East-
stock had previously been held by ACE Industries, described included in the original offer. ern Air Lines in Miami in 1990. When Eastern's union
as the cornerstone of kahn's empire. One description of this leaders learned that Frank Lorenzo had finally said "enough
financial juggling was very simple; "a leveraged buyout that Goodbye to Heathrow is enough," and closed down the airline, they celebrated with
added $1 billion in debt" kahn himself described TWA as No single event in TW.A.'s history could have epitomised its champagne and shouts of "we've won." And 30,000 employ-
"not one of my most stellar investments," a statement that decline .and fall from the heights of the world airline hierar- ees lost their jobs and their living. In TW.A.'s case, the
strongly suggested that his interest in becoming an airline chy than its departure from London's Heathrow Airport, the employees remained loyal, made a deal, and kept their jobs.
emperor like Howard Hughes was waning. He proceeded to sell busiest international airport in the world, the biggest gateway They made a major contribution towards the survival of one
off much of the airline's assets of equipment and routes. to Europe, the jewel in every trans-Atlantic airline's crown. of the world's great airlines. They really did win.

102
Boeing 757
178 seats • 570 mph

WORLD
••••••••••••••

Engines Pratt & Whitney PW2037 (38,250 Ib) x 2 Length 155 feet
MGTOW 240,0001b Span 125 feet
Range 2,800 miles Height 44 feet

Boeing Takes Another Gamble were new; but there were economies in the construction, and
BOEING 757 FLEET LIST When Boeing announced the Boeing 757, almost simultane- that permitted Boeing to sell at a very competitive price. Most
ously announcing the 767, many airline observers thought that important, the 757 and 767 had almost identical cockpits,
Fleet Delivery which allowed a common pilot rating.
No. Regn. MSN Dote Remarks and Disposol the Seattle manufacturer, already noted for its readiness to take
chances (albeit successfully) had this time gone too far. The Perhaps the best application of this airliner to T.W.A.'s
7501 N7011W 28160 22Jul96
7502
7503
7504
7505
N7021W
N7031W
N704
N7051W
28162
27620
28163
28479
220'196
22 Nov 96
30 Jon 97
10 Feb 97
} ILFC

Pegasus
two aircraft appeared to be aimed at markets which, if not
identical, seemed to overlap. Yet there was a method in their
apparent madness. When the announcements were made, in
network was on 10 September 2000, when it opened nonstop
service from Los Angeles to Washington's downtown air-
port, Reagan National (formerly National). Wide-bodied
the late 1970s, the airline industry was booming, world-wide. aircraft (such as the Boeing 767 or the Airbuses) are not
7506
7507
N7061W
N7071W
28165
27625
18Feb97
24Feb97 } ILFC
Airlines were being selective, with many choices available, allowed there. But the airport is only ten minutes on the local
7508 N7081W 28480 7Apr 97 Aerospace Finance Corp.
and there was an advantage in having a range of types that subway from the business district and political quarters of the
7509
7510
N7091W
N7101W
28168
28169
14 Moy 97
29 Moy 97 } ILFC
could meet every particular need. nation's capital, a huge advantage over service to Dulles Inter-
7511 N711ZX 28481 3Jun97 national, which is at least an hour's taxi ride from the center,
The 767 was a completely new design, but the 757, orig-
7512
7513
N7121W
N7131W
27624
28173
18Jun 97
16Jul97 } IIFC
inally to be a refined 727-300, was built on the same fuselage and where public transport is usually conspicuous by its
7514 N714P 28483 28 Aug 97 Pegasus, named Wimpy absence. With its nan'ow-bodied 757, T.W.A. has effectively
7515 N7151W 28482 23 Oct 97 Pegasus
jigs as on those of previous Boeing winners, from the first 707,
7516 N7I61W 28484 15 Oct 99 then the 727, and the 737. Certainly the wings and empennage cut an hour off the Los Angeles-Washington journey.
7517 N7I71W 28485 15Mar99 Pegasus
7518 N7I81W 28486 26 Moy 99
7519
7520
N7I91W
N7201W
28487
30319
25Jul99
16 Aug 99 } Aerospace Finance Corp.
29954 29Jun 99
7521
7522
7523
N7211W
N7221W
N7231W
29385
29378
25 Nov99
18 Jon 00
} IIFC

7524 N7241W 28488 8Sep99 Pegasus

7525 N7251W 30338 120,199
7526 N7261W 30339 18Nov99
7527 N7271W 30340 02 Oec 99 Pegasus

All aircraft listed are Boeing 757-231 s, except the leased

aircraft (lessors indicated), which are 757-2Q8s

103
 Into the 21 st Century
Picking up the Pieces Perry Flint, of Air Transport World, was encouraging: MD-95s) and 50 I06-seat Airbus A318s. Both aircraft are at
TWA. set about the task of recovery, after the departure of Carl "Somehow, TW.A. survived its nem'-death expenences and the the lower stratum of jet airliner size, and will fulfill the need
kahn. In July 1993, William Howard had been named chairman long-awaited obituary never appeared ... is in better shapethan for the sparser traffic-generating routes, with considerably
and CE.O., but he resigned in January 1994, to be replaced by at any time in this decade ... (it) has a sense of purpose, nSlllg lower operating costs that those of the aircraft they replace.
Donald F. Craib, Jr. Some sense of purpose returned to the air- pride in its product, and a confidence born of ~~vlllg surVived This was the first order for the A3 18 and one of the first for
line when Jeffrey H. Erickson was elected president in ApJiI. the worst that man and nature could throw at It. the 717, and T.W.A. was able to negotiate a good price, taking
He had airline credentials, having started as a Pan American advantage of what is known in the industry as "launch eco-
The Cruel Hand of Fate
engineer, moved on to vmious airlines, and had launched the nomics." TW.A. also indicated its intentIOn to order 25 more
On 17 July 1996, Flight TW800, a Boeing 747, disintegrated
low-fare new entrant, Reno Air, in July 1992. He took actIOn to Airbuses, unspecified variants of the Airbus A320 family.
at the eastern end of Long Island, still on its initial climb out
restore confidence. Service was stmted from St. Louis to some This acquisition - valued at around $4 billion, the
of New York's JFK Airport. The direct cause was the explo-
mid-west points, as well as to Sacramento and Ontm·io. Inter- largest in TWA.'s history - was marred slightly by the
sion of the center fuel tank, but the cause is not known for
national service was restored to Saudi Arabia, where TW.A.'s beoinnin o of a "sick-out" by some flight attendants on Chnst-
certain. After four years of research, the official explanation
tradition went back a long way, having served Dhahran, on the m:s Eve."They made a rapid recovery on the day after Christ-
was that it mioht have been an inducted spark into low-ten-
sion wirin o b~t most aviation folk are skeptical.
Gulf, from July 1946 to May 1971. Now the terminus w~s mas, by order of Judge Nina Gershon. But confidence was
Riyadh, the handsome capital, which has one of the world s maintained in financial quarters in March 1999, when Boelllg
In an"interesting, though unfortunate, parallel, this dis-
most beautiful terminal buildings. But service to Geneva and arranged $2.4 billion of financing to protect 82 unfilled
aster which killed more than 200 people, occurred just when
Zurich was terminated, and the Los Angeles-Pm'is Polm' route TW.A. orders, including the 717s.
TW.A.'s financial situation was improving; and was a tragic
was suspended, as these routes were just not paying their way.
repetition of a similar situation in December 1988, when.the Historical Precedent
The employees responded, as best they could, support-
Pan American 747 exploded at Lockerble, Scotland, Just In May 1999, Bill Compton was appointed C.E.O. as well as
ing from their pay packets the $223,000 per month lease pay-
when the airline was striving to recover its North Atlantic holding the office of president. Many years had passed Slllce
ments for a new McDonnell Douglas MD-83 (#9408)
market share. In both cases, the effect on the travelling TW.A. had been directed from the top from someone who
appropriately named Wings of Pride. Delivery was made at a
public's perception was detrimental - to put it mildly. had risen from within the ranks. As a pilot - he still kept his
proud ceremony on 2 September 1994.
But Pride is often accompanied by a Fall. By October, license cun'ent by taking the left-hand seat on an MD-83
Firm Hands at the Wheel
TW.A. was asking its major creditors to "forgive" "almost half flioht deck from time to time - he enjoyed the respect of the
TW.A. was undeterred. On 17 September it announced the
of its $1.8 billion debt, in exchange for more equity. This would flying crews. In his first months as CEO, he oversaw agree-
acquisition of ten more MD-83s, making 15 i.n the fleet.
increase the creditors' stake in the airline from 55% (the legacy ment on new contracts for all union-represented employees
Gerald Gitner became chairman and CE.O., whIle Enckson
of Carl kahn) to 70%. But the creditors were wary, and in no with pay increases that were mirrored by wage boosts pro-
retired. Gitner was joined, on 3 December 1997, by William
hurry. TWA. was once again forced into a corner. vided to non-union workers as well. Although TW.A. stlll
(Bill) Compton, who became president and chief operating
trailed other major airlines' pay scales, it marked the first
officer (CO.O.). Bill was a veteran TWA. pilot, who had
Chapter Eleven Again time in 15 years that TW.A. workers had been given more
joined TWA. at the age of 21, had risen in the ranks to
When John Cahill was elected chairman of the bom'd on 28 Feb- pay rather than more concessions in a contract.
become the elected leader of the pilots' union, ALPA, and had
ruary 1995, the prospects were grim, and on 30 June, TWA. Trans World Airlines moves into the twenty-first century
the distinction of having been furloughed three times. During
filed for Chapter II bankruptcy for a second time. However, in good spirits, even though its finances m'e still precm·ious. It
TW.A.'s turbulent years, the term distinction was indeed the
there was a silver lining. In August, the three unions agreed to has the best on-time record in the industry ("worst to first III
operative word.
$130 million per year savings in wages and through increased three yem·s.") Its once old, almost time-expired, fleet (one
In 1995, the debt to Cm'l kahn had been re-structured.
productivity, at the same time reducing their ownership in the Boein o 747 was retired with more than 101,000 hours flying
TWA. agreed to payoff the debt by making available to
airline from 45% to 30%. The wary creditors accepted the 70% time b~hind it) is being replaced by new aircraft, and the aver-
Carl's airline ticket agency the right to sell tickets. The
shm'eholding in exchange for debt. aoe fleet age is rapidly decreasing. Its loyal staff have increased
arrangement was for eight years, and the airline will be
In February 1996, TWA. ordered 20 Boeing 757-200s, p;oductivity and the management is keeping its head. In the
relieved of the obligation in September 2003.
with options for another 10. They were to replace the Lock- year 2000, TW.A. celebrates Its 75th anmversm'y; With a pilot
heed TriStars, which were becoming costly to maintain. The The Largest Order up front, just as, in the great yem:s of the past, With Jack Frye
757s had a common cockpit with the 767, another cost The year 1998 ended on a high note. In December, TWA. and Howm'd Hughes, the pilors bullt the airline to greatness. Blll
saving; and in the long term it was the beginning of a program announced orders for 100 new airliners. The order compnsed Compton can inspire the re-creation of those great days again,
of reducing the average age of the fleet. 50 III-seat Boeing 717-200s (formerly McDonnell Douglas and rejuvenate this great airline to Its fonner stan?lllg as a pIO-
neer and leader of the United States mr transpOlt llldustry.

104
Boeing 717 (ex-MD-95)
106 seats • 504 mph

S W 0 R L D N40lTW r r - r - -__
•••••••••••••••••••••••

BOEING 717 flEET LIST

Fleet Delivery Fleet Delivery Engines BMW Rolls-Roy(e BR715 (18,500 Ib) x 2 Length 124 feet
No. Regn. MSN Dote No. Regn. MSN Dole
MGTOW 114,OOOIb Span 93 feet
2401 N40llW 55058 18 Feb 00 2426 N426lW 1,650 miles Height 29 feet
2402 N402lW 55069 II Apr 00 2427 N2427A
55093}
55094 5ep 01 Range
2403 N403lW 55070 15MayOO 2428 N428lW 55095 0,101
2404 N2404A 55071 8Jun 00 2429 N429lW 55096 Nav01
2405 N405lW 55072 15 Jun 00 2430 N430lW 55097 Dec 01
2406 N406lW 55073 12 Jul 00 2431 N431lW 55098 Jan 02
2407 N407lW 55074 I Aug 00 2432 N432lW 55099 FebD2 Farewell to a Workhorse
2408 N408lW 55075} 5epi00 2433 N433lW 55100 Mar 02 On 30 September 2000, T.W.A. retired its last Boeing 727. The fleet of tri-jets had paid its dues.
2409 N409lW 55076 2434 N2434Q 55101 Apr 02
2410 N2410W 55077 } 2435 N435lW 55102 May 02 In addition to its extensive scheduled work, it had been on hand for specialized charters, for
0'100
2411 N411lW 55078 2436 N436lW 55103 Jun02 clients who included the St. Louis Rams football team (for whom one aircraft was specially
2412 N412lW 55079} 2437 N437lW 55104 Jul02
Nov 00 painted); sixteen baseball teams; and one named Shepherd One, which took the Pope on tour.
2413 N413lW 55080 2438 N438lW 55105 Aug 02
2414 N2414E 55081} Oec 00 2439 N439lW 55106 Sep02
William 'Bill' Compton, appointed
But its time had come, to be replaced by a more modern, more efficient aircraft.
2415 N415lW 55082 2440 N2440F 55107 0'102
2416 N416lW Jan 01 2441 N441lW 55108 Nav 02 president in 1997 and CEO. in
2417 N2417F
550831
55084 Feb 01 2442 N2442H 55109 Dec 02 Last of Another Fine Line
2418 N418lW 2443 N443lW 55110 Jan 03
1999, was - and still is - a TWA. The McDonnell Douglas MD-80, the largest of the original DC-9 line, had supplemented the
55085} MarOI
2419 N2419C 55086 2444 N2444F 55111 Feb 03 pilol. For the first time in many Boeing 727 for several years. It carried almost as many passengers (142 v. 145) but burned
2420 N420lW 550871 Apr 01 2445 N445lW 55112 Mor03 years, the airline is overseen by
2421 N2421A 55088 May 01 2446 N446lW 55113 Apr 03 much less fuel (954 v. 1,214 gallons per hour). Now, to meet the demand for a smaller, even
2422 N422lW 55089} 2447 N447lW 55114 May 03 one who came up through the more fuel-efficient partner, to serve routes of lower traffic density, another fine aircraft was
JunOI
2423 N423lW 55090 2448 N448lW 55115 Jun03 ranks and perhaps, as a pilot, added to the T.W.A. fleet.
2424
2425
N424lW
N2425A
55091
55092
1 JulOI
Aug 01
2449
2450
N449lW
N2450H
55116
55117

(Delivery dates include those scheduled cifter this

Jul03
Aug 03 reviving memories of Jack Frye
and Howard Hughes in the
metaphorical left-hand seat.
The Boeing 717 is the renamed ultimate development of Donald Douglas's original twin-
jet, the DC-9-1O, which first flew on 25 February 1965. The 717's first designation was the
book wel1lto the prinler) MD-95, and it first flew on 2 September 1998, by which time the McDonnell Douglas Corpo-
ration had been acquired by the Boeing Company, which promptly found a slot in its traditional
numbering series. It was first ordered by Valujet (now AirTran) and T.W.A. ordered 50. The
first one entered service on 2 March 2000, between St. Louis and Dallas/Fort Worth.
The Boeing 717 has the standard DC-9 fuselage cross-section, and is slightly longer than
the DC-9-30, but with the MD-50 wing and an MD-87 extended vertical stabilizer. The flight
deck is digitally equipped, with the new "glass cockpit." Its BMW Rolls-Royce BR715 engines
are more fuel efficient, have Jess exhaust emission, and are significantly quieter than any of the
previous members of the famous Douglas twin-engined series. As indicated in the fleet list,
deliveries will continue until the Summer of 2003.
T.W.A. can thus claim to have been part of this great family of Douglas airliners, from the
first (see page 77) to the last, with almost every sub-series in between.

105
lest We Forget
The First All-Freight Services
During the Second World War, TW.A. was involved in many
activities that were a far cry from the image of first-class pas-
senger service with which the airlines of the early 1940s wished
to be associated. As related on pages 44 to 47, the Boeing Stra-
toliners were requisitioned for trans-Atlantic military transport
duties soon after the bombing of Pearl Harbor in December
1941, and TW.A.'s experience was put to good use in evaluat- .''':'
ing the first Douglas C-54s late in 1942. During the post-war years, cargo was still loaded by hand.
Responding to wartime demands for rapid transport of
sensitive materials, TW.A. started a Douglas DC-3 nightly Four-Footed Passengers
cargo service between Kansas City and Los Angeles on 11 The "Airline of the Stars," under Howard Hughes's command,
Special carpet for cows
October 1943 and followed this with a transcontinental New concentrated on superb passenger service, as befitting many of

-
York-San Francisco cargo service on 15 November of that year. the clients (see page 109). But it was not averse to a flexible
The loads were limited to a maximum of about three tons, but approach in its choice of clientele. No better illustration of such
the four-engined Douglas C-S4s could carry even ten tons of flexibility was an episode in 1977-78, when TW.A. responded,
payload over short distances. TW.A. opened post-war trans- with ingenuity, to a special commission from Farhad Azima, of
Atlantic passenger service with that sturdy airplane before the Global Airlines, on behalf of the Shah of Iran. This was for the
Constellations swept all before them with speed and pressurized prompt transport of more than a thousand head of cattle, specif-
comfort in 1946. ically two-year-old in-calf heifers, from Missouri to Teheran, at
The DC-4s were soon relegated to lesser assignments, less about $1,000 per head, and to be delivered within 24 hours.
demanding of speed or comfort. On 14 January 1947, TW.A. Unfortunately the cows could not make use of the ladies'
opened its first international all-cargo service, when the room. Delicately put, there was "a problem of moisture buildup
C-54/DC-4 NC79067 Shanghai Merchant, flew from Washing- and waste material." First, cargo pallets were laid on the floor,
ton to Lydda, Palestine (now Tel Aviv) via intermediate points. as shown in the diagram. Standard farm pens were installed, and
a specially-designed loading chute made ready. On the ground,
special fans were installed as a plane-load of cows generates
excessive heat and moisture. Unlike other cargo loads, however,
they were able to walk on and off. The air journey took 13 The cabin is prepared with all the amenities
hours, starting on 28 August 1977, and each load consisted of
80 head of cattle. The total average load was 73,500 lb.

Ford Tri-motors were retired from passenger service in 1934 and

converted to haul freight in 1936.

T w.A. 's DC-3s (C-47s) were requisitioned for military cargo work
during the Second World War. The cows walk on board up the ramp Full load of 80 fine heifers
(photograph series: courtesy Terry VanDyke)
106
 Richards Road, Fairfax, and International
90% on the Ground The first site at Kansas City was the Municipal Airport, in the heart of the city, in the horse-shoe
bend of the Missouri River, often refelTed to as the downtown airpOlt, but the employees usually
called it "Number Ten, Richards Road". TWA had served the nation during the Second World
The Embryo Years War with its Intercontinental Division's Boeing 307s (see page 46) and these were overhauled at
In 1929 - the same year in which TW.A.'s ancestor, TA.T., was born, Clement Keys, the head Wilmington, Delaware. Also, just across the river from Richards Road, another base had been
of the powerful North American Aviation group, delivered a speech in which he raised some eye- built in Kansas City, Kansas. This Fairfax base had been a modification center for B-25 bombers
brows by stating that "90% of aviation is on the ground." He was emphasizing that efficient and during the war. In 1946, TW.A. moved in, and Richards Road was relegated for on-line mainte-
safe operations could only be achieved by good training, good aircraft and engine construction, and nance only. In tum, when the new Mid-Continent International Airport was built, TWA. made
above all, good maintenance. In the I920s, too many pilots were poor navigators and took too another move, first, in 1956, with the Power Plant shop, then, in 1958, with the Airframe Shop as
many risks; aircraft seldom lasted more than a few years; "the engine quit" was a familiar reason well.
for a lucky escape in a meadow; and maintenance was a relatively casual affair.

Lindbergh's Influence on T.W.A.

After Charles Lindbergh made his sensational New York-Paris non-stop flight in 1927, he fol-
lowed this with a 48-State tour of the U.S.A., during which he vigorously promoted air travel.
He became the technical consultant of TA.T, subsequently TW.A., and much of his advice
concentrated on the vital need for ground support (see map on pages 28-29). At first, the air-
craft were maintained mainly at Columbus, Ohio, and at Waynoka, Oklahoma, the transfer
points during the brief period of the air-rail service (see pages 24-25). But after the need for
the trains was eliminated in 1930, the airline established a single base at Kansas City, which
became the heart of T W.A.'s engineering organization.
Ray Dunn presides over a morning
hour-long briefing in 1962 at the Mid
Continent International Airport,
where trouble-shooting was refined by
long distance telephonic communica-
tion throughout the TWA ~)'stem. This was the downtown, 01' Municipal airport, Kansas City, also known as 10, Richards Road.

Refining the System

DUling the 1960s, as the entire world of air transpolt transformed itself from knee-jerk reaction to This rare picture of the hangar at 10 Richards Road shows a Fokker F32 (left) towering over a Ford
systematic control of all facets of operation, TW.A. was among the leaders in introducing pro- Tri-Motol; which itself dwwfs a Northrop Alpha, with other Fords in the background.
gressive maintenance to take full advantage of the vast improvements in instant telephonic com-
munication. Under the direction of Ray Dunn, vice-president of engineering, morning briefings
were held every moming. These included up to 80 individuals, linked by telephone from coast to
coast, exchanging repOlts of delays and problems, and discussing how to fix them. A fine example
of the advances made during this time was the identification of engine snags. John Morelli, the
manager of power plant engineering, was meticulous in checking the records of every engine, and
identified a repetitive pattern of snags so that TWA. was able to put the principle of prevention
being better than cure into practice. In 1969, TW.A. instituted on-line inspections of some engine
components, thus saving many engine changes and shipment of engines. Such initiative resulted in The former wartime modification center was the home of TWA :5 engineersfioom /946 until 1956. It could
TW.A. being the first airline to be approved by the F.A.A for on-condition maintenance of power accommodate the Constellations, which were much bigger than the DC-2s shown in the top picture.
plants. (all photos courtesy Ona Gieschen, Airline Histol)' Museum)

107
TWA Miscellany
Los Conquistadores del Cielo
Another of TW.A.'s lesser-known "firsts' is that it inspired the
foundation of that exclusive aviation club. The idea originated
when in 1937 the airline obtained widespread support among
political and business circles for its cut-off route to San Fran-
cisco, branching off northwestwards from Winslow, thus avoid-
ing the circuitous route via Los Angeles and a connection on to
Western Air Lines, via Las Vegas (see page 38).
President Jack Frye wanted to make a token reward to all (courtesy: Dna Gieschen)
the influential supporters who had enabled him to win approval
for this important access to San Francisco. John Walker, Frye's
Flooded Out
In July 1951, there was a great flood in the Missouri River
vice-president, suggested a weekend celebration in September
valley, covering an extensive area of low-lying land around
1937 for 60 guests at the Forked Lightning Ranch in Albu-
Kansas City, where the confluence with the Kansas River
querque. A great time was had by all, including horseback
exacerbated the disaster. TW.A.'s engineering base was then
riding, fishing, and a dude rodeo - at which Jack Frye showed
at the Fairfax airport (see page 107) which was vulnerable to
that he was no mean hand at roping steers, at least small steers.
flooding. In this picture a lone DC-3 can be seen stranded in
The general consensus was "let's do it again." and John
the waters, but TW.A. flew the other resident aircraft to
Walker once again came up with the idea of linking an annual
higher ground.
event with the Spanish tradition of the south-western states, the
(picture courtesy Richard and Bernice locale of the cut-off route. And so was born Los Conquista-
DeGarmo, Als son, and daughter-in-law) dores del Cielo, named after Francisco de Coronado, the Span-
ish conquistador who had annexed the whole area for Spain.
Air Mail Special Jack Frye was elected president and 91 senior aviation
One of the more unusual ofTW.A. 's "firsts"is that, of all the air- aficionados were inducted on 16-18 September 1938 in a col-
lines established in 1925 as the result of the Kelly Air Mail Act, orful initiation ceremony. This has been enhanced by a dress
it canied the first passenger. He was not even the official recip- code, introduced by Walker in 1951: replicas of the raiment
ient of Western Air Express's ticket No. I (see page 6) but he worn by Hernan Cortes and the original conquistadores.
did precede Mr. Ben Redman, who had that privilege. Not only The Conquerors of the Skies meet every year, at different
was Will Rogers the first passenger in TWA's 75-year history, venues, in an elite association that owes its origins to a
he was the first famous personality of the dozens of celebrities TW.A. route extension.
who were later to make Howard Hughes's company the Airline
of the Stars.
The civil air mail regulations required that, before an air-
line could carry passengers, it had to carry the mail for 90 days,
or at least for a trial period (see page 9). AI DeGarmo, one of
the Western's legendary Four Horsemen (see page 10), was a
friend of Will Rogers, then a vaudeville entertainer, noted for
his prowess with rope tricks, later to become famous for his Historic Greeting
droll commentaries on the human condition. In a conspiracy As nan'ated on page 52, one of the pivotal events in air
that evaded the law - the lawyers would have had a lovely time conQ.ufsta3oJtE5 transport history was the dramatic flight in 1944 of the first
in the COUIts - Will stuck a quantity of stamps on the back of ~a etel.o Lockheed Constellation, when Howard Hughes and Jack
his jacket and mailed himself to Salt Lake City and back. Frye delivered the prototype from Burbank to Washington in
In 1926, the pilots were not noted for their sartorial ele- a transcontinental record time. (see page 52) They are
gance, as they are today. But their attire was practical, and pictured here on arrival at Washington's National Airport
included a side-arm. This was to guard the mail, and in this with (left) William A.M.Burden, Assistant Secretary of
(courtesy: Constance Walker)
case, presumably, to guard Will Rogers as well. Commerce; and Jesse Jones, Secretary of Commerce.

108
Airline of the Stars

Eva and Zsa Zsa Gabor with a young Nat 'King' Cole boards the Super-G Audrey Hepburn shows star quality
companion back in the days when air- Constellation on a trans-Atlantic and charm personified, even when
ports supplied steps, not air bridges flight to mark his acting debut checking on a TWA. flight
A star ofthe skies herself, famous aviator Amelia Earhart brandishes
the traditional champagne bottle to christen the Ford Tri-Motor City
of New York on T.A. T 's inaugural transcontinental service in July
1929. Looking on is Grover Whalen, Pratt & Whitney's chieftest pilot

Bob Hope consults a French diction- Cary Grant flashes a smile for TWA. Jane Russell looked like the girl next
ary as he boards aflight to Paris as he boards a Boeing 707-100 door when she took TWA. 's Flight 3

The selection of photographs - just a few from TWA. 's extensive archive of its travelling clientele - is representative of the airline's claim to
The incomparable Marilyn Monroe, epit- be the preferred airline of Hollywood, a privilege not unconnected with Howard Hughes's personal influence. There were two unofficial
ome ofthe glamour ofthe silver screen classes of TWAIPs (T WA. Important Persons). The first was usually for cOlporate heads, for whom a limousine service was provided. The
second was for film stars or other celebrities.

109
The Family Tree
1920 r - - - - - - - - - - - - - - - - - - - - - - = = = = = - - - , 1920
Pennsylvania ~~
Railroad - - ~

1930 -~ 1930

1940 1940
T\NA
1950 ( TRANS WORLD)
AIRLINES
GENEALOGY 1950

TWA'S REGIONAL AFFILIATES

1960 ~~.",.I
1960

1970
•
(ALLEGHENY)
COMMUTER

(CO~t~~R)
I
1970

1980 DELTA )
I 1980
(CONNECTION

1990 1990

2000 Rm
o......- •• , ., ~
,_~_,
_ _. _ _ . 2000

110
 Compared to 747Sp' B5T

Acknowledgements and Technical Notes Index

=
Notes: P photogroph;
Boeing 747SP
Full descrip~on, BS, BSMI~, B5p, B4P
Pon Ame~con demonds more lOnge, B4
Compared to 747,100, BST
Technical Notes Among the printed sources, pride of place must go to T=tabulation; FL =fleet list; Re~red, 105
The sub-title of this book emphasizes that this story of TWA. Legacy of Leadership, which appears at a quick glance to be M=map; MM =Machat drawing Boeing 757, fun desaip~oo, 103, 1031M1, 103FI, 103P
places much impOitance on the aircraft that it flew. As the final another pilots' album of nostalgia; but on closer inspection Major entries and "Machats" are in Boeing 767
bald type Full rlescrip~on, BB-89B, B9IMI, BBp, B9p, BBFl
text went to the printer, there have been more than 1,250 of reveals a great deal more. This is because it was compiled by a Vorianl; compared, B9T
great team: Ed Betts, Dan McGrogan, and Syd Albright. I The maps and Machat drawings are Bree<h, Ernest, cho,mon, 73,90, 90P
them. The Paladwr team has tried to identify and document also listed in the Contents, page S Brenna, IAel, initiative 00 (Qpoci~ sho~ng, B2
every single one, with all the necessary details that constitute an first met Syd in 1965, when visiting Western Air Lines, and he Brist~ Britonn~, long'lOnge Iurboprop, 57, 59
accurate fleet record. will be pleased to know that the photographs that he dug up, and Adamson, Gory, loonds 1,~dI'"" ~~nes, 100 Bntish AerllSjlOce BAe Jel;heom, 99P 100l.lhi
ADF (Automo~c Direction Findfil), plocn in h.t"'f, 49 B~tish West In~es ~NIO'f' (BWU), IViA offi6ation, S9T
One ofTW.A.'s own pilots, Felix Usis ill, whose interests the reminiscences he shared, have been recalled 35 years later. AerCKor, nsed IXl TAl. ni"o~ servi<e, 24, 24p, 25P Brooks, Peter VI., ~tlllion, commfilll; 00 ConsteBotion, 52
include photography and the study of ancient history (thanks To all TWA. pilots, Ed is almost legendary as their historian, Aero Corporotion of(olITom~, lB, IBP BrOl'm, Vlolter F~gfil, Pashno~er Generol, 32P
while Dan edited that book into shape. Ozark Airlines - AerOO1llrine, piooeeroirline, B Forces "Sho~un Mornage: 22, 22P
partly to layovers in Cairo), devoted many hours of computer AeroviosBrosil,I.WAoffMIXl,59T ~omotes McNory-Wohes Act, 32
time into the preparation of the lists, drawing upon the airline's Contrails was a similar' compilation, obviously a labor of love ~gle Azur, Frfillch oidion, buys Shoto~on", 47 Bryon, O~S
by an anonymous group of Ozarkians. TWA by George Cear'ley, ~rbus A3IB, ordfiled, 104 HeodsuplC0,46
own engineering records and, for the earlier aircraft types (long ~rCommerceAct, 1926, B Pe",nol pilot lor President Roosevelt, 46P
before his time) the results of research done by such historians an admirable scrapbook of airline memorabilia, has also been ~rExpress,lnc,ftiesexpressservices,37 Burden, Wm, Asst Sec. Commerce, gre,l; Hughes, Frye, lOB
most useful. ~r Midwest, purchosed by Trons Stote, 100 Burgess, Corter, president, 1957,64,73, 90P
as Ed Betts, Bill Larkins, Richard Allen, and Edward Peck. ~rlion Ofilegulo~onAct, B2, 90 Cohill,John, cholrmon oIT.W.A., 104
Felix supplemented his official records with additional data Most of the TWA. collection of photographs evaporated ~dfilmon, Rolph, novigotor,49P Compbell,Moude,firstl'lomonpossenger,12
gleaned from various sources, including some that were not during the troubled times of Chapter II-threatened 1980s, but ~"ondfil Eoglfilock, StondordAir unesoircroft, IBP Conleen Corporo~on, ocquiredby IW.A., 90
many were either rescued or duplicated by collectors and "Ambossador" sfilvice, 64 Corovelle, ordered by TWA., 74, 74MM
entered into the ledgers at Kansas City and St. Louis. AmericonAiriines Corgoservices,reviewed,106
These lists were then meticulously checked and carefully employees. Roger Bentley's and Jon Proctor's collections Cloimosfi"toirline, B Cottle, speicol oirliftto iron, 106, 106P
were especially valuable, and complemented my own. They Formo~on, 30, 30M Cenluiy 21, ocquired by TWA., 90
edited by John Wegg, author and editor-publisher of Airways OrdersCoovoirliner,60 Cessno T·SO Bobcat (Um), Ozork (1943), 92, 92p, 92Fl
magazine. John is one of the world's leading authorities on such were punctuated by key contributions from Felix Usis III American Export Airlines, forma~an, Arlan~c compemor, 50 Chopterll bonkruptcy, 102, 104
data, and (as the saying goes) "the editor's decision is final." If (including the eye-catcher on the back dust-jacket), Roger Bent- Americon Ove"eos ~rlines (A.OA), li"t trons-Arlonrrc postwor Choutouquo ~rllnes, 100, lOOp' 100M
commerciolflight, SO (IC(CielnternorronoledeTronsport>CivilsAeriensI,Boeing
such a presumption can be forgiven, we hope that this book will ley, John Malandro (master navigator), Pete BarTett and Ona Army~rCorps,(ornesthemoil,32 307sin Vielnom, 47, 47P
serve as a permanent and definitive reference source of all the Gieschen (Save-A-Connie), Bernice de Garmo (daughter-in- Arnold, Generol "Hop: gleel; Hughes 1944, 52 GippedWings, hosiessrerrrementgroup, 4B
A~on~( Service, 50 Govis, TAT.loikJirtronslerstotion, 24, 24p, 25P
aircraft that have flown the routes of one of the world's great law of one of the Four Horsemen), Steve Geronimo, Constance ATR-42, commuteroidine, 101MM, IOIP Cohu, lomane, becomes pre.dent,194B, 64, 90P
airlines. Walker, and Terry Van Dyke. BAC· On&!leven, campe~tor to DC-9}5 Cole, Not "~ng: flies by IW.A., 109P
As mentioned above, countless TW.A.-ers have been kind Boch rrHnolor, We~ Coost o,craft, 19P CollifilTIOp!Jy, won by HOIvord Hughes, 42
The fleet listings are supplemented, where appropriate, Boll, Gifford, CAM II, BT,BM Coloniol ~NIOYS Ca~, companeot of Ame~con ~NIO'f', 30
with tabulations that could answer readers' questions about the enough to offer contributions, and I have included as many of "Bomboc Bomber: OzoHiilines (1943), 92 C~oniol ~r Tronsport, CAlA 1, BT, BM

subtler differences between the variants and sub-types of some them as possible. They have included Andy Anderson (who Bonk 01 America, Onds to Hughes, 73 C~orodo~NIO'f'
Beed117D Stoggfill'ling, Ozo~ ~rt"'" (1943), 92, 92p, 92Fl CAM 12, BT,BM
airliners. The manufacturer's serial number (MSN) is preferTed flew the Stratoliner, unheated and unpressurized, during the Bell5, Ed, rnrfinehistolion, 26 RodyMoonloinroule, 17, 17FL,17M
to the term constructor's number (c/n), as in previous Paladwr War), Ban)' Craig (who tried to sponsor this very book 12 years Blo(H\cKellor Ail Ma~Act, 1934,33 CllIIIjltoo,Wd!orn(~l)

ago), Bemice and Richard deGar'mo, Tom Donahue, Lawrence Boeing ~I Tronsport, W", oir mo~ (onhod, 9, 30 Be<omes Piesident ond CO_O., 104
Press books. Before 1949, registration numbers were NC or NX Boeing 40, W.A.f_ .rcroff, 20p' 22p, 22fl Appointed U.O., 104, 105P
for commercial or experimental aircraft, respectively. The Dooling, Clar'k Fisher, Bill Halliday, Chris Har'greaves, Gordon Boeing BOA, UnITed Ail lines, 30P COIICorde, TWA intfilest, 74, 741M\
Hargis, F.A.Harland, Russ Hazelton, Myra Hendricks, Keith Boeing 95, WAE. oircraft,lIp' 20p' 22p, 22fl Conquislodoresd~Cielo,histoly, lOB
single N was used thereafter, and airliners already registered Boeing 204, WAE. oircroff, 16, 16fl CoiMidoted Fleel;tfil,36,36p' 36Fl
were re-registered when time and opportunity permitted. Horton, John Leamon, Hemy Lotito (who flew The Thing), the Boeing 247, l'lood'sfirstrnoclern oirliner, 32, 32P Conlioct ("Kel~") ~r Mo~ Act, 1925, B
Complementing the listings and data blocks with some aforesaid navigator, John Malandro, TW. Meredith, John Boeing B-1 7flying Forbess, Tested by TWA 46, 46Ft COIlVOir240 (Ozork), 94, 94Fl
Boeing 2707 SST. 74, 74M1A Convoir BBO (or 600, or Golden AllOW)
technical observations, artist Mike Machat has added some Morelli, OrvilJe Olson, Norman Parmet, Neil Poppe, Tom Boeing 307 Shot~iner IViA order, 64
useful "artist's notes" - commentaries on special features, in Roberts, Frank Smith, Marc Spiegel, Michael Swift, Terry Van First pressunzed oidiner, 44-45, 44p, 45M1,1. 45Fl Oevelopmentstory, 70_70p, 70Fl
Dyke (who helped the cows on their way), Constance Walker 'lor effort, 46, 46p, 47, 47P Full de~rip~on, 71, 71 MM, lIP
those cases where TW.A.'s aircraft may have differed slightly Re~red,sald, Uledin~emom,47 Order set oside, 73
from others of the same family. (whose late husband founded the Conquistadores), Susan Compored to OC·4, Constello~on, 5IT Caovoir 600, Skylo~, Golden ~roVl, (Convoir BBOI. 71
Warren, and Claudia Woeber. Boeing 367-BO, 65 Corporote Mnes, commuler, 100, lOOp' 100M
Boeing 707 Coolidge, President,signs~rMoiIAct, B
Acknowledgements I must not forget Jim Brown, who was the initial catalyst 00minotesoirroutes,195B,59 Cooper, Tom, founds Gullsheom Inlerna~onol, 99
I hope that readers will excuse any inadvertent omissions in this between TW.A. and Paladwr Press, and Donna Knobbe, who TWA. order, Entry intaservice with one airuoft,64 Curry, Foster, promotes ?oc~icMorineAir\'loys, 16
Fulldescrlprron (-100), 65, 65MM, 65p, 66p, 66Fl CurrrssHS·21,PocilicMorineoircroft,16FI
customary tribute to all the folks, most of them TW.A. veterans, took care of many of my needs. Above all, I thank Mark Abels, Cur~ss Condor CO, full d~scrip~on, 31, 31 P, 31MM
Full descrip~on (-300), 69, 69MM, 6B Fl
who have helped me to write this book. The personal recollec- who was most generous in his Foreword, assisted tremendously Symbolizes new ero, 67p, losl TWA fiighl, B9 Cur~ssCondorT·32. with Eostern Airlines, 31
tions of old-timers have fitted in neatly with the other inputs in the review and fact-checking processes, and opened the doors Boeing 717, Ordered, 104 Oomon, Rolph
Full descrip~on, 105, 105MM, 105fl, 10SP [oreerreview,tribute,61,6IP
from various sources, official and otherwise. They have added to many valuable sources of TW.A. lore. Together we share a Boeing 720, 69, 64p, 6BFl President, deoth in 1956,64
life to the factual record, and have helped this author to reflect respect for the English language which I hope has survived my Boeing 727 Donforth, Jock, senotor, commenl; on TWA_ staff layol~, 102
Fulldescriprron (,100), 75, 75MM, 75p, 76Fl "OC·3 Replocement" problem, 60
the personality of the airline and to appreciate the tremendous efforts and his scrutiny without leaving too many scars. Full de~nprron (·200), BI, BIMM, BOp, Blp, B)fl OeGormo, Bernice, summarizes early flying condi~ons, 10
depth of loyalty that has carried them through thick and thin. Boeing 747 OeGorlllO, Alva "~:
PlOj"tloulKhed, TWA service, B2 Oneal FOUl Horsemen, lOP
Full desaiptioo (-100 se~) B3,B3MM, B3p,B4p, B2Fl Cornes Will Roge" os oir mo~, lOB

111
 Ethiapion Airlines, T.wA affilia~an, 59T Acquires Pacific Marine Airwoys, 16 PlonsTAlraule,1B·19,19P Northrop Gamma 51earman C3B, WAE. Aircrah, 17, 17p, 17Fl, 10P
highol~tude

Index
Etan Carparo~an, larma~an 01 1W.A., 18 Acquires CalaradaAirwoys, 17 Appra,es Oouglos DC-I design, 31 Used by Tammy Tomlinson lor resenrch, 36p, 5~nsan ATrimalar, Marquene ~r Unes, 43, 43fl, 43p,43MM
ETOPS, apera~ans appra"d, 88 Acquires Siondard Air tines, lB, 10 Influence 01 1917 flighl, 51 36Ft, 38, 44 Siaul, William B., oimohdesigner, 13
Fairbanks,Oauglas,JI.,0ITAlinaugural,14P Builds WAE. neNI&k, 10, 10M tineeAeree Itolione (I.A.I.), lW.A. aflilio~an, 591 Nartl1west~Nlays SlauI1-AT, early nansporl oirplane, 13
FoilChildC-81,fulidescrip~an,56, 56MM,56P Founds lIJd{an~nenl Air Express, 10 titiewood, Bill,recommends OC-3design, 3B CAM 9, 8T,8M SnalalinerCoochSee<l1ce, 1949, 47
De Hovilland 0H-4B, W.A.E. ailCroft, II, 11FL failChild fH-117B (Ozark), 95, 95MM, 95p, 95Fl Pictured with fakkerf-31, 11P lackheed~rExpress, WAE.aircroft,11 Prablems wilh Martin 101, 61 Sud Caravelle (Sud-EsI1101, ardered by lWA, 74, 74MM
De Hovilland Camel 4 failChild Mena III, I'nth lAidwoy/Ozo~, 9B, 98p, 100MM firstpresidenlollWA,11, 11p, 18 lockheedMloir, 37fl "Onlas: (failChildC-B11, 56 Sweonngen (foirchild) Menoll
firsl jel airliner, 195B, 59, 65 farley, Jomes A., Pastmaster Gen, leslares air meil connacts, 31 Harlond, froncis, no,igolar, 49 LockheedVego, 37,37MM,37fL,37P Ozark Airlines (1943), 91 With A~dwoy/Oza~, 98. 98P
De Hovil~nd 0H-11l Tndenl,75 "fashion alChi'le," un,arm cellection by aipped Wings, 4B Harmen Trophy, won by Howard Hughes, 41 Lockheed Orion, 37,37AVA, 37FL, 37P Oza~ ~r lines, 91-97 TAO, Panamanian oirline, T.w1l.. oflilio~an, 59T
De Ha.lland Canada OHC·6 Twin O~er Fireslone, Harvey, 01 TAl inaugural, 14 Hart, Gearge, novigalar, nagicdeath, 49 Lockheed 14, Hughes's lound-th"'radd flighl, 41 Begins apera~ans, 91, 91P; lAop senes, 961.1 TAE. (Gleekairline), T.wA offlia~on, S9T
With Oza~ ~r tines, 9B fISCher, Gerhardl,develops firslradia compass, 14 Hawaii Roule Cose, 81 lockheed I BlodeslOl, 50fL T,',n Ollel servi<e 10 Meigs field, 9B raj MalrlJ/, first oirCloft (DC-4) 10 weol1rons Wa~d" maoong, 50, 5IP
Della~rtines Fittgerold, Joseph, presidenl,Oza~, 94 Hawa'an ~rlines, T.wA offr,a~on, 59T loel', .10;/ ,onsl••non (ond 7<91. 5BP Pacilic~IT'l!'1SjlOf1 Talbal, James, W1l..E. dilector, pictured I'nth fakker ~31, 11P
aaimasfirslairline,B f1ighIEngin"",averlakenbytechoo~,49 Heathrow Airport, landon, lasl T.wA. fl~hl, 101 Compaled to Boeing 307, DC-4, 5IT CAM B,BT,8M lA.T. (lraf1S(on~nenlol~ITra/lSjlllll1.
firstarderlarOC·9,77 !tinl, Perry, comments on T.wA's survi'lul, 104 Hepbum, Audrey, flies by lWA, 109P Over New Yark, 51P Componenlol United ~I tines fanrnetion, 30 Sholgun Mollioge" I'nth Westem ~r Express
OenverCose,CAB. Rautecose,64 flanda ~NIfJ'(S Ca~., CAM 10, 8T, 81A Hertz, lahn,parlownerofT.wA, 41 Full des<np~on, 53, 53AV,I, 53P pocific lAarine ~0'1fJ'(S, loute to Awlon, 16, 16M, 101A Inooguralesnooscontinentoloiliolservi<e, 14, 141A
Dickenson, Charles, (fJA9, 8T,81A fakk"m(HlI) Hioo, HA,memheralforddesignleam,13 Fullleelfi~,54fL PocificRaute(ose,81 TA1-/Aoddux, merg", 17
IJoo/itie, Jimmy, returns home ,nth T.wA WAE.~ruoft, 14FL Hiltoo Halels, plJchased by lWA, 81, 90 Crmnenlary, 59, models cOfllllOled, 59T Pon Americon AiNIfJ'(S 1he Th~" (fairchild C-81),56
~1asfA.1 (andfA.4), WAE. airuoft, II, IlAVA, 11Ft, 111, ltondard~1 tines, lBP Hiscock, Thorp, carrmmica~ans special.l, 14 Compared 10 pasliwi oirlinell, 63T Use 0I11ying hauts, 49 Third LeveI,o,service, 98
131, 10P West Coast Air Tronspor1, 19P HllOI'eI, Herbert, JI., WAf. comroonicolians specior,~, 13p, 14 Lrxlheed 649, T.wA orde< cOfl(eUed, S9T FirstCOflSlella~servi<e,50 Thomas, Charles S. ~esident, 19SB, 64, 73. 90P
Oooglas IJ.38, IDes Army ~r Carps mel service, 31P faU" f-l0/IOA, WAE o,uoft, 15,14ft,15AVA, 15P,10P Hope, Bob, IDes ,.th lWA, 109P Lrxlheed Supel{oastella~on 1049G (and 1049H), 5BP Challenged on roond-the·worirl service, 64 Thlee /Goo Wards, T.wA Wortime Boeing 199 (8-17G flying Fortress) 46
~las 8-7 bamber, fires Army ~r Carps mel service, 31P FaU" F-14, WAE_ ailCloft, 10p' 11P Hostesses, memones, 4B fulilleellist,55,55MM Ordell707s and OC-8s, 64, Ordell747, B1 Tillingha~, Cho~es, ~esident, 73, 90, 90P
~lasOC'1 Fakk" F-31, 11, 1lfl, 11p,111NA HovlOld, W~liom, moirmen of T.wA, 104 Commenlory, 59, models campared, 59T Requires mare range, 84 Tomlinson, Lt. O.W. 1ammy"
Hi~ari< pralatype, 311, 33, 331, 34P Fakker Uni'lellOl, Siondard ~r lines ailuoft, 18P HovieilIV, Cha~es, founds Corporole ~rIines, 100 lockheed l-1649A Sto~in" Parks Air Tro/lSjlllll, 91 Y.P.Moddux~rlines, 17
8nefhi~ary,35
8rief des<np~on,
41
fokker m (Ozo~), 94-95, 95p, 95fl Hughes, HovlOld full de~np~on, fleet Ii~, S7, 57MM, S7Fl Porks,Olrlerl., laundsPorks~rTronsport, 91 flies Nortl1lop Gammo, ol~tude lesoorch, 36p, 38, 44, 44P
fard,EdseI Bnelbiography, 41,41~ Buys TWA. slarl: 41 Commentory, S9, models campoled, S9I Po~ersan, W.R. Pol: ~es~enl, Uniled ~r lines, 30 Taurisl aass, seMce innoduced, 64
Comparison ,nth ather Douglas Nnns, 41 MM Tokesinlerestin Siauloircroft, 13 Breaks nanscan~nenlol speed record,41 Lockheed HOll TnSlar PennsylvonioRoilrood,porticipolesinfarma~aITA114-15 Trans Medilerroneon AiNlays (I.MA), TWA. offlio~an, 59T
Douglas DO, 34P AI TAl inougurol, 14 Role in Man~c seM" d"elapmenl, SO Full descnption, 87, B7MM, B7p, B6P Philippine Ail tines, T.wA offilio~an, 59T TransSlotes~rlines
full desuip~, 35, 35MM, 35fl, 35p, Fard, Henry, 01 TAl inougurol, 14P f1iesprotatypeCanslello~an, Burbonk-Nel'lYark, 1944, 51, Fleellisl,86fl Mford,Mory, 01 TAl inougurol, 14P T.wA Explessassaciale, 99
fuselogecomporison ,nth DO (chort),39 Ford MotorCompony S1p, 108P l-IOII vonantscampored, 871 ~ellOn, Wanen lee, president, 1948, and 19S7, 64, 73, 90P NeNlOrksalSt.lauisond NewYarlc, 99M
Comporison I.th other Douglas Nlins, 41 MM CAM 6ond 7, 8T,BM InterestinBnstalBnlonnio,59 loening C1H~rYachl, W.A.E. airerah, 16p, 16Ft Pllgnm 100A, Amencon Airlines, 30P 1rans World Mne"
OauglasOC·3 Estoblishesoirline,13 PrelersMortin 101,. Cooooir140, 61 loewy, Raymond,designs newchearline, 65 ~perTwinair, 98, 98M Firsl use of nome, SO
Oe"lapmenllramOC·1,38 Fard4·ATTr'Motor Problems with Jock Frye, 64 lorenza, Fronk, affeers 10 buy TWA., 91 Pil1sburgh A'iolion Induslries Carp. (P.HCI, parlicipanl Farmol regisno~on 01 nome, 64
lW.A. inrraduc~an mST), 3B, 39MM, 39-40Fl Moddux~rtines,16,16p,16Fl Orders Boeing 707sond Cooooir880s, 64 lykins,Dan,lliesDauglosM-1IaWoshinglan,11 inlarma~an 01 TWA., 18 Trons Warld (arporo~an, farmed, 90
fuselogecomporisonwith DC·1 (chortl,39 Fulldeserip~on, 27, 27MM ProblemswithConvoir880, 71 McDonnell DouglosDC-9-B1 (MDB11 Pogue, l. Welch, choirman, CAB., ini~ales local ser,ice, 91 TronsWarldExpress, 101, 101P
Comparison with other Douglas Iwins, 41 MM Comparison with 5·AT, 17T Surrenders ownership, 73 Full deserip~on, 79, 791.11.1, 79, 78p, 79p, 7BFl PolarSeNice,64 lWAIPS (lWA Importont Persons), 109
EndafseNice,60 Fard 5-ATTr,Matar leahn,Carl Entell TWA. seMce, B9 Port Columbus, nonsler slo~an on lA.T. nonscon~nenlol, 15 lWBOO, Ilight number of nagic disoster, 104
Camparedlapaslworairliners,63T fulldeserip~an, 13. 13MM, 13FI Career backgraund, takes "erTWA., 91, 91P Oza~Airtines, 96, 97p, 97Fl Parlair, TAl oirioillrons!er slo~on, 14, 14P UnianAirtines,operatesWestCaostAirTransporl,19
Ozark Air Unes (Challenger 1S0), 93, 93MM, 93Fl, 91P TAl rranscon~nenlal inaugurol, 14·15, 109P Purchases Ozark Air tines, 91 McDanneliOaugiosM095 (see Boeing 7171 Ronsome, 1. Dowsan, laundsoirline 101 Uniled ~rcrafr and Transparl Carp., larmo~an, 30
freighler seMces, inc wortime, 106, 106P ModduxAirtines, 16fl EslablOhesTransWarldExpress, 101 McNory-Wanes Acl, 1930, 31 Raymand,Arrhur,designsDauglasOC-l,31 UniledAillines
Douglas DST Mosler pion 1& T.wA, 18, 19P Career ,nth TWA., anddeporture, 101 Moddux, Jack I., launds Maddux Air tines, 16-17, 16p,17P Redman, Ben, firstpossenger, 6P Claim as flrslairline, 8
firsl,ersianal D(.3, 3B Flaotplone,44P Agrees 10 method 01 debl paymenl, 104 ModduxAirtines, 1&17 Resort ~r, filSl nome 01 Trons Siole, 99 Briel hislary 01 larmo~an, campe~lar 01 TWA., 3D, 30M
T.wA innoduc~an, 3B, 38-39Fl Camporison "th 4~T, 171 'oFlighl Mo.es, lWA firsl, 91 Moiden Dearbarn, Slaul1~T airClah, 13 Rhodes, Kathryn, firstchielhasless, 4BP Innoduces DC-3
Comparison ,nth ather Douglas I\'nns, 41MM Used lar freighl seMces, 106P INS Onemol Novigo~on Syslem) death<nelll& na.galars, 49 Molandra, John, novigalar, 49 Richler,Paul,JI. Firsl\l1th cabin anendants, 4B
AilpoITscene, I930s, 41P FflI1Une, mogozine, comments an Hughes departure, 73 Inl"cool. DivisiOl1 (ICD), T.wA I'/Ortime aperalan, 46, 461.1 Marquelle~rtines,43,43M Treasul", SlandardAir tines, IB Ord"s Boeing 767, 88
Douglas C-47,mililarywnanlal the DC-3 "fOUl HQlSemen: Wesl"n"s pioneer pilots, 10,1 OP Int"coo~nentol Hotels, ocquired by T.wA, 90 Morlin 101 (ond 101Al With TAl, 19p, Resigns, with frye, 64 Unned A.go~oo, contends f& porlidpolon in IWA, 1B
Used by lW.A. 3B,40fL Fleighlservices,le'liewed,106 Inter Urbon Groin Bell Raute, Parks~rTro/lSjlllll, 91 Re~ocespre-wortypes, 47, 60, 60P ~rl:enborker, Eddie, joins Hughes in rlJaasing Mortin 404, 61 Unned Parcel \eMce (UPS), \11th Moddux Ail tines, 16P
Comporison with Othel Douglas Nnns, 41 MM frye,Jock IronianAiIVlOYS, T.wA. offiliation, 59T Problems, 61 Rabbins,R.W. Uni'le<scl~rtine Syslem, lriesaut Fokk" f-31, 11
~las C-49 ond C-53, mirrlary OC-3, used by T.wA, 40fl PresidenlaIStondOld~~ines, 18, IBP Irving rrust,lends to Hughes, 90 Prefelled by Hughes, 61 PresidenlollWA,1B.19P VoaField,13P
~IosC-54 Plcturedl'lithfakker~31, 11P Jomes, Challes "Jimmy" f1eelr.1, 61fl Furloughs T.wA sloff, 31 YameyAirtines
Innarludion ond lestin~ 46, 46fl At TAl irwJurol, 14p, AI Port CalurnlxJs, 15P One 01 fOOl Horsemen, lOp, liP Compared to pasl.1OI aidinell, 63T RabertsaoAimoftCorp. CAM S, 8T,8M
Delivery to T.wA, SO Career ,nth T.wA, 30, 19P With HOflVer, Jr., 13P Mortin404 (fJA1,8T,8M C1aimasfirstai~ne, B
Oporo ~war Atlon~c services, 106 5poosors ~Ios DC-I, 31, ("Jack Frye Ie~e() 33 Jel Express, corrmrt" airline,100 FrJldescriptian,63,63MM,60P Rockne, Knute, uosh Yictim, 15 CornpanenlafUnitedAillileslanrne~,30
first inlemo~anrn freighl service, 106, 106P Brooks 1T01lS(00~nentoi speed record, 33P Jetshrom, commut~ airline (see BAe Jetsheom) Chosen by Hughes ond Rid:erOOder, 61, 61P Rogers, Will, firsl passenger, 108, IOBP Ylgin IsIonrfs 5eapllll\e Shuttle, 100
~lasOC-4 Partner ,nth Hal'lOldHughes, 41P Jetshrom, oomefOi Lorl:heed l-1649A, 57 f1eel6st,61-63fL Rashkind, Allan, designs Morlin 101, 60 Von Ohain, Hans, ""nts ~I engine, 65
Oesignspe<ifierl by airlines, 46 fOes pralatype CanstolkJlian, Burhank-New Ya~, 1944,51, Jones,f1oyd,faundsOzo~~rIines, 91 Compared 10 pasW101 oi~inell, 63T Roosevell,Presidenl Wa~er, John, founds Las Ca"luistorlares dol Oele, lOB
f1eetr.l, SOT 51p, 108P looes, Jesse, Sea. of Camm"ce, greets Hughes ond frye, lOB Ozo~ Air tines, 94, 94MM, 94p, 94fL CaIKe!soil me' connocts, 31 WesICoo~~rTronsport, 19, 191A,10M
firslal<argaseMce,SO Pro~ems wim Hughes, lesigns, 64 Joseph,AnthanyF., faundsCeiorrHiaAiNIOYS, 17 Mayo, Williom B., directs design of Ford Tri-Molor, 13 Aies,'nthT.wA oonng,lOI, 46P WesternAiIEx~ess(wAE.I
Entry inlo lWA seMce, 50, SIP first president of Ies COI1quistoriores del Gelo, 108 Kansas Gty DiYe<houl ond MointenolKe Bose, 107, 107P Metro Airlines Northeo~, commuter oirline, 100 Round-the",arirI service, SOM, 64 Pianeeroirline, 8, 8T,8M
f~1 descnp~OI1, SI, 5lAVA Gobor, Ew and l5IJ lsa, fly by lWA, 109P fai~axoirportflorxled, 10BP lAenapalilon life, sets up w~ng ~, 73 Rummel, Bob, lests Mortin 101 and COI1Wi1140, 61 Beginsapera~OflS, 9, 9M
Compored 10 Boeing 307, Canslello~on, SIT Gann, Harry, ace phalographer, 11 Kellen,oulogyra, 193B, 101 Mid{on~nenl ~r Ex~ess, lounded by Hanshue, 10, 10M Russell,Jane, flies ,nth lWA, 109P OperalesModelAiNlOy,14
Douglas OC-9, 76P (-311 Generol Ail Freighl, ford TrfMalor, 106 "Kel~" ~r Mail Ad, 1915, 8 MidweslAi~ines 5MB 340, cammuter oirliner, 99AVA Aies laCatolina Island, 16, 161A
Ordered,7S Gitner, Gerold, choirmon 01 T.wA, 104 Kel~,fred Associtoled I'nth Ozo~ Ail tines, 98. 98P Ryan M·l, Colarada ~o'lfJ'(S oircroh, 17p, 17Fl Acquires Colorado ~NIOYS, 17; Stondard ~r tines, 18; Wesl Caasl Air Transport,
Fleellisl> (-51, -14, -311,76-77 Global offno~ons, 59 One 01 fOUl Horsemen, 9p, lOP Model AiNIOY, The, 14, 14M Suudi Arabian Airlines, T.wA offilio~on, S9T "Shatgun Molnoge" "rh TAl, 22
DC-9-14, full descnp~an, 77, 77MM, 77P GPS (Global Pasitioning Systeml, aid 10 na.ga~an, 49 With Hoo,er, Jr., 13P Mahav~ ~rlines, nodes plones ,nth Ozo~, 94 "Sove-o{onnle orgonizo~on, pleserves Constellation, 59
H
Whalen, Gra,er, Pra~ &Whitney lesl pilal, 01 Fard Tri-lAatar ,hnslening, 109P
DC-9-80 (seeMDBDI Groce, Thomas L, plesident, Oza~ ~r tines, 94, 94P Ke~anon, M, inteNenes in bid lar raules, 101 Monroe, Mon~, flies by TWA., 109P Scheduled~rTaxiseMce, 98 Whitie, SirFrank,in"nts jelengine, 65
DC-9-30 mza~), 96-97, 97MM, 97p, 9BFl Groham, Maurie, one of Four Horsemen, lOP Keys, Clemenl, defines importance 01 graund seMce, 107 Moseley, Majar CC, YP. Opera~ans, WAE., lOP "SecretWeopon: Canslello~an descnp~an, 51 Wickas, Ren, o.o~an artist, 66
Eagle Nesl FlighlCenler, Aibuquerque, 46 Grond Canyon ~r1ines (19351, 98,981.1 K.l.M. DUlch airline, DC-1 in EnglanrfAusnaliaAir Roce, 38 Nananal Air and Space Museum SevenStotesweoCose,94 Wilminglar;{alolino Airline, succeeds Pacilic Marine ~O'IOYS, 16
Eorhort, chnslensFordTr-Mator, 109P Gronl, Cory, flies I'nth TWA., 109P Koppen, Ona, member 01 Fard rlesign leam, 13 PreseNesDauglosM-4, 11, 11 "Shalgun Mallioge," merger 01 WAE. and TAl, 11 Wilson, lB., choirman, resigns with Frye, 64
Eastern Airlines Gregory, T.E.C, pictured with FokkerF-31, 11P Kreusi, Geaflrey, d"elopsfirslrodia composs, 14 Recei'" Nartl1rapAlpho, 36 Shraeder, Malar, Fardteslpilol,13 Windsor,C1oire,octress,
OperalesCurtiss CandorT-31, 31 Guggenheim, Ooniel, promales Model Aio'lay, 14 lo~ins,Bill,oiriinehislanan,16 Will ho"Boeing 307, 4S SikarskyS-38A, WAE.Aircrah, 16p, 16Fl Accepts firsloir mail package, lOP
ChaosesMortin404,61 Guggenheim Fund, 14, 15 lee, John, member of Fard design leam, 13 Na~anal ~rTronsport Sil,erWings,haslessre~remenlgraup,48 Wings 01 Pride, baokhanaring haslessochi"ements, 48
EconamyCloss,seMceinnaduced,64 Gulfsneam Inlerna~anal, commuler oirline, 100, 1011.1 lehmonBrathers,porl~\'lneraITWA.,41 CAM 3, BT, BM Smith,CR. Waolsey,KW,no,igolor,49
Embroer EMB 145, commuter airliner, lOOP Hall, Joel, lounds Chaulauqua Airlines, 100 tighledAiNIOY Campanenlal UniledAiI tineslarma~an, 30 Presidenl,AmericanAiriines, 30 Warcesler, Richard,commentsan Hughes departure, 73
Engineers Hollidoy, BiII,commentsan pasli'larOC-3 seMces, 60 EndsroikJirseMce,18 Novigo~an, hislory re,iewed, 49 C1aimslar DC-3 prafitobility, 3B Wngley,Philip,lakesoyerPacificMarineAi~IOYS, 16
Maintoin first Boeing 707, 64 Homillan,loddie ~aceinhistary,49 NewEnglondondWeslernTpl,fliesFordflootplane,44P Southern Air Transport, campanent 01 Amencon WO'IOYS, 30 Yellow Cob Ca., port~\'mer 01 T.wA, 41
EnglamfAusrralio ~r Race, publicizes DC-1. 38 founds Ozark Aillines (19431. 91 tindbergh,Chories New Yo~ Aimays, 101 "SpaiIsCanlerences," 31
EquifllbleUfe,insulOncegiont Resigns,94 Promotesovia~an, 14, 107 NewYo~Helicopter, 101, 101P Sportsman's Traphy, won byHOI'rold Hughes, 41
Finances Boeing 707, 64 Hamilton, Woller,SlondardAiltines, 18 Technicoladl1serlalA.T.,14,14P Nartl1rap Mpho, 36, 36p, 36Fl Stondard~rtines,pianeerairlineinthewesxt, lB, IBM, 101A
lendstoHughes,setsup,0~ng~,73 Hanshue, Harns "Pap" fliesfirsl Maddux flighl, 16, 17, 17P Nartl1rap Delio, 36 StolOner, oome lar Lockheed L-I649A, 57
Enckson, Jeffley, presidenloflWA, 104 PramolesWeslernAiIExpress, 9, 9P

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