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[Ten years ago “Air Line Pilot” ran this two part history of TWA, from a pilot’s point of view, in the September and October 2001 issues.

They are reprinted below with permission of “Air Line Pilot”. – Ed.] Trans World Airlines, Part I Air Line Pilot, September 2001, p.10

By Esperison Martinez, Jr. As TWA ended its 71 years of continuous operations, it was the United States' longest flying air carrier.

Trans World Airlines, with one of the most recognized U.S. airline symbols, TWA, departs the world’s skies in almost the same industry environment in which it came into being—the end of an unfettered period of expansion marked by consolidation of airlines. Born of a 1930 merger, TWA had most of its assets purchased

by American Airlines on April 9, 2001, to end TWA’s run as the longest-flying air carrier in U.S. commercial aviation. Still, its 71 years of flying millions of passengers throughout the world, of recording achievements that won’t be quickly duplicated, of establishing sterling standards of operations, safety, and professionalism, mean that it will forever be recorded in the annals of aviation history as one of America’s most prestigious airlines.

TWA was created on Oct. 1, 1930, when Transcontinental Air Transport and Western Air Express merged to become Transcontinental & Western Air, Inc. (T&WA).

Transcontinental Air Transport (TAT) had been formed on May 16, 1928. The carrier’s financial backers named Charles A. Lindbergh to head the technical committee that oversaw development of the line and made all initial decisions involving technical or operational problems. Lindbergh’s influence was so great that TAT became popularly known as “the Lindbergh Line.”

At TAT’s helm was Clement M. Keyes, who was a promoter of multimillion-dollar aviation corporations, including National Air Transport (NAT), and who later formed North American Aviation. Paul Henderson, then general manager of NAT, became TAT vice-president. But Lindbergh was in charge of planning and developing TAT’s infrastructure and its route structure, which forsook the lighted airways of mail routes across the country in the early 1920s.

After more than a year, all was in place— routes over new terrain, newly created landing fields, selected aerodromes, new weather reporting facilities, meshed rail/air schedules, and many other operational needs.

Securing pilots to fly the about-to-bepurchased 10 Ford Tri-motors was an equally laborious task. Three men took on the job: Paul F. Collins, pilot veteran of World War I and postal mail flying, became general superintendent; John Collings, ex-chief pilot at Ford, headed up TAT’s eastern division; and Max Cornwall, the western. Collins directed the search for pilots with multiengine time, of whom he found few. In all, TAT hired 38 pilots, and 17 needed further training. Many began with fewer than 500 hours. Captains received $500 per month; copilots, $250.

TAT was developed to carry passengers, not mail, unlike most other airlines in those days.

TAT’s transcontinental air/rail service would take passengers cross-country in 2 days instead of 3, as rail-only travel required. On the west-toeast schedule, passengers would board a Ford Tri-motor at Los Angeles at 8:45 a.m. (PST), deplane at Clovis, N.M., at 6:54 p.m. (MST) for a night rail trip to Waynoka, Okla., via the Topeka & Santa Fe Railroad, followed by an 8hour 8-minute Tri-motor flight to Columbus, Ohio, then onto the Pennsylvania Railroad to arrive in New York City the next morning at 10:05.

Lindbergh inaugurated TAT’s coast-to-coast air-and-rail service on July 7, 1929, using eastto-west routing. Ensconced in Gov. C.C. Young’s office in Los Angeles, Lindbergh, at precisely 6:05 p.m. (EST), pushed a button that sent a signal to New York’s Pennsylvania Rail

Station where the Airway Limited train awaited.

Amid a great deal of fanfare, which included political and cinema celebrities, a band, and radio broadcasts, the Limited caught the signal and moved out on the first leg of the country’s first scheduled transcontinental air-rail link. The train arrived at Columbus, Ohio (Port Columbus) at 7:55 a.m. the next morning. Five thousand people braved drizzling rain to witness the transfer of the 20 transcontinental rail-toairplane passengers who, having each paid $350 (air portion $290 for a 16-cents-per-mile fare structure), would fly on the next leg aboard the two Ford Tri-motors, City of Columbus and City of Wichita. Columbus, departing at 8:15 a.m., the first aircraft was airborne. Capt. Dean Burford, copilot H.H. Zimmerman, and courier D.W. Dudley were the crew members. The first west-to-east flight was made aboard the City of Los Angeles, piloted by Lindbergh and Eddie Ballande, a noted Glenn Curtiss test pilot, Navy World War I instructor, barnstormer, and movie stunt pilot.

TAT’s air/rail transcontinental service was to prove momentous, as historians said, “for the inception of an idea—intercontinental air travel.”

Two months into TAT’s operations, a Trimotor crashed, killing all on board. Within a year, passenger interest had withered, and losses mounted. Within 18 months, TAT recorded $2,750,000 in losses. Still, its owners were able to weather the financial storm. Within a few years, the carrier would be thinking of globecircling flight.

TAT weathered the storm by acquiring two airlines—one sought, the other “directed.”

Other TWA roots On Nov. 16, 1929, TAT bought Maddux Maddux Air Lines, a profitable Southwest carrier, and began its move out of a financial hole and toward an air-only transcontinental service. Just 18 months earlier, Maddux had begun Ford Tri-motor service between Los Angeles and San Diego, followed by Los Angeles–San Francisco service. In 1929, Maddux opened service from Los Angeles to Phoenix and southern California locations. By

the time TAT bought Maddux Air Lines, it was operating 16 Tri-motors along with two Lockheed Vegas and two Travel Airs. Having carried 40,000 passengers in 18 months, business was obviously good, but a carrier could not be sustained on passenger service alone and needed a contract to carry the mail. Maddux knew that no mail contract would be offered and accepted TAT’s buyout offer.

The pilots Maddux Air Lines brought to the TAT–Maddux merger were a proud and very experienced lot who became top number holders on the eventual TWA seniority list. These included, among others, Arthur C. Burns (11), Daniel W. “Tommy” Tomlinson (14), Ernie Smith (15), Henry G. “Andy” Andrews (16), Felix Preeg (18), Goodwin T. “Ted” Weaver (21), and Albert D. “Major” Smith (38).

TAT’s second acquisition, more “directed” than “sought,” was Western Air Express (WAE). Incorporated on July 13, 1925, by a wealthy Los Angeles group to capture one of the private airmail routes that the U.S. Post Office was offering, WAE gained the CAM-4, Los Angeles–Salt Lake City, route. But WAE had no airplanes, or pilots, only desire and determination.

Undaunted, Harris Hanshue, WAE’s founder, began creating an air carrier. One of his first moves was to hire Maj. Corliss C. Moseley, a World War I pilot and a highly respected, well-known West Coast aviation authority.

Moseley quickly added an old college classmate, Fred Kelly, a 1912 Olympian and exmilitary pilot, who became equipment procurer and selected the Douglas M-2 as the carrier’s first aircraft. Three more Army aviators were added to the roster: Maury Graham, Al DaGarmo, and Jimmie James.

These pilots, the initial cadre selected to haul the mail on the CAM-4 route, were cautious to the point of inspecting from the ground the route they would fly while delivering the mail between Los Angeles and Salt Lake City. During their 2-week inspection, they laid many “markers” visible from the air to reveal where a forced landing might be managed. This certainly paid off. The first WAE mail flight took place on April 17, 1926, and within the

first year, pilots made 36 forced landings using those markers.

Carrying its first passengers only 1 month after startup, WAE ended 1926 carrying 209 passengers. But the financial mainstay and key to the airline’s existence would prove to be its mail contracts, which in 1926 were paying $1,500 per flight and cost WAE only $360 to operate.

The late 1920s marked a time of public enthusiasm for flying, unfettered regulation, and great freedom of action, resulting in a proliferation of new carriers. WAE’s growth was continual and impressive, and its route structure expanded with acquisitions. But the stock market crash of 1929 also affected the aviation sector economically. By 1930, WAE had built a solid reputation as a passenger carrier; still, it discovered that, without mail contract routes, it could be awash in red ink.

Early in 1930, WAE bought the Aero Corporation of California to gain its subsidiary, Standard Air Lines, in hopes of snaring the southern transcontinental mail route. With the purchase of the carrier came pilots like Jack Frye, who would in time become head of TWA, and other notable flyers such as Paul Richter, Walt Hamilton, and Lee Flanagin.

T&WA is formed WAE found itself caught in the reorganization of the transcontinental airmail route system, under the auspices of the Watres–McNary Act. Postmaster General Walter Folger Brown had developed a vision for the nation’s airways, especially its transcontinental system. He did not believe more than one company should serve a single route and forced WAE, TAT, and PAIC (Pittsburgh Aviation Industries Corporation) to merge and become Transcontinental & Western Air, Inc. (T&WA), which became better known as TWA, an acronym that became official in 1950 with the name change to Trans World Airlines. Company ownership was split 47.5 percent each to WAE and TAT, and 5 percent to PAIC. Harris Hanshue became president of the newly formed airline.

The new company received the mail contract on Aug. 25, 1930, and made the first all-airservice coast-to-coast U.S. flight on October 25.

The flight took 36 hours, including a 12-hour stop at Kansas City. It was the start of an auspicious but dubious future.

Auspicious because TWA would eventually become one of the largest U.S. air carriers; dubious because the airline’s immediate future was fraught with the uncertainty caused by the Depression, merged operations, and dependence upon mail subsidies. Hanshue never really got heavily involved in “leading” the company, and directors seemed to act individually regarding company needs; consequently, the operation had no management cohesiveness. Richard Robbins replaced Hanshue in early 1932.

Financially, the newly formed company also did poorly, losing as much as $200,000 per month during its first year of operation and carrying only 36,613 passengers, for a system wide load factor of 3.9 passengers per airplane.

The Los Angeles to San Francisco route accounted for the greatest amount of traffic, averaging 22 passengers per day, 7 per airplane.

A devastating blow to the company’s operation came just 5 months after its first coast-to-coast flight. On March 31, 1931, a Fokker F-10 that came from WAE during the merger crashed in a Kansas cornfield. Famed Notre Dame football coach Knute Rockne, one of the nation’s best-known personalities, was one of its fatally injured passengers.

The precise cause of the crash was never determined, but another F-10 from WAE had evidence of dry rot in the wooden wing. The fleet of F-10s was grounded. Eventually all of the company’s wooden airplanes were intentionally destroyed, after their engines and other usable equipment were salvaged. As staggering as the accident was to the company’s good fortunes at the time, the crash helped set the tone for the high aircraft standards and safety practices that would come to be identified with TWA. New equipment Robbins advanced this movement by establishing an equipment task force of himself,

Lindbergh, and pilots Jack Frye and Tommy Tomlinson. After serious reviews and discussions, the group set new requirements for the next generation of T&WA equipment. A letter outlining the company’s needs, dated Aug. 2, 1932, to leading aircraft manufacturers called for an all-metal tri-motor monoplane; power plants optional; 14,200 pounds gross weight; complete instrumentation, including night-flying equipment; cruising range of 1,060 miles at 150 mph; crew of two; 12 passengers minimum capacity; and ability to take off with two engines from any T&WA airport.

Thus was born the Douglas DC-1. It was to bring new design, performance, and economics to the world of commercial aviation.

Assured by Donald Douglas’s team that its two-engine design would be able to operate on one engine, Robbins et al gave the go-ahead in September 1932 for one prototype of the DC-1.

The prototype was to be the first commercial transport of the Douglas line. Near disaster resulted from the first test flight on July 1, 1933.

Test pilot Carl Clover was at the controls.

Shortly after takeoff, he lost one engine but regained it when he lowered the nose down.

When he raised the nose again, both engines sputtered. He managed to get the airplane down safely. Fortunately, the problem proved to be only a poorly designed carburetor float.

The only DC-1 ever built was delivered to T&WA in December 1933.

T&WA ultimately ordered 25 stretched (two additional passenger seats) DC-1s, designated the DC-2, at a cost of $65,000 each. It entered service on May 18, 1934, on T&WA’s Columbus–Pittsburgh–Newark route.

The passenger side of the T&WA operation proved to be unprofitable within its first year; mail contracts provided the cash that kept the airline alive. Hence, T&WA mail aircraft needed to be swift and dependable. Originally, the single-engine Northrop Alpha was selected for use. Powered by a 450-horsepower Wasp engine, the Alpha could carry a 1,000-pound payload at an average speed of 150 mph and had a landing speed of 61 mph. Its inaugural flight with T&WA was on April 20, 1931.

By the end of the year, the airline had ordered 13 Alphas; four Lockheed Vegas were also part of the fleet. Among the pilot group to first relay the mail across the country in these airplanes were Harlan Hull, Cliff Abbott, Ted Moffitt, Swede Golien and Bill Coyle.

The mail contracts garnered from Postmaster Brown’s “spoils” conference were to last only 4 years, ending in 1934. But that was sufficient time for the course of commercial aviation to be set. The competition among carriers forced improvements in operations, lifted standards for equipment and facilities, and paved the way for the commercial aviation scene in which TWA would come to play such an important role.

Pilots’ role While managements reorganized, rebuilt, and renamed the surviving air carriers during those formative years, the industry’s pilot force was undergoing a metamorphosis of its own.

Historians have chronicled well the plight of Depression-era airline pilots: pay cuts, reduced authority, loss of status, rigid discipline—all leading to the pilots’ being compared to chauffeurs rather than to sea captains. The adverse working conditions had led a clandestine movement toward self-protection— the formation of a national pilots’ union.

In early 1931, T&WA changed its pay formula from mileage to an hourly rate. The company claimed it was a compromise that beat a flat pay rate; the pilots believed it would eventually lead to reduced pay through management-established flight-average duration times for which pilots would get paid. This move further aggravated a nervous pilot force, and in late May 1931, a small group of T&WA and United pilots secretly met and approved a plan to form a new national organization. A few months later, on July 27, 1931, a pilot convention of “key men,” held in the Morrison Hotel in Chicago, officially established the Air Line Pilots Association. Organizing began, but membership was kept secret, as public exposure was sure to lead to a pilot’s removal from a carrier’s payroll.

Union recruiting at T&WA proved difficult because of management intimidation, but pilots like Hal George were convinced of the union’s value and traversed the airline’s routes explaining its worth; although the pilots achieved little initial success, ultimately their efforts were rewarded with members signing up.

In 1933, most operators were intent on “reforming” the pay system and copying T&WA’s hourly rate. The threat was so acute that ALPA threatened a nationwide shutdown to stop it. T&WA’s response was to create a company union—the TWA Pilots Association.

Management intended to control the pilot workforce; many pilots who willingly became TPA members did so because they feared the threatened ALPA nationwide shutdown would cost them their jobs or because of management intimidation. The T&WA MEC chairman at that time, Waldon “Swede” Golien, led the pilots out of ALPA. Seventeen pilots remained loyal to the national union, and some other pilots simply quietly maintained memberships in both organizations.

The full character of the in-house union was exposed during congressional hearings concerning the crash of a T&WA DC-2 at Kirksville, Mo., on May 6, 1935. Sen. Bronson Cutting had been killed, along with the pilots, Harry Bolton and Ken Greeson, and one other passenger; nine others survived. Testimony by the company union president, Harlan Hall, an executive pilot, revealed how thoroughly the management controlled the union and how quickly pilot interests were cast aside.

By 1936 the in-house union had withered away, pilots having deemed it ineffective and finding it unconcerned with advancing any pilot-interest work or operational issues, except for those that management wanted pushed.

Former in-house union members began returning to ALPA’s rolls.

One of the positive remnants of the TPA experiment, reinforced by the Cutting accident hearings, was T&WA management’s increased awareness of the need to recognize the value of independent pilot voices relative to operational safety and efficiency.

No doubt this new management enlightenment played a role in T&WA’s becoming the second carrier to sign an ALPA pilot contract, on July 18, 1939.

Historians have suggested that had the TWA in-house union succeeded, such creations would have proliferated in the industry and piloting as a “profession” probably would not have developed.

By the time the ALPA contract was signed, T&WA, becoming more commonly known as TWA, had weathered the consequences of the political change in government when President Franklin D. Roosevelt took office in March 1933. Scrutiny of the manner in which the government awarded air mail contracts during Postmaster Brown’s “spoils conference” began in earnest during September of that year.

Following congressional hearings and Attorney General investigations, President Roosevelt on Feb. 9, 1934, cancelled the air mail contracts— putting T&WA, among others, out of, and the Army Air Corps into, the mail delivery business. T&WA placed its entire roster of workers on furlough and began hemorrhaging about $250,000 per month, far exceeding the $130,000 profit it recorded in 1933.

But the commercial carriers were to soon be back in the mail carriage business. President Roosevelt called a temporary halt to the Air Corps involvement on March 10, 1934, because of the high accident rate the Air Corps was experiencing. The Army became active again on March 19 and continued to meet its schedules until its last schedule flight on June 1, 1934. But the die was cast. In March the government asked airlines for bids on carriage of the mail, pending enactment of new legislation that would become the Air Mail Act of 1934.

T&WA, by virtue of its award of the Los Angeles to Philadelphia transcontinental route, joined with United, American, and Eastern as one of the largest U.S. airlines. T&WA also gained a new president, Jack Frye. Named in December 1934, he departed 12 years later, in 1947. His leadership moved T&WA pilots from Tri-motors into pressurized cabins and into the renowned “Connie,” while positioning the carrier to span the globe.

Part II will cover the Howard Hughes years, equipment modernization, TWA’s postwar expansion, and the consequences of fuel shortages, deregulation, and corporate manipulations.

Trans World Airlines--Dawn to Dusk, Part II Air Line Pilot, October 2001, p.16

By Esperison Martinez, Jr. Contributing Editor Howard Hughes plays a major role in T&WA equipment modernization, which contributes greatly to T&WA’s post-war expansion, interrupted by the consequences of economic recessions, fuel shortages, deregulation, and corporate manipulations.

(Part I discussed T&WA’s transcontinental beginnings, its early passenger and mail history, and its role in introducing the DC-1, which brought new design concepts, improved performance, and profits to the airlines.)

T&WA, by virtue of its government-awarded Los Angeles-to-Philadelphia transcontinental route during the 1934 airmail contract proceedings, became one of the Big Four U.S. airlines, along with United, American, and Eastern. T&WA also gained a new president, Jack Frye, who was named in December 1934 and departed 12 years later, in 1947. His leadership moved T&WA pilots from two- and three-engine airplanes into pressurized cockpits and the renowned four-engine “Connie,” while positioning the carrier to span the globe.

T&WA’s move from the twin-engine Douglas airliners to the Boeing 307 Stratoliner was significant for two historical reasons: The move signaled development of the world’s first pressurized commercial air transport, and Howard Hughes would gain control of the airline, which would benefit greatly from his progressive thinking.

Frye firmly believed that airline success would come only when passengers were carried comfortably, and that meant flying above the

weather. To this end, he turned to Capt.

“Tommy” Tomlinson, who had already set U.S. and world aviation records and had conducted thunderstorm research in T&WA’s venerable, but modified, DC-1.

Flying a T&WA Northrop Gamma, modified for extremely high altitude research, Tomlinson discovered the jet stream, among other high-altitude flying findings. Upon landing after a high flight, he told meteorologists, “My God! I had winds of 100 to 150 miles per hour”—an astounding discovery and adventure in that day. Capt. Tomlinson’s research shows T&WA’s bent for advancing the technology that shaped commercial aviation and the airline dependence on its pilots to succeed.

From this research came the impetus for developing the Stratoliner, to fulfill T&WA’s desire for a four-engine transcontinental transport with a pressurized cabin. Boeing, owing to some of its own preliminary works, had sketchy plans available. Negotiations went quickly and smoothly, and on Jan. 29, 1937, T&WA ordered five Boeing 307 Stratoliners, with delivery of the first set for Dec. 22, 1938.

Between the time T&WA placed the Stratoliner order and Boeing’s promised delivery date, Frye’s vision clashed with the practicality of T&WA’s major stockholder, John Hertz (yellow cab and rental car mogul), who believed the price of the new airplane, which Frye saw as T&WA’s future, was too much for the financially strapped airline. The dispute caused problems with the delivery, and the order was cancelled.

Enter Howard Hughes Frye then turned to Howard Hughes, who, sensing a major opportunity, surprised onlookers and bought enough shares to gain control of the company.

The Stratoliner contract was resurrected in September 1939, and delivery of the pressurized, all-weather airliner was made on May 6, 1940, with the inaugural flight following on July 8, 1940. Pan American had already taken delivery of its order for four Stratoliners and had begun using them in June on routes to South America.

After T&WA’s shakedown period with the Stratoliner, it proved popular with passengers and dependable and reliable throughout its commercial service, which was to be shortlived.

At the onset of World War II, the largest U.S. airlines were pressed into military service via contracts to transport men and supplies. On Dec. 24, 1941, T&WA was signed to provide Army transport needs to any place in the world.

The airline sold its five Stratoliners to the government and formed its Intercontinental Division (ICD) to operate within the Army Air Forces. The ICD would be the nucleus of what would become the Air Transport Command.

Eventually, T&WA pilots would also fly a fleet of C-54 and C-87s that the government procured. According to T&WA pilot records, the ICD effort concluded in April 1946, having amassed 238,741 operational flying hours (179 mph average speed); 9,528 transoceanic flights; a load factor of 84 percent of capacity over 42 million miles, or 235 billion pound-miles; and 44 T&WA lives and nine C-54s lost. The experience during these operations readied T&WA for the transatlantic operations it would begin following the war.

Lockheed Constellation Once the Stratoliner situation with Boeing had been settled, Howard Hughes’s vision turned toward more-advanced, larger, and faster airplanes, talking with Frye about future equipment even before the first Stratoliner was delivered. The new airplane would be big— carrying 50 passengers and 6,000 pounds of cargo, it would be fast with over-weather capabilities, it would be luxurious, and it would fly across the continent nonstop. But most importantly, all talk and plans pertaining to it would be highly secret.

Many meetings with Lockheed contacts resulted in an order for 40 Constellations at a cost of $425,000 each to be bought by the Hughes Tool Company, as would be all future aircraft purchases. Announcement of the Constellation program, which had managed to stay a tightly held secret, just a few months before Pearl Harbor caused a sensation within

the aviation industry. But T&WA was not to immediately reap the rewards of its marvel; war needs prevailed. All Constellations that came off the assembly line were designated C-69s and went into military service.

However, the airline did accept the first Constellation, dressed in T&WA livery, and after its acceptance flight, turned it over to the military. The acceptance flight—Burbank to Washington, D.C.—was a record-maker. On April 17, 1944, Hughes and Frye flew the crosscountry trip in 6 hours 58 minutes. Although the Constellation was to have given T&WA a healthy 3-year lead over its competitors in operating the highly sophisticated transport, the war eliminated that possibility. Owing to the “Connie’s” transport configuration, the government gave production preference to combat aircraft, so that Lockheed manufactured only half of T&WA’s original order for 40.

Hughes had contracted to retain buy-back rights from the government, so at the war’s end, a sizeable fleet returned to T&WA. On July 5, 1945, T&WA gained temporary authority to serve Paris, Rome, Athens, and Cairo, finally placing the Constellation into commercial service on Feb. 5, 1946, when it made the first commercial flight from Washington, D.C., to Paris, via La Guardia.

Capt. Hal Blackburn commanded the crew of co-captains Jack Hermann and John Calder, flight engineer Art Ruhanen, plus a navigator, a radio officer, and two cabin attendants. On February 15, the inaugural Los Angeles-to-New York flight became reality.

Several events hurt T&WA’s operations and precipitated a drop in T&WA stock price from $71 a share to $9, along with a loss of $4 million in 1946. The 18 Constellations on order were cancelled. The T&WA Board of Directors voted Jack Frye, ever the visionary, out of office. Although the company was experiencing equipment, financial, and labor problems, Frye wanted to buy more Constellations; Hughes and the Board did not. In early 1947, Douglas introduced the DC-6, which proved to be serious competition to the “Connie” fleet. But the next year, T&WA placed a new-model Constellation, the L-749, into service.

In 1950, the carrier officially changed its name to Trans World Airlines (TWA), and its bottom line improved, owing mainly to the success of its international division and increased transcontinental traffic. TWA later replaced its short-haul fleet of DC-3s with Martin 404s and 202As. For its transcontinental and international routes, TWA on April 1, 1955, introduced the L-1049G to compete with the Douglas DC-7, which United and American were flying.

For 25 years, the elegant, streamlined Connie, with its distinctive triple tail and long fuselage, dominated TWA skies. The airplane underwent much modification, culminating in what has been referred to as the “most luxurious piston aircraft,” the L-1649A. The last TWA Constellation flight, Flight 249, took off from Kennedy Airport at 3:15 p.m. on April 6, 1967.

The crew of Capt. Joseph Duncan, First Officer Richard Green, and flight engineer George Martin closed a chapter of TWA aircraft history as TWA prepared for the commercial jet transport.

Jet age Just as the Douglas series of transports, the Boeing Stratoliner, and the Lockheed Super Constellation had played such vital roles in TWA’s development during the piston-engine era, the jet-engined Boeing 707, 727, and 747, along with the L-1011 and the DC9/MD 80, would become the airline’s vital equipment in years to come. During the 1950s, 1960s, and through the early 1970s, TWA further developed its first-class character for which it will long be remembered. The carrier would acquire airlines and international routes that spanned the globe, its pilots would set many aviation records, and its safety record would be second to none.

But all that was not entirely evident from the Boeing order pad for the first American commercial jet transport, the Boeing 707, which showed 186 aircraft ordered by the nation’s airlines, except for TWA, whose order tallied “0.” This was not for lack of interest. Howard Hughes continued to dominate TWA and its planning and equipment procurement. He was

working with Convair to develop a jet larger and faster than the B-707; the deal collapsed at about the same time that his company, Hughes Tool, which bought all of TWA’s airplanes, suffered a serious cash flow problem that was not publicly evident. Ironically, TWA was earning good profits.

Hughes’s resistance to ordering the B-707 wilted; and on March 2, 1956, he allowed an order for eight “domestic” B-707s to be placed; his executives were aghast at the meager number and aircraft type. Ultimately, the order was increased to a total of 33 as of Jan. 10, 1957. On March 20, 1959, TWA inaugurated jet transcontinental service from San Francisco to New York with its single Boeing 707, almost 2 months after American’s B-707 coast-to-coast flight on Jan. 25, 1959. The first TWA B-707 flight over the Atlantic was on Nov. 23, 1959. In that year, TWA experienced its best financial year to date.

The Convair 880 was brought on line in 1960 to supplement the long-range B-707. The CV-880 was faster than either the B-707 or its competitor, the DC-8, and helped TWA pilots set many city-pair speed records. The jets’ voracious thirst for fuel, however, caused TWA to sell them in the early 1970s.

In the meantime, Howard Hughes’s financial problems with Hughes Tool had deteriorated to the point that on Dec. 29, 1960, his financial backers placed his TWA stock (78 percent of all company stock) into a 10-year voting trust, repossessed all the aircraft, and ousted Hughes from control of the airline. By 1965, TWA’s value had zoomed up, and its stock was again in the range of $97 per share. The airline had revenues exceeding $500 million and a profit of $50 million, and paid its first dividend to stockholders in 30 years. Hughes sold his holdings for $550 million and cut his last ties with the airline.

The upswing of TWA’s fortunes at this time is attributed to Charles Tillinghast, a Wall Street lawyer and former Bendix executive who was named TWA president in May 1961. His acumen was to TWA’s business growth what Lindbergh, Frye, and Hughes’s acumen had been to TWA’s aeronautics growth. Tillinghast

guided the airline to attaining financial success it had never before reached. By 1969, TWA earnings reached more than $1 billion in sales; revenues quadrupled over 1958 rates, and the number of employees tripled.

This startling success is tied to the thought and planning that went into developing its jet fleet, workforce, and routes. On Oct. 1, 1962, TWA inaugurated the first fully automated doppler radar system of navigation on scheduled transatlantic flights—the New York to London flight was the first transatlantic flight ever operated without a professional navigator aboard.

TWA began its B-727 service on June 1, 1964, and started replacing its short-haul airplanes with the DC-9. By the late 1960s, the TWA fleet of B-727s had grown to 50, with more on order. International expansion was on the upswing, with service reaching several African countries, and with the airline securing Pacific authority and engaging in around-theworld flights. The most telling mark of TWA’s growth is that in July 1969, it took the spot as top transatlantic carrier away from Pan American for the first time. The B-727 was looked upon as the “savior of TWA.” The change from pistons to jets and the surge of hiring had an effect on the pilot force as well. To meet the challenge, TWA established the Jack Frye International Training Center in Kansas City. Dedicated on April 26, 1962, the Center employed more than 240 people and was equipped with six state-of-the-art simulators.

The Center task was formidable because from 1963 to 1965, TWA added 600 new pilots, and 640 flight engineers also went into pilot training. In addition, pilots needed 7 weeks of training to make the transition from pistons to jets. The retraining included 21 days of ground training and 10 days of simulator work.

Shaggy 70s TWA, when it retired the Constellation fleet in 1967, became the first U.S. airline to boast an all-jet fleet. At the end of 1969, TWA’s fleet consisted of 232 airplanes: 124 B-707s, 64 B727s, 25 CV-880/890s, and 19 DC-9s. And that fleet would grow. On Feb. 25, 1970, the carrier

inaugurated B-747 service from Los Angeles to New York, becoming the first to offer any B747 service in the United States. Two years later, on June 25, 1972, TWA began L-1011 service and flew the first flight, St. Louis to Los Angeles, on autopilot from takeoff to landing.

But the 1970s were not to be all golden.

Along with the rest of the airline industry, TWA would experience hijackings, which began in 1968; the ill effects of an economic downturn; the oil embargo of 1973 to 1979; labor strife; and the deregulation of the U.S. airline industry, which over a prolonged period would change the face and character of air travel.

The airline industry and particularly the pilots were fighting an uphill battle to overcome the menace of hijacking, which by 1972 had reached 160 recorded U.S. airplane hijackings.

They started as political hijackings, with most destined for Cuba. TWA had three airplanes commandeered and directed to Cuba during 1968 and 1969.

Worse was yet to come—terrorist hijackings, which had been renamed “skyjackings.” On Aug. 29, 1969, a commando unit of the Popular Front for the Liberation of Palestine (PFLP) skyjacked TWA Flight 840 en route from Rome to Athens. An armed duo ordered Capt. Dean Carter, First Officer Harry Oakley, and Second Officer Hobart Tomlinson to fly to Damascus. Once there, the terrorists released the passengers and crew and blew up the airplane. A few weeks later, the PFLP hit again, taking six airliners. Terrorists took over TWA Flight 741, a B-707 flying from Tel Aviv to New York, and directed it to land in the desert near Amman, Jordan. [See TARPA TOPICS Nov. 2007 – TT Ed.] Three other hijacked airplanes were forced to the same point. In all, 595 passengers and crew members were kept aboard their airplanes for some time, until removed, and then the skyjackers blew up all the airplanes.

TWA Capt. Tom Ashwood, as an ALPA national officer, was highly instrumental in the U.S. and international effort to solve the hijacking menace. The United States finally passed the Antihijacking Act of 1974, which put

into effect many of the security measures still used today.

Although the fear of being skyjacked may have deterred some air travelers, the real cause of low load factors during the 1970s was the depressed economy and severe fuel shortages, coupled with overcapacity. Interestingly, the introduction of the B-747 at such a financially precarious time was reminiscent of TWA’s introduction of its DC-1 during the Depression.

TWA’s fleet of 232 jets, coupled with delivery of wide body jets at a time when many small carriers and fleets were being restructured or established, helped create tremendous overcapacity and traffic stagnation as the traveling public was sharply reducing its air travel.

The carrier’s bottom line began to get worse, and TWA pilots suffered heavy furloughs—700 pilots were on the street at the end of 1971, a number reduced by only 123 by 1974. Looking for a way out of its financial hole, TWA exchanged routes with Pan Am in 1974 and dropped its around-the-world service along with some other routes.

By 1976, the carrier had financially begun to reach level flight and recalled all its furloughed pilots; but the pilot hiring hiatus that began in 1970 lasted until 1978, when the airline hired 12 pilots.

The next year, 1979, the air carrier’s identity started to become clouded as it became part of a new order: The Trans World Corporation was formed and included Canteen Corporation, Hilton International (bought in 1967), Spartan Food Service, and Century 21 Real Estate.

TWA’s earnings thus became corporate earnings; and in 1980, TWA contributed more than $3 billion of the $5 billion that the entire corporation earned.

In the same year, drained of its capital, the airline began furloughing pilots again, benching 670 through 1981—the effects of deregulation were setting in.

To stave off a furlough of 200 more, TWA pilots accepted reduced flight hours and pay to 72 hours a month—pilot givebacks would become a constant management demand in future negotiations.

Glide toward dusk Effects of the unfettered competition that the Airline Deregulation Act of 1978 brought on would touch every major airline, spawn dozens of new small carriers, establish fleets of small airplanes, and create unbearable loads of debt for the larger carriers. The smell of bankruptcy was in the air. Braniff was the first large airline to fall under the heavy debt brought on by expansion. It declared bankruptcy on May 12, 1982. Others, such as Eastern Airlines followed; TWA would not be forced to file for reorganization until Jan. 31, 1992.

But during those 10 years, the carrier underwent a massive upheaval in its organizational structure, financial outlook, route structure, and workforce.

In 1982, TWA began operating new wide body equipment and made its first transcontinental Boeing 767 flight, Los Angeles to Washington, D.C. Debt brought on by equipment purchases, rising fuel prices, fare wars, and instability were the plague of the time and in November 1983, TWA was cut away from the corporate “family” to fly on its own as a new public company.

By 1985, TWA was on the brink of collapse, and Frank Lorenzo was bidding for the airline.

To thwart the “scourge of labor,” TWA’s unions backed Carl Icahn’s 52 percent purchase of the company on September 26. This was the midst of the “Go-Go 80s,” when the Reagan Administration’s laissez-faire pro-business policy encouraged Wall Street junk bond dealers and corporate raiders, among others. TWA acquired Ozark in September 1986 and recorded profits for 1987 and 1988, when Icahn bought another 23 percent of TWA and convinced the stockholders to take the company private. The process took some $610 million out of TWA, earmarking $469 million in cash, and $196 million in preferred stock for Icahn; and more than $539 million was added to TWA’s debt. By now, the unions fully recognized Icahn as a “corporate raider” and no longer backed his ownership, comparing him to Frank Lorenzo.

The Gulf crises that began in 1990 made TWA’s debt of $2.8 billion totally unserviceable

out of operating income. Within 6 months, TWA’s cash was gone.

Icahn was battling fare wars; demanding large givebacks from pilots and other labor; and selling valuable assets, including route authority from New York, Los Angeles, Boston, and Chicago to London to American Airlines for $445 million in July 1991 and the Philadelphia and Baltimore routes to London to USAir for $50 million in May 1992.

On Jan. 31, 1992, TWA filed for Chapter 11 bankruptcy protection from its creditors.

TWA’s total workforce had made clear that any “givebacks” would happen only if Icahn left. On Aug. 24, 1992, creditors agreed to give employees 45 percent equity in TWA for concessions of 15 percent. The following January, Icahn resigned, relinquishing all control and interest, but taking away with him a deal that allowed him to buy blocks of discounted TWA tickets and resell them through his Internet website, a deal that would come to haunt TWA’s future financial stability.

On Nov. 3, 1993, TWA completed its reorganization and selected William R. Howard as chairman of the Board and CEO. In April of the following year, Jeffery H. Erickson was named president and chief operating officer.

In 1995, TWA successfully completed a second financial reorganization.

In February 1997, Gerald L. Gitner was named chairman and CEO, and on Dec. 3, 1997, Capt. William F. Compton was named president and COO, putting a pilot back into control of the airline after a long line of business executives.

Capt. Compton became president and CEO on May 25, 1999.

For the seemingly ageless airline, the 1990s proved a rocky decade. Its flight operations continued as did innovations in passenger services that brought praise from airline industry publications. About the time that the second financial reorganization was completed, in mid1995, TWA added a distinctive new aircraft livery. As if its new livery signified a fresh start, the carrier made it first new aircraft buy since before the Icahn days, ordering 20 new B-757200s on Feb. 12, 1996, and 5 months later, 15 new MD-83s.

Two significant equipment events marked 1998: • on February 20, the last of TWA’s Boeing 747s was retired; and • on December 9, TWA placed its largest aircraft order in the company’s history—125 B717s and A319 / A320 / A321s, plus options for 125 more.

The B-767 wide body had become the airlines’ main international aircraft. But 1999 ended with a $353 million loss and the distinction of TWA’s being the only large airline not to turn a profit that year. Indeed, TWA had not turned a profit since 1988.

The first three quarters of 2000 produced a $115.1 million loss, and in January 2001, Standard and Poor’s Credit Watch noted that TWA remains “vulnerable over the longer term because of its limited route structure, weak financial profile, and lack of significant alliances with other airlines.” In the preceding 12 months, TWA stock shares lost 55 percent of their value and stood at $1.32 per share at the time of the S&P report.

Clearly, the financial lot of TWA made turning the company around impossible for the newly appointed pilot CEO. But on the operations side, the employees, following Capt.

Compton’s management, did improve the performance in the air: TWA flew a record 26.4 million passengers in 2000 with high customer satisfaction and consistent on-time completion rates. With liquidation a near certainty, the airline refused to be buried. On Jan. 10, 2001, Capt. Compton announced: “TWA voluntarily filed petitions in the U.S. District Court in Delaware for relief under Chapter 11 of the US. Bankruptcy Code. American [Airlines] will purchase TWA’s assets out of bankruptcy and ultimately will integrate the TWA system into its own.”

Thus, dusk has descended upon the familiar TWA livery recognized in so many parts of the world and by the many people whose lives it has touched. TWA leaves the national aviation scene in much the same way it came in: A marriage of airlines during a weak economy marked by an unregulated environment that sports unbridled competition and with a pilot in

command of its operations, directing a stalwart workforce and a resolute pilot group flying an improving aircraft fleet.

All TWA pilots, the glue of the venerable carrier, will carry memories of their airline, the glorious ups and the dismal downs it has experienced; the unselfish giving of the

“brotherhood” to help correct errant financial paths; the pride, professionalism, and character that labeled it “A Pilot’s Outfit.”

To them, its spirit will always live as “Go TWA!” [And ten years later, it remains so for many of us! – TT Ed.]

By Carl Barley

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1933

By Ed Betts

"Any cloud flying would be subject to dismissal". Frye was mad as hell, tore the bulletin off the wall and said "This is no way to operate an airline", and that the pilots shouldn't have to work under such a restriction. It was no longer effective.

The passengers were quickly rounded up and the flight proceeded to EWR as scheduled, with all of the stops.

Upon arrival the station manager handed Fred a message from John Collings....he was relieved of duty and would deadhead home.

Once again, Jack Frye overruled, and the following day Fred flew his return trip (Dick Hanson was copilot), with his own release for instrument flying...a TWA first...and even made an approach into CMH with a 400 foot ceiling.

1933 - THE DC 1 The DC-1 first flew on July 1, 1933, nearly nine months after the contract was signed.

On December 1st it was officially delivered to TWA with ceremonies at the Glendale Airport, with Tommy Tomlinson handing Donald Douglas a check for $125,000.

TWA already knew that they had a 'winner' as the plane met, and exceeded, all of the specifications for performance. Jack Frye and Paul Richter flew the plane to MKC, a 1480 mile trip, averaging 205 miles per hour. For the production model, the DC-2, TWA was to get the next twenty airframes off the production line with deliveries starting the following April. Other airlines such as American, Eastern and Pan Am were already signing up for orders.

Upon arrival at MKC all of the company employees had a chance to view the new plane. It wasn't exactly awesome as TWA had seen a larger plane with the Fokker F-32, but it was a thing of beauty with its bright metal finish and huge 'Cyclone' enWhile the description to follow is for the DC-1, it gines. will also pretty much describe the DC-2, which was two feet longer and had seats for two more passengers (total 14).

The roomy cabin was decorated in a pale grey and blue motif, well insulated (and sound proofed) by a Kapok material. The seat backs would recline either direction affording a friendly chat or, if empty, extra space to stretch out in. Previous Transports had windows that would open for ventilation (and air sickness), the DC-1 had permanent shatter-proof windows.

Each seat had its own adjustable fresh air vent located in the hat rack above along with a reading light and call button. A wide aisle separated the two rows of seats, although flight crews were tutored on how to gracefully kneel over to talk to one passenger without sticking his butt into the face of one sitting opposite.

Listerine was recommended to insure an inoffensive breath.

TARPA TALES

PAGE 9

1933 - THE DC-1

By Ed Betts

Photo by Ed Betts DC-2 CABIN - THE LAST WORD IN LUXURY

The door to the cockpit was located on the left side, and later on the crew and cabin attendant had their name plates displayed for passenger view. In the rear was a small serving area, a coat rack and toilet. The latter was more of a holding tank (honey bucket) and, unlike the trains, could be used while in the station.

Numerous new features specified by TWA (some were employee suggestions) made it the maintenance department's dream. Engines were interchangeable, and relatively easy to install. A fully assembled engine (accessories, prop, etc.) could be installed in less than two hours. The assembled engine, when mounted on a trolley-like conveyor, could be pushed up to the nacelle frame and bolted by four engine mounts, then the various plumbing and rigging connected and the engine was ready to run. It would usually take a number of write-ups in the log book before maintenance would finally get the two throttles to line up evenly while in cruise.

TARPA TALES

PAGE 10

1933 - THE DC-1

By Ed Betts

There were some bugs with the new plane, some were known and others turned up much later. Tomlinson had the gear collapse twice after arriving at the ramp before Douglas installed a positive downlock.

The tailwheel assembly was weak and eventually had to be beefed up. There were some problems with the Hamilton adjustable propeller.

The cabin and cockpit heat system was a subject of complaint for the next two decades (including the DC-3, which was similar).

TWA wanted no part of a combustion type system for safety reasons.

Douglas came up with what seemed to be a simple and practical steam heat system.

Water was metered from a tank in the cockpit through tubes to a boiler located on the right engine exhaust stack.

Steam was generated and piped to a radiator located beneath the cockpit.

Ram air, which was also metered from the cockpit, passed through the radiator where it was heated and mixed with cool air and ducted to the cabin. A thermostat, located in the front cabin, selected the desired temperature.

Cockpit temperature was selected by two push-pull levers located near the pilot.

The steam in the radiator was condensed and returned to the boiler for another cycle.

The problem developed almost immediately when various lines, including the tubes in the boiler, would develop leaks or break, draining the limited water supply. The original engine collector ring, exhaust stack and boiler were all made of a new stainless steel material that developed cracks with temperature extremes.

Spot welding was ineffective until CMH mechanic Ralph Charles found the right combination of flux etc., that would usually hold.

Later on, TWA built their own system using an Inconell material, but even this was not the panacea.

Depending on the size of the crack, the water or steam would soon be depleted, and if not discovered in time the system would freeze.

The pilots would be the first to know, as the cockpit was poorly insulated.

Even with heat, it was not uncommon in cold weather to have large buildups of frost where the air didn't circulate.

Many pilots wore their "long johns", boots and gloves.

Water could be replenished from a reservoir, also located in the cockpit, through a series of valves that was sometimes complicated.

When the reservoir was depleted, and it was still cold, any liquid would do in the emergency, such as coffee, tea, milk, soup and yes...even that (if the cockpit door was closed). Since the system only worked in the air, it could be a very cold cabin on the ground, or on the final descent to land when the engines were throttled back.

For the pilots there were a number of features that would take some time and experience to get used to. The older planes had the engine and prop directly in front which was part of their horizon or reference, now it would take a glance at the rateof-climb indicator to determine level flight. The two landing TARPA TALES

PAGE 11

HOW WILL I EVER MANAGE ALL THOSE INSTRUMENTS?

THE DC-2 COCKPIT

PHOTO FURNISHED BY ED BETTS

1933 - THE DC-1

By Ed Betts

lights located in the nose were sometimes a hindrance when they reflected the bright glare of snow, fog, etc. The windshields leaked like the proverbial sieve, bringing about the standard in flight weather report: "Light rain outside, heavy rain inside".

"Dutch" Holloway designed his own weatherproof apron for such conditions.

Applying the brakes was different from the Fords. Instead of a large handle in the center of the cockpit, the pilot now had to use his left hand to pull a handle located on the left side of the instrument panel. Individual braking was made by pushing the rudder pedal in the desired direction of turn, and hope.

Several pilots had a problem with a faulty selector valve and found themselves doing a 360 0 turn the wrong direction on a taxi way. A long legged pilot had to be careful in his pedal adjustment or he might not get full response to the brakes.

The brake drum and shoes were exposed to the elements which would sometimes make them ineffective or grabby. The usual solution, according to Jim Heimer, was to wash them down with a fire extinguisher.

Since there was no accumulator to store pressure, there were no parking brakes. The wheels had to be chocked both front and back, as the brakes only worked in a forward direction...if the plane started to roll backward, look out!

TWA's fleet of Fords and mail planes all had a landing speed in the 60 to 65 miles per hour range. With the use of 'speed brakes' (wing flaps) the DC-2 had the same final speed except that now there was an extra three to six tons of dead weight to get stopped in the same small airports. The flaps and the gear were a hand pump operation by the copilot or an ACM, if on board.

It took twenty seven pumps to get the gear up...the standard order was to have it retracted "before we are over the fence".

With a cold hydraulic fluid or a faster than normal airspeed the pumping was more laborious. Three heavy duty shock cords (bungee) assisted with the retraction, but if one of them broke, forget it.

The Sperry Autopilot was a highly advertised feature and used to good advantage by Tomlinson with a number of his demonstration and record flights. However, the line pilots generally preferred to hand fly the plane as the autopilot was too sensitive and yawed the tail, which would make passengers sick. Besides, the copilot needed experience or the practice in steering.

The copilots side was designed more for paper work than for making an approach as there were no flight instruments. Pilots carried a large navkit, for in addition to the usual maps, flashlights, hand tools (and maybe a gun) etc., there were 22 various forms or vouchers required aboard every passenger flight and an additional five when mail was aboard. The copilot was a "Jack of all Trades", especially on through stops: assisting with the refueling, the loading of bags, mail, sacks of sand for ballast, and passengers (checking tickets, etc.), closing the cabin door, checking the seat belts and arriving in the cockpit before takeoff. Once the gear was pumped up, and with the pilot's permission, it was back to the cabin to tend the passengers if needed.

TARPA TALES

PAGE 1 3

1933 - THE DC-1

By Ed Betts

The radios weren't much of an improvement, still full of static when needed the most. Position reports were made to the company every half an hour, although the exact location didn't seem to matter.

The monotony was sometimes broken with radio broadcasts giving a position relative to Blue Balls or Intercourse, Pennsylvania, or over 'Bessie', followed by a huge sigh. In later years a favorite was to report "proceeding up the right leg of Mercer (Mercer, Pennsylvania had a range and TWA had a hostess named Mercer).

The DC-1 was designed to operate most efficiently at high altitudes, cruising at 14,000 to 18,000 feet was not uncommon, particularly out west.

Oxygen was not standard equipment and was considered no problem except when trying to light a cigarette, although many a copilot or cabin attendant would collapse in their seat after walking about and one look at the altimeter would tell them why.

For the first two winters of operations (1933-1934), there was no anti-icing or de-icing equipment aboard...just avoid icing conditions.

Carburetor ice was always a threat, even in clear skies, and the only remedy was to lean the mixtures back until the engines backfired, pump the throttles and then enrichen again.

Ice on the propellers was also a problem and the usual procedure was to pump the throttles and shift the prop pitch.... some ice might break off, but not evenly, which would cause various degrees of vibration. The increased vibration would break off more ice, which would slam against the metal fuselage with a loud bang. Flying in these conditions could be very disconcerting to the passengers (and crew)....engines backfiring, severe vibrations and ice banging on the side.

So long as the basic shape of the airfoil wasn't changed, the DC-1 could carry a tremendous load of ice, probably better than any plane ever produced. The added weight was no problem, as Tomlinson and Bartles once had the plane overloaded by six tons for a record flight for a speed and weight category.

Checking out was of little problem for the pilots, it was just another "tail dragger", although they had a healthy respect for the plane's tendency to ground loop in a crosswind. An unlocked tailwheel invited the maneuver . After landing it was usually a two-man job to get the plane stopped as the pilot had his left hand on the brake lever, the right hand on the throttles and the copilot held the yoke. Compared to the DC-3, the main gear was stiff, which meant that if a three point landing wasn't near perfect, the plane was apt to gambol merrily down the runway and destroy the pilot's ego. The recommended landing was to fly it on with the tailwheel about six inches from the ground, and when on the ground, lower the tail. TWA couldn't afford much of a practice session for the pilots, just a few touch and goes was the usual qualification. Copilot checkout was a tour of the plane in the hangar.

TARPA TALES

PAGE 14

1933 - THE DC-1 By Ed Betts After delivery, the DC-1 was used for about two months flying the night mail between Glendale and MKC. Tomlinson and Richter alternated as pilots, over one night and back the next, with some of the senior line pilots going along for the experience.

Maintenance supervisors Johnnie Guy and Ralph Ellinger rode along taking frequent notes of the aircraft and engine performance. Besides some limited pilot training the plane was used for numerous demonstration flights about the country to acquaint the public with what TWA would soon be featuring on their schedules.

On February 9, 1934, Frye and Richter were piloting a series of publicity flights with the DC-1 in the Fresno area. Bob McCormick had arranged for a number of the city fathers and other VIP's to come along for a short ride. Bob went along on the last flight of the day, riding in the cockpit. An important message came on the company radio...President Roosevelt had announced that all mail contracts had been cancelled and, effective the 19th, the Army would carry the mail! There was a hurried deplaning of the passengers as the two executives made their way back to Glendale. **********

EPILOGUE (from: http://en.wikipedia.org/wiki/Douglas_DC-1) Operational history Only one aircraft was produced, the prototype made its maiden flight on July 1, 1933,[6] flown

by Carl Cover. It was given the model name DC-1. During a half year of testing, it performed more than 200 test flights and demonstrated its superiority versus the most used airliners at that time, the Ford and Fokker Trimotors. It was flown across the United States, making the journey in a record time of 13 hours 5 minutes.

TWA accepted the aircraft on 15 September 1933 with a few modifications (mainly increasing seating to 14 passengers and adding more powerful engines) and ordered 20 examples of the developed production model was called the Douglas DC-2.[7] The DC-1 was sold to Lord Forbes in the United Kingdom in May 1938, who operated it for a few months before selling it in France in October 1938. It was then sold to Líneas Aéreas Postales Españolas (L.A.P.E.) in Spain in November 1938 and was used by the Spanish Republican Air Force as a transport aircraft.[8] Later operated by Iberia Airlines from July 1939 with the name Negron it force-landed at Malaga, Spain in December 1940 and was damaged beyond repair.[7] >1HJURQ LV D FLW\ LQ 6SDLQ (G @

TRANSCONTINENTAL & WESTERN AIR, INC. EXECUTIVE OFFICES—1801 GENERAL MOTORS BUILDING. 1775 BROADWAY, AT 57TH STREET, NEW YORK. N. Y. Member Air Tropic Conference GENERAL OFFICES—MUNICIPAL AIRPORT. KANSAS CITY. MISSOURI OFFICERS Richard W. Robbins. President.

D. M. Sheaffer . Chairman Executive Committee.

Col. Charles A. Lindbergh, Chairman of Technical Committee.

J. L Maddux, Vice President.

Jack Frye, Vice President-Operations.

T. B. Clement. Vice President—Traffic.

W. J. Barry, Secretary and Treasurer.

F. G. Wilson. Comptroller.

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TARPA WEBSITE MESSAGE BOARD INSTRUCTIONS (Pilots Forums)

By Capt. Bob Willcutts

10/1/2011

At web address: www.tarpa.com you will see the Home Page below.

Look in the left menu column and select MSG BOARD.

You will see this page. If you wish to reply or post your own messages, you must be aregistered user.

If registered, click on {Log In} near the upper right corner. If you are not registered or are a new member to this site. click on REGISTER USER in top menu and follow instructions.

You will then see the “Log In” page below. Read the instructions and then follow them to the letter.

10/12/2011

Enter your USERNAME and PASSWORD (not the same as used in the DIRECTORY)

Click here if you forgot your password (passphrase)

You should then see the TWA Pilots Forum Page as shown below where you can read, reply and write your messages. Please note the menu item in the top menu bar and to the rightâ&#x20AC;ŚFAQ (Frequently Asked Questions). Please browse this as it will help you do many of the things that this Message Board is capable of. Be sure to LOG OUT when finished.

10/12/2011

To set up your Profile information click on MY STUFF in the top menu and the following screen should appear. Look to the left and click on EDIT PROFILE, then follow instructions.

Most pages have instructions for their use. Please browse the FAQâ&#x20AC;&#x2122;s to find answers before contacting the Message Board Administrator. One important thing for both the Directory and the Message Boardâ&#x20AC;Ś.please be sure to have a VALID email address as most responses from this website are automatic and are sent to your real email address which is in your profile.

Here are the available Forums for Discussion.

10/12/2011

TARPA DIRECTORY INSTRUCTIONS

by Capt. Bob Willcutts 10/1/2011

From: www.tarpa.com Home Page: left column, click Directory

Enter your USER ID: ##### (five digit number) and PASSPHRASE: (assigned by Tarpa System) Then click on LOG IN button. If you do not have or remember your USER ID and/or PASSPHRASE, click on SEND LOGIN INFO button.

NOTE: If you cannot remember or do not have a USER ID: and PASSPHRASE, then click on the SEND INFO button. You should receive your info via Email. If you do not receive any info, then email tarpa@tarpa.com and request log in info.

TARPA MEMBERS ONLY

You should now be at the DIRECTORY PANEL as shown below.

10/12/2011

Where it says: My Info: at bottom of the panel, you can VIEW (view your information), EDIT (your information), or LOG OUT.

From the following “Array” you can “EDIT” your information. You need not enter anything in the Pass Phrase boxes unless you wish to change your Pass Phrase. The STATUS box will only accept 3 characters. Status can be R for retired, A for active, E for Eagle.

End

10/12/2011

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MEMBERSHIP APPLICATION All former TWA cockpit crewmembers are eligible for membership in TARPA. Annual dues are $50.00.

EAGLE’S (75 and older) dues are $40.00.

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

Name _____________________________________________________ Spouse/Guest ______________ Last

First

Address 1 (From _________ to __________) every year. If not, explain: _________________________ Month

Month

Street _______________________________________________________________________________ City _______________________________ State _______ Zip ______________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________

Address 2 (From __________ to __________) Month

Month

Street ________________________________________________________________________________ City _______________________________ State ________ Zip _____________ Telephone ( ___ ) ____ ______ E-Mail ______________________________________ Capt. F/O F/E Other ________________________________ Retirement date _____________ Mo./Year

Signature ____________________________________ Date _ _ /_ _/_ _ _ _ Mo

Day

year

TARPA TOPICS SUBSCRIPTION ONLY For our friends who do not meet our membership requirements, TARPA offers regular subscriptions to our magazine, TARPA TOPICS. Simply fill out the application above, indicate “subscriber”, and make your check out for $40.00.

Make checks payable to TARPA Return form to:

Ed Madigan TARPA Secretary/Treasurer P. O. Box 3565 Incline Village, NV 89450

edmadigan@charter.net rev.11/2009

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