Category AN AIRIINE AN0 ITS AIRCRAFT

Historic Prototype

The World’s First Modern Airliner

In 1933, the Boeing Aircraft Company had produced a twin – engined aircraft that most authorities, notably Britain’s Peter W. Brooks, considered to be the world’s first modern airliner, in that its monocoque fuselage and stressed skin wing, par­tially retractable landing gear, engines faired into the wing, together with other improvements, marked a big technical advance over the steel framework and heavy wing spar design of aircraft like the Ford Tri-Motor. The resultant superior aerodynamics gave the Boeing 247 a 60% speed improve­ment over the Ford, reducing the transcontinental flying time to about 18 hours, or less than a day.

 

TRANSCOnYiNENTAL a WESTERN AlR INC

 

General Performance Specifications
Transport Plane

 

1Xtt* All metal trlnotored oonoplane preferred but combination structure or biplane would be considered.

Mo. in internal structure mist be natal.

Power» Three engines of 500 to 650 h. p. (Wasps with 1Э-1 auperohmxgerj 6*1 compression O. K.),

  Historic Prototype Historic Prototype

lao be made for oomplate instruments,

_ Г~Гlying equipment, fuel oapaoity for oruiaiag range of 1000 miles at ISO a. p.h., orew of two, at leaat 12 pee – aengera with oomfortabie aaata and ample room, and the usual mieoallaneoua equipment oerried on a passenger plane of this type. Payload should be at leaat 2,300 lba. with full equip* sent and fuel for maxtixim range.

Perfonamnce

Top (peed tea level (minimus) 185 a. p.h.

Cruising speed aea level – 79 % top apeed 148 o. p.h. plus і-єга-и ng apeed not more than 65 a. p.h.

Rate of olloh aea level (mlnlnaim) 1200 ft. p. a.

Barrios celling (minimus) 21000 ft.

Serwioe oelling any two engines 10000 ft.

 

Transcontinental & Western Air ii interested in purchasing tan or eore trlaotorad tram port plena*.

X ta ettaohlng our general perforaenee ipeolflcatlont, ooTorlng this equipment and would appreciate your a d ті * і ng whether your Company la interested in thla mamif soturing Job.

If ao, approximately how long would It take to turn out the Гіг at plane for service teataT

 

Vary truly youra,

 

The Jock Frye Letter

At the time (before the Black-McKellar Air Mail Act of 1934) aircraft manufacturers were allowed to own airlines, and Boeing Air Transport had been the foundation of United Air Lines. When Jack Frye wanted to place an order for the superior 247, he was politely told that United had booked the first 60 aircraft off the line, and that he would have to wait.

Frye’s exact reaction is not recorded; but it did result in a letter which he circulated to five other manufacturers, in which he set out a specification for a tri-motor that, in effect, was ten percent better than the 247 in every respect: size, speed, airfield performance, and comfort.

His wish was granted. The Douglas Aircraft Company, of Santa Monica, California, not only met all the require­ments, but did so with a twin-engined design that eliminated the shortcomings of the fuselage-mounted center engine: noise, vibration, and pilot visibility.

  Historic Prototype

Jack Frye’s role in specifying
the basic design of the Douglas
DC-1 (by his famous letter to the
manufacturers in 1933) was a
landmark of inspired leadership.
On 30 April 1935, he broke the
transcontinental speed record
by delivering the mail from
Los Angeles to New York in
11 hr. 30 m.

 

Thia plane, fully loaded, oajst melee satisfactory telce-offs under good oontrol at any TWA airport on any combination of two angina a.

 

jt/os

 

Please oonaider thia inforamtion confidential and return ipeolfioatIona if you are not interested.

 

Aeneas City, Missouri. August 2nd, 1932

 

This is a copy of the two-page “Jack Frye Letter” that laid down the specification for the aircraft that emerged as the first of the Douglas twin-engined series, DC-1, DC-2, and DC-3. It changed the course

of airline history.

 

This photograph, of the Douglas DC-1 at the Grand Central Air Terminal, Glendale, epitomizes the maturing air transport industry in the United States. T. W.A. ’s line of twin-engined Douglases eclipsed all others for a decade.

 

The Boeing 247 was the first passenger transport airplane that could be described as a modern
airliner, flying some 60% faster than the Ford Tri-Motors that it replaced.

 

Historic PrototypeHistoric PrototypeHistoric Prototype

Martin 202

Problems with the 202

The launch customer for the Martin 202 had been Northwest Airlines, which had picked up the first-in-line 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 Con­vair 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 T. W.A. Hughes took one for himself. T. W.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 manu­facturer. The 404s followed into service on lONovember 1951, and served T. W.A. well, in the shadow of the Constellations, for a whole decade.

Martin 202

The Martin 404, with one more row of seats than the 202, served T. W.A. throughout the 1950s, starting service on 10 November 1951. This is a picture of Skyliner Baltimore, recognizing the city where it was built.

Martin 202

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 death was a great loss not only for T. W.A., but for the U. S. airline industry as a whole.

More Range

The Need for Non-Stops

Airline passengers as a rule wish to take their journeys with­out the inconvenience of having to stop en route. They simply wish to reach their destinations as quickly as possible. Thus, during the best years of the piston-engined era, the airliner manufacturers were able to develop their products so that the Douglas DC-7s and the Lockheed Constellation series could offer first, non-stop transcontinental range in the U. S.A. (about 2,500 miles), then non-stop trans-Atlantic (about 3,500 miles). Later improvements brought non-stop U. S. west coast to Europe, and, in the 1970s, California-Japan.

New York – Tokyo

The Boeing 747 could accomplish all these missions with ease. But Pan American Airways wanted something more: no less than New York to Tokyo non-stop, a distance of 6,754 statute miles, with a full payload. The Boeing Company obliged with a special version of its Jumbo Jet, the Special Performance variant, or the Boeing 747SP. This was achieved by providing extra tankage and more powerful engines, but mainly by shortening the fuselage to lighten the all-up weight.

Pan American opened its New York-Tokyo route on 25 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 match­ing 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 Doug­las, which found difficulty on matching such range with its DC-10s) 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
tralia’s population, for example, is less than that of New York or California, so the potential traffic for non-stop routes, although measurable, was not enough to justify an airline fleet. And the traffic across the Atlantic still concentrated on the major destinations in northwest Europe, and did not need Special Performance.

Today, a quarter of a century after the Boeing 747SP opened service, the urban populations all over the world have grown considerably, to bring one element of the gravity model up to acceptance level for fleet forecasting purposes. Southern and eastern Asia, especially, contain many cities, each with more than ten million inhabitants, and with strong commercial travelling requirements. But special versions of the world’s leading airliner types are no longer needed. The basic versions can all fulfill the most demanding ranges required by all the intercontinental airlines.

Were the 747SP to be reintroduced today, the market need would no doubt generate greater sales than in the 1970s. But today’s front-line flagships can all fly ranges sufficient for all the trans-ocean city pairs. The Airbus A340, the Boeing 767, and the Boeing 777 can theoretically encircle the world at the temperate zone latitudes with only one stop.

More Range

In addition to its shortened fuselage, the 747SP had a taller vertical fin and ‘clean’ wing trailing edges, devoid of ‘canoe’flap track faring s as seen on the 747-100 (see page 83).

 

More Range

Подпись: Engines Pratt & Whitney JT9D-7A (50,000 lb.) x 4 Length 185 feet MGTOW 630-700,000 lb Span 196 feet Range 7,500 miles Height 65 feet Подпись:More Range

More Range

THE EARLY BOEING 747S COMPARED

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 on its way, and the performance and potential of the new generation of this wide-bodied twin airliner usuiped the merits of the SP.

Start of a New Era

Start of a New Era

This is a rare colored photograph of a Douglas DC-2 during the mid-1930s. (Charles Baptie)

 

Start of a New Era

In addition to its superior performance, 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.

 

Start of a New Era

This beautiful picture was taken in the 1970s, when T. W.A. 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 progenitor, the DC-2, was the one that established the superiority of the basic design. It was (as T. W.A. president, Jack Frye, had specified) faster, bigger, more comfortable, and more economical to operate, than the Boeing 247.

 

Подпись: Engines Wright SGR-1820 Cyclone (710 hp) x 2 MGT0W 18,200 lb. Range 800 miles Length 62 feet Span 85 feet T.W.A. DOUGLAS ІС-2 FLEET Подпись:Start of a New EraПодпись:Подпись:Start of a New Era

The Second Line

MARTIN 202A FLEET MARTIN 404 FIEET

Fleet

No.

Regn.

MSN

Date into Service

Name

Disposal and Remarks

401

N40401

14101

20 Feb 52

Skyliner Baltimore

First T. W.A. aircraft with Hughes Ter­rain Warning indicator. Sold to Pied­mont Airlines 9 Jan 62. Written off at Wilmington, Delaware, 22 Aug 62

402

N40402

14102

2 Feb 52

Skyliner Indianapolis, later Skyliner Chicago

Sold to East Coast Flying Service, 28 Jun 61. Then to Piedmont, 1 Feb 65; Mark Aero. St. Louis, 1972-74. Scrapped 1 Jul 76.

403

N40403

14103

10 Nov 51

Skyliner Pittsburgh

Crashed Pittsburgh, 1 Apr 56

404

N40404

14104

30 Nov 51

Skyliner Philadelphia

Crashed Las Vegas, 15 Nov 56

405

N40405

14105

6 Dec 51

Skyliner New York

Sold to Piedmont Airlines, 2 Feb 62. With Piedmont until 1969. Several owners

406

N40406

14106

13 Dec 51

Skyliner Washington Dt

Sold to California Airmotive 15 Feb 60. Leased to Hughes Tool Co. for radar testing. 18 Feb 60—Feb 61. With Piedmont Airlines, 2 Feb 65-Dec 69. Atlantic Southeast Airlines 1972.

407

N40407

14107

14 Dec 51

Skyliner Indianapolis

Sold to Piedmont, 31 Jul 61. South­east, May 72; Provincetown – Boston/Naples Airlines, 6 Jan 76

408

N40408

14108

25 Dec 51

Skyliner Columbus

Sold to Pacific Air Lines, 26 Sep 60. Then to Piedmont 9 Apr 66-Mar 73. Several owners, inc. Valley Marlin, Inc., cropdusting

409

N40409

14113

28 Dec 51

Skyliner Dayton

Leased to Pacific, 24 Apr 60 and then sold to Pacific 30 Jun 60. With U. S. Atomic Commission, Las Vegas, 1967­76. In 1996, fuselage trucked to Fresno for "haunted house" attraction

410

N40410

14114

3 Jan 52

Skyliner Cincinnati

Sold to Piedmont, 31 Jul 61. With Piedmont until 1968

411

N40411

14115

15 Jan 52

Skyliner St. Louis

Sold to Piedmont, 31 Jul 61. With Piedmont until 1970

412

N40412

14116

27 Jan 52

Skyliner Wheeling

Sold to California Airmotive, 11 Mar 60. Montex Drilling Co. 12 Mar 60. Several owners. Crashed, Atlanta, 30 May 70.

413

N40413

14117

22 May 52

Skyliner Louisville

Sold to Piedmont 12 Nov 62. PBA/Naples, 1976

414

N40414

14118

1 Jun 52

Skyliner Boston, later Skyliner Dayton

Sold to Piedmont, 31 Jul 61. Several owners after 1972. Used for fire drill at St. Louis, 1988

415

N40415

14119

2 Jun 52

Skyliner Albany

Sold to Piedmont, 31 Jul 61. Several owners after 1973, inc. PBA/Naples 1976

416

N40416

14120

2 Jun 52

Skyliner Binghamton

Crashed on Sandia Mountain, Albu­querque, 19 Feb 55

417

N40417

14123

3 Jun 52

Skyliner Williamsport

Sold to Piedmont, 31 Jul 61. Several owners after 1968, inc. Atlantic South­east

418

N40418

14124

3 Jun 52

Skyliner Newark

Sold to Piedmont, 31 Jul 61. Several owners after 1968, inc. Frontier Air­ways, in California, as cropduster.

 

Fleet

No.

Regn.

MSN

Date into Service

Name

Disposal and Remarks

419

N40419

14125

13 Jun 52

Skyliner Wilmington

Used by Martin, 5-10 Jun 52, for gross weight testing. Sold to Piedmont, 31 Jul 61. Several owners after 1972, and registered in Haiti

420

N40420

14126

7 Jun 52

Skyliner Allentown

Sold to Piedmont, 31 Jul 61. Several owners after Apr 69

421

N40421

14127

14Jun 52

Skyliner Harrisburg, later Skyliner Washington

Sold to Piedmont, 31 Jul 61. After Nov 69 with U. S. Aircraft Sales and Atlantic Southeast. In 1988 reportedly used for smuggling in Bahamas

422

N40422

14128

19 Jun 52

Skyliner Kansas City

Sold to Pacific Air Lines, 26 Sep 60. Several owners after 1968

423

N40423

14129

20 Jun 52

Skyliner Reading

Sold to Piedmont Airlines, 31 Jul 61. Several ov/ners after 1972, inc. PBA/Naples and San­tiago Freighters (HI-501)

424

N40424

14130

20 Jun 52

Skyliner Toledo

Sold to Piedmont Airliens, 31 Jul 61. Several owners after Jul 68, inc. Southeast and PBA/Naples, Nov 75

425

N40425

14131

28Jun 52

Skyliner Zanesville, later Skyliner Easton

Sold to California Airmotive, 24 Mar 59; then to Houston Lumber, before Piedmont Airlines Moy 66—Apr 69. Several owners, inc. South­east and PBA/Naples. 1972-1978, then to Beringuen Air Leasing.

426

N40426

14132

4 Jul 52

Skyliner Mansfield, later Skyliner Bethlehem

Sold to Remmert Werner (Beldex Corp.) 11 Feb 59, then to Kewanee Oil Co. From 1972 to 1976 with Danny Davis and the Nashville Brass band. In 1988 with Dade County Public School System, as instructional airframe.

427

N40427

14133

12 Jul 52

Skyliner Fort Wayne

Leased to Pacific Air Lines, 25 Apr 60 and sold to Pacific 30 Jun 60. Several subsequent owners. Crashed 1 Sep 74, Norfolk, VA

428

N40428

14134

16 Jul 52

Skyliner South Bend

Sold to Outboard Marine Corp., Milwaukee. Travel club in 1970. Several owners. Reported with CAMBA, Bolivia (CP-1318) 1988

429

N40429

14135

17 Jul 52

Skyliner Peoria

Sold to California Airmotive, 10 Mar 59. Sev­eral owners, inc. Sun and Wind Co., 1988 U. S. Aircraft Sales Dec 68. Atlantic Southeast, 1972

430

N40430

14136

21 Jul 52

Skyliner Quincy later Skyliner Oklahoma City

Sold to Piedmont Airlines, 31 Jul 61. U. S. Air­craft Sales Dec 68. Atlantic Southeast, 1972.

431

N40431

14166

23 Jul 52

Skyliner Terre Haute

Sold to California Airmotive, 4 Aug 59. With Piedmont Airlines, Nov 64—Sep 68. Several owners, inc. Atlantic Southeast, 1972

432

N40432

14167

25 Jul 52

Skyliner Detroit

Leased to Pacific Airlines, 12 Nov 59, and sold to Pacific 30 Jun 60. Several owners, inc. CAMBA, Bolivia, 1988 (CP-1570)

433

N40433

14168

14 Aug 52

Skyliner Cleveland

Sold to Piedmont Airliens, 31 Jul 61

434

N40434

14169

20 Aug 52

Skyliner Topeka

Sold To Essex Productions (Frank Sinatra) (N710E) 11 Jun 61. Several subsequent owners. Scrapped at St. Louis, Jul 76

435

N40435

14170

21 Aug 52

Skyliner Wichita

Sold to Pan-Air Trading for СОРА, Panama, 2 Feb 61 (HP-302). Then to Piedmont Airlines, Oct 65. Crashed, New Bern, NC, 20 Nov 66

436

N40436

14171

29 Aug 52

Skyliner Wilkes-Barre later Skyliner Scranton

Leased to Pacific Air Lines, 18 Jan 60, and sold to Pacific 30 Jun 60. Several subsequent owners.

 

The Second Line

MARTIN 202 FLEET

 

N93049

N93047

9132

9233

Acquired on 30 Jun 60 from Southwest Airways (later Pacific Air Lines) in trade

N93056

9146

for Martin 404s. Never operated by T. W.A. 9131-9149 sold to Martin Air Leas-

N93060

9149

ing, Inc., 17 Nov 61; 9162 sold to Delta Aircraft & Engine Company, 8 Sep 60

N93041

9162

 

 

LOCKHEED TRISTAR FLEET

 

Delayed Debut (or the L-1011

The advent of the Boeing 747 wide-bodied airliner stimulated a surge of airline traffic growth throughout the world and across the United States. The potential market encouraged other man­ufacturers to add more wide-bodied types (8-10 abreast seating instead of 6). For the short-haul, the twin-engined European Airbus was to make its mark, and the traditional adversaries of piston-engined times entered the field. Douglas and Lockheed both offered tri-jet candidates that were quite similar in design. The former was quickly off the mark, and its DC-10 went into service with American Airlines on 5 August 1971.

 

Fleet

Number

Reg.

MSN

Delivery

Date

Remarks and Disposal

Model

L-1011-385-

1 TriStar

і

N309EA

1010

Leased from Eastern Air Lines Apr 72 – Oct 73, Apr 74 – Oct 74.

11001

N31001

1013

9 May 72

25 Jun 72,7W177 inaugural flight STL-LAX. Leased from and

returned to ING Aviation Lease, 20 May 95.

11002

N11002

1014

4 Jul 72

Destroyed by fire after aborted take-off JFK, NY., 30 Jul 92.

11003

N11003

1015

12 Aug 72

Stored Kingman, AZ., Jul 97.

11004

N11004

1016

30 Aug 72

Sold to Air Atlanta, Iceland, 25 Feb 98.

11005

N11005

1017

27 Sep 72

11006

N11006

1018

26 Sep 72

Eastern Air Lines leased 22 Nov 72 to 23 May 73.

11007

N31007

1026

7 Apr 73

Destroyed by ground fire, Boston, 19 Apr 74.

11008

N31008

1028

21 Apr 73

Stored Kingman, AZ., Jan 97.

11009

N31009

1029

16 May 73

Leased, returned to First Security Bank of Utah, 24 Nov 92.

11010

N31010

1030

29 May 73

Leased, returned to ING Aviation Lease, 19 Nov 92.

non

N31011

1031

1 Jun 73

Leased, returned to Interface Group Inc., 19 Dec 92.

11012

N41012

1034

20 Jun 73

Shepherd II. Leased, returned to Interface Group Inc.,

19 Dec 92.

11013

N31013

1035

4 Jul 73

Sold to GP Aer Lease Limited, 15 Nov 97.

11014

N31014

1036

4 Jul 73

Sold to Air Transat, 30 May 96.

11325

N325EA

1051

Leased from Eastern Air Lines Apr 75 – Oct 75.

N326EA

1054

Leased from Eastern Air Lines Apr 74 – Oct 74.

11015

N31015

1059

23 Jan 74

Leased, returned to First Security Bank of Utah, 7 Dec 93.

11016

N41016

1060

1 Feb 74

Leased, returned to Pegasus Aircraft Partners, 28 Apr 97.

11017

N15017

1063

23 Feb 74

Big Apple Express. Sold to Elmo Ventures Ltd., 31 Mar 98.

11032

N31032

1124

24 Feb 76

Sold to Saudi Arabian Airlines, 25 Feb 76.

11033

N31033

1130

23 Feb 76

Sold to Saudi Arabian Airlines, 24 Feb 76.

 

The Big Tri-Jet

The L-10U TriStar, N31001, shows the revised ‘outlined’ TRANS WORLD marking.

 

The Big Tri-JetThe Big Tri-Jet

The Big Tri-JetThe Big Tri-Jet

Подпись: Engines Rolls-Royce 211 RB-22B (42,000 lb) x 3 Length 178 feet N1GT0W 430,000 lb Span 155 feet Range 2,600 miles Height 55 feet The Big Tri-Jet

Подпись: MGTOW (lb) Sample TWA Seating TriStar 1 TriStar 50 TriStar 100 430.000 450.000 474.000 F28/C48/Y199 FI 8/C40/Y214 FI 8/C40/Y214 Otherwise the performance and dimensions of the different series were the same.

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 intervention by the British government. Production of the Lockheed L-1011 TriStar was in abeyance for many months. Then, on 29 March 1968, the program was launched in grand style, 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.

The Big Tri-Jet

COMPARISON OF L-1011 VARIANTS UP BY TWA

Douglas DC-2

14 seats » 190 mph

Douglas DC-2

the unique douglas вс-в

Douglas DC-2

One of the early DC-2s poses for the camera.

Tine Douglas DC-1

Only nine months after the $125,000 contract was signed, the Douglas DC-1 made its first flight on 1 July 1933, and was delivered to T. W.A. On 13 September. Jack Frye and Paul Richter flew it to Kansas City, 1,450 miles, averaging 205 mph. The airline operated the unique DC-1 for a few years, even on a few scheduled services, then it was sold to Howard Hughes in January 1936. It eventually passed to Lord Forbes in Eng­land, and finished up as a military transport during the Spanish Civil War in 1938. It crashed at Malaga in December, 1940.

The Douglas DC-2

The DC-1 had 12 seats, two more than the 247’s 10; but T. W.A. and Douglas quickly realized that by adding two more feet to the fuselage, this could be improved to 14. The result­ing Douglas DC-2 first flew on 11 May 1934, went into serv­ice one week later, and the world of airlines was never the same again. It chased the 247s off the main-line U. S. airways, and when, on 1 August 1934, T. W.A. introduced it on the transcontinental “Sky Chief’ service, Jack Frye was more than vindicated in his vigorous initiative. A new era of airline serv­ice began, and as early as September, the Ford Tri-Motors were retired, to be used as freighters, or, in one unusual case, to be used as a floatplane ferry service in New York (page 44).

Подпись: Single-Engined Swan Song

Douglas DC-2Подпись: This Northrop Alpha incorporated Jack Northrop's innovative engineering ideas, including all-metal monocoque fuselage and stressed-skin metal wing. Douglas DC-2

The Northrop Alpha

Jack Northrop left Lockheed, and started his own com­pany, at El Segundo, California, to build his first high-speed aircraft, which incorporated all-metal construction, stressed skin for the wings, and a monocoque fuselage, together with other aerodynamic improvements, such as engine cowling and wing fillets. The main objective was to save weight; but it also improved the strength; and Northrop’s innovations became standard practice. T. W.A. introduced the Northrop Alpha in April 1931. It was a beautiful air­craft, and used only for mail. As indicated in the table below, it must have been difficult for the pilots to handle.

The Lockheed Orion

The wooden Vega (see page 36) was quickly superseded by the metal Lockheed Orion, the first airliner in the world to exceed 200 mph. It was welcomed especially by airlines that competed with the Ford operators, and captured the public imagination with the publicity value of speed.

The Orion was the first aircraft to employ flaps, to reduce speed on descent and landing. Nevertheless, its sur­vival rate was not as good as the new generations of multi­engined all-metal Douglas and Boeing modern airliners.

The Consolidated Fleetster

Also appearing in the early 1930s was the neat Consoli­dated Fleetster, a high-winged monoplane, with clean lines and a speed of 150 mph. But it carried only six pas­sengers, and was used sparingly by T. W.A. Like the Condor, it was recognizably, in the light of the Boeing 247 and Douglas DC-2 that came on the scene in 1933-34, the last of the generation of airplanes that had been outpaced by the explosive growth of air transport in the early 1930s.

Swan Song

The use of single-engined transport airplanes ended quite abruptly. Their record was not encouraging; and the con­ditions of the McNary-Watres Act ensured their speedy retirement front the commercial airways.

NORTHROP FLEET

Подпись: Fleet No. Regn. MSN Delivery Date Remarks and Disposal Alpha 1 NC947Y 7 17 Apr 31 Crashed near Roaring Springs, Penn., 11 Dec 33, severe icing 2 NC961Y 8 Apr 31 Sold to China, Jul 35 3 NC942Y 6 13 Apr 31 Destroyed by fire at Mobeetie, Texas, 14 Jan 32 4 NC933Y 5 13 Apr 31 Sold to China, Jul 35 5 NC999Y 4 Apr 31 Written off after emergency landing, Newhall, Cal., 15 Nov 34 6 NC966Y 9 20 Jun 31 Crashed near Steubenville, Ohio, 21 Mar 32 7 NC985Y 10 20 Jun 31 Crashed near Cross Forks, Penn., 26 Feb 33 8 NC986Y 11 24 Jun 31 Crashed 22 Sep 34 9 NC992Y 12 25 Jun 31 Crashed Pittsburgh, engine failure on takeoff, 10 Jan 33 10 NC993Y 16 25Jun 31 Engine fell off, pilot bailed out, aircraft landed by itself near Alton, Missouri, 3 Jul 32. Subsequently written off 11 NC994Y 17 25 Jun 31 Written off after crash landing near Glendale, Cal., after engine problem, 31 Jan 35 12 NCI 1Y 3 27 Nov 31 (N.A.T.) Only surviving Alpha. Donated to the National Air and Space Museum, Washington, 1976 14 NC127W 2 9 Mar 32 Crashed near Portage, Penn., 11 Dec 33, after encountering severe icing Delta 15 NCI 2292 3 4 Aug 33 Crashed near Albuquerque, 12 Nov 33, after engine fire Gamma 16 NR13757 8 Apr 34 Crashed 21 Jan 35 18 NC13759 10 Jul 34 17 NCI 3758 9 Jun 34 Made first transcontinental moil flight on 12-14 May 34 after the cancellation of mail contracts. Set transcontinental speed record, 11 hr 31 m., for mail planes. Subsequently used for high-altitude research by 'Tommy" Tomlinson. Aircraft retired in 1940 Подпись:Подпись: CONSOLIDATED FLEETSTER 20A FLEET
Подпись:“Tommy” Tomlinson, one of the great experimental test pilots of the 1930s,
is seen here with the Northrop Gamma which he used to demonstrate
“over-the-weather” flying. This led to the introduction of pressurized
airliners, the first 307s (see page 44).

Douglas DC-2

In contrast with Northrop’s low wing and Lockheed’s high wing design,
Ruben Fleet’s was unusual. At least the pilot had a good view.

Martin 404

40 seats • 280 mph

9 AIRCRAFT

Martin 404

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

Pratt & Whitney R-2800-CB16 (2,400 hp) x 2

Length

75 feet

MGTOW

44,900 lb.

Span

93 feet

Range

925 miles

Height

28 feet

 

Martin 404

T. W.A. AIRLINERS IN THE POST-WAR PERIOD

 

Type

Engines

MGTOW (lb.)

Cruise

Speed

Range

Seats

No.

Type

Total Horsepower

DC 3

2

P&W R-l 830

2,400

25,200

165

500

21-

Martin 202A

2

P&W R2800

4,800

42,750

220

1,380

36

Martin 404

2

P&W R-2800

4,800

43,650

220

1,080

40

049 Constellation

4

Wright R-3350

8,800

98,000

295

3,000

60

 

Martin 404

Tomorrow the World…

The astonishing success of the Constellation and Howard Hughes’s association with it was followed by the award of overseas routes to Europe (page 50). T. W.A. had won its spurs across the Atlantic Ocean during the Second World War (page 50). When the airline industry adjusted itself to postwar conditions, the airline consolidated its transcontinental net­work, and entered the world’s most competitive air route: between northeast U. S.A. and western Europe. After opening its first Atlantic service to Paris on 5 February 1946 (page 50), T. W.A.’s rapidly-expanding Constellation fleet was soon to be seen in many of the capitals of Europe and as far as the Middle East. T. W.A. reached Bombay on 5 January 1947, and Colombo by the summer of 1953. The aircraft carried the slogan Trans World Airline, and this was formally regis­tered as the new name for T. W.A. On 17 May 1950.

On 25 April 1956, the C. A.B. Examiner approved an extension from Colombo onwards to Bangkok and Manila, where the line would connect with Northwest’s trans-Pacific terminal. This would complete the round-the-world service— and challenge Pan American for that achievement. Service opened on 1 October, but was terminated in April 1959, because of dismal load factors on the eastern segments.

Much Changing of the Guard

Still controlling T. W.A.’s fortunes, Howard Hughes was, by this time, facing dissatisfaction within his top management, much of it of his own making. He was increasingly diverted by other interests, mostly of the feminine gender, leaving the day-to-day management to others. In February 1947, his long-time flying associate, Jack Frye, resigned, and took with him chairman T. B. Wilson, and executive vice-presi­dent Paul Richter, who dated back to Frye’s Standard Air Lines days in 1929. Lamotte Cohu became president, but effectively Hughes’s oil-drilling giant, Toolco, took control. Cohu resigned on 1 June 1948, and Warren Lee Pierson took over.

Things settled down when Ralph Damon was elected president on 25 January 1949. Damon came with formidable credentials (page 61) and for a few years, on Hughes’s behalf, he kept the T. W.A. ship on an even keel. They made a good team, and when Damon died of pneumonia on 4 January 1956, T. W.A. went through an uncertain period. Carter Burgess became president on 23 January 1957, but he did not last long, resigning on 8 December 1957, and Warren Lee

Pierson took over once again, only to hand over to Charles S, Thomas on 15 July 1958.

Bracing for the Jets

In spite of the problems of top management, and pilots’ strikes in 1946 and 1947, the airline made steady improve­ment, matching the competition both within the States and across the Atlantic. On 1 July 1947, Constellations began a transcontinental night service, with only only stop; at Chicago, in an eastbound journey time of just over ten hours. On 1 October 1948, the “New York Sky Chief’ and “Paris Sky Chief’ all-sleeper luxury service opened on the Atlantic route. De Luxe service Super Constellations, starting on 10 September 1952, reduced the transcontinental journey time further, and then, on 19 October 1953, the “Ambassador” service offered eastbound non-stop flights in 8 hours. On 1 June 1957, this was consolidated with Lockheed 1649A Star – liner service. In November 1955, the celebrated Denver Case, decided by the Civil Aeronautics Board, gave T. W.A. the authority to stop at Denver en route from Chicago to San Francisco. Overseas, T. W.A. opened a direct Polar Service from California to London on 29 September 1957.

While the airlines were still emphasizing luxury and creature comforts, the balance of air travelling public was changing. The dominance of business travel was giving way to a growing tourist and leisure market. On 1 April 1952, all the members of the quasi-cartel IATA (International Air Transport Association) introduced Tourist-Class fares across the Atlantic; and this was followed by Economy Class on 1 April 1958. As an IATA member, T. W.A. kept pace with the changing fare structures.

Storm Clouds

Possibly because T. W.A. had lost, by Damon’s death, an accomplished administrator who could steer it through rough waters, the airline ran into difficulties during the late 1950s. In spite of continued traffic growth and increases in fleet strength, T. W.A. lagged behind in the queue to buy jet air­craft. Pan American Airways had set the world of airlines into a spin on 13 October 1955, when it ordered 20 Boeing 707s and 25 Douglas DC-8s, to launch the Jet Age in earnest (after the British de Havilland Comet had set the pace in 1952, but had paid the price with structural problems). Hughes finally ordered 8 Boeing 707-I20s in February 1956, but showed his preference elsewhere. He ordered 30 Convair

880s (at first called the 600 Skylark), in June of that year, ignoring the other established manufacturers of big airliners, Douglas and Lockheed.

There was a brief flirtation with the long-range Bristol Britannia turboprop (page 59), but the jets were inevitable, and Hughes ordered 25 more Boeing 707s in May 1957. However, the finances were such that even Toolco, once the almost limitless source of capital, needed help. It came from the insurance giant, Equitable Life, which insisted on a long­term financing plan. This was to have long-term repercus­sions on the fortunes of the multi-millionaire owner.

T. W.A. Takes a Gamble

But the show went on. In spite of a company-wide strike in November 1958, the first Boeing 707 was received on 17 March 1959, and put into service only three days later. Facing transcontinental competition from American Airlines, which had started jet service coast-to-coast on 25 January 1959, T. W.A. took a gamble. It operated its New York-San Francisco route for a whole month with only one aircraft; and the fact that that N732TW held out, without a single cancellation, was a great tribute to its engineering staff at Kansas City.

They could never have done it with even the best of the piston-engined airliners. An inspection, at least, would have been necessary, possibly an engine change. But the 707’s Pratt & Whitneys held out.

Martin 404

This 707 is seen here climbing out over the entrance to San Francisco Bay.

143 seats • 600 mph

 

Martin 404

Artist’s Note

The legendary Raymond Loewy designed T. W. A.’s elegant new ‘arrowhead’ cheatline. Pilots were quoted as saying “The jet looked like it was going 600 mph on the ground!"

The Jet Age Begins

The jet engine, invented by Hans von Ohain in Germany and Sir Frank Whittle in England during the 1930s, was not operational until the closing stages of the Second World War. Most aviation authorities considered that their use would be only for military types because the fuel 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 struc­tural deficiencies, which led to its withdrawal in 1954, but it did prove the viability of jet air­liners 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 Over­haul) 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 first 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 productiv­ity was four times as great. Yet the world air traffic demand kept pace, thanks to the introduction of economy fares. The Jet Age had begun, and transformed the world of air transport.

Engines

Pratt & Whitney JT3C-6 (13,500 lb. thrust) x 4

Length

145 feet

N1GT0W

247,000 lbs

Span

131 feet

Range

3,000 miles

Height

42 feet

Martin 404

T. W.A. had four Boeing 720s. This variant of the Boeing 707 was 8 feet shorter than the -100 series,

with 14 fewer seats.

Подпись: 7747 N70774 17610 22 Dec 1967 12 Nov 1971 7748 N70785 17612 31 Dec 1967 16 Nov 1971 7746 N74612 18012 8 Dec 1967 11 Nov 1971

Подпись:Martin 404Подпись: Fleet No. Regn. MSN Remarks N1007 5057 9801 N7961S 5116 727 trainer 9802 N7962S 5118 707 trainer

BOEING 707-131

Fleet

No.

Regn.

MSN

Delivery Dat

> Date of Sale

Remarks

7731

N731TW

17658

8 Jul 1959

3 Dec 1971

7732

N732TW

17659

17 Mar 1959

1 Dec 1971

7733

N733TW

17660

30 Mar 1959

2 Nov 1971

7734

N734TW

N16648

17661

3 Apr 1959

9 Dec 1974

Sold to Carbourne Corp., 20 Dec 1971. Repossessed and reregistered, 15 Jan 1973. Sold to Israel Jan 1975.

7735

N735TW

17662

18 Apr 1959

8 Mar 1971

Sold to Air International.

7736

N736TW

17663

29 Apr 1959

8 Dec 1971

7737

N737TW

17664

10 May 1959

15 Dec 1971

Hijacked to Shannon, 1 Nov 1969.

7738

N738TW

17665

13 May 1959

17 Dec 1971

7739

N739TW

17666

28 May 1959

19 Dec 1971

7740

N7401W

17667

28 May 1959

11 Dec 1971

7741

N741TW N16649

17668

13Jun 1959

9 Dec 1974

Sold to Carbourne Corp., 20 Dec 1971. Reregistered and repossessed, 15 Jan 1973. Sold to Israel Jan 1975.

7742

N742TW

17669

1 Jul 1959

6 Nov 1967

Destroyed by fire after aborted takeoff from Cincinnati.

7743

N7431W

17670

10 Jul 1959

22 Apr 1970

Destroyed by fire on the ground at Indianapolis.

7744

N744TW

17671

14 Jul 1959

25 Nov 1971

7745

N7451W

17672

1 Aug 1959

28 Nov 1971

All purchased by Hughes Tool Co. (Toolco) (N731TW – N745TW) and leased to T. W.A. at $2,500 per day. Except where noted, all aircraft sold to Israel Aircraft Industries (IAI)

BOEING 707-124

All Boeing 707-124s ex-Continental Airlines, sold to Israel Air­craft Industries.

* All Boeing 707-13 IB aircraft (N746TW – N86741) sold to Boeing Military Airplane Co., except where noted.

*Two more 707-131Bs, 6760/N760TW (18398) & 6780 N780TW (18399) ordered but cancelled and not built.

BOEING 707-13IB*

This eye-catching painting by artist Ren Wicks, captures the glamour of the early jet age, with a T. W.A. Boeing 707flying (a little off the designated approach path) over the center of Paris.

Martin 404

LOCKHEED 1329 JETSTAR 6

The Long-Haul Twin

The Long-Haul Twin
Подпись:

The Two-Man Crew

During the 1970s, the number of crew on the flight deck had become an important issue, not only because of the elimination of radio officers, navigators, and engineers per se, but because reducing the statutory number from three to two had a significant effect on the operating costs. Four or five complete crews are required to operate an airliner that is being worked at a high utilization rate, so that the airlines encouraged any move towards reducing crew expenses. In the USA, Douglas had initiated the practice with its DC-9s and Boeing followed with the 737s.

The 767 is Launched

Production of the Boeing 767 began when United Airlines placed an order on 14 July 1978. The first flight was on 26 September 1981, and United put it into service on 8 Septem­ber 1982. During the development period, the F. A.A. was still conducting trials for two-crew operations, following the con­
clusions of a presidential task force, announced in July 1981. In fact, the first 767s off the line were retrofitted for two – crew, as Boeing had had to go ahead with the then current regulatory limitations. The first two-crew flight deck made its initial flight on 27 May 1982 — just in time for United’s inaugural — and a versatile new airliner generation was bom.

Outstanding Success

The 767 was outstandingly successful. It proved its worth — thanks largely to the two-crew factor — operationally and eco­nomically, on all routes, short-haul, medium-haul, and long – haul. Its prowess in this last category, in which the reliability of the engines exceeded all expectations, led to serious thoughts as to the possibility of using it for trans-ocean operations.

ETOPS (originally EROPS-extended range…)

In May 1985, the F. A.A. approved the Boeing 767 for Extended Twin-Engine Operations (ETOPS) of up to 120

minutes from an alternate airport. The program was so suc­cessful that in March 1989, the 767 was approved for a
180-minute diversion. This was a far cry from the late 1960s, when airliners could not even fly in a straight line from New York to Miami, because of the distance from an alternate air­port for part of that route. ETOPS was one of the most impor­tant developments in the history of air transport, with thoughts of so-called “four-engined safety” long forgotten, overtaken by technology.

BOEING 767 FLEET

Lockheed Vega 5 and Orion 9E

6 seats • 150 mph
6 seats • 180 mph

Lockheed Vega 5 and Orion 9ELockheed Vega 5 and Orion 9EПодпись: ORION 9E Engine Pratf & Whitney Wasp (450 hp) Length 27 feet MGTOW 5,200 lb. Span 43 feet Range 750 miles

VEGAS

Engine Pratt & Whitney Wasp (420 hp) MGTOW 4,2171b.

Range 600 miles

Length 27 feet

Span 41 feet

ШСКНЕІІ SINGLE-ENGIMSD FLEET

Fleet

Delivery

No.

Regn.

MSN

Date

Remarks and Disposal

Vega

L-l

NC6525

9

Jul 28

Type 1, converted to 5C. Used by Maddux Air Lines for charter work, especially for motion picture companies. Sold after accident at San

Diego mid-1929

L-2

NC7044

11

Aug 28

Type 1, converted to use R-685 engine. Also with Maddux until merger with T. A.T. Sold 1930 and used by several owners. Flown as a "rum runner" from Oklahoma to neighboring "dry" states.

Scrapped 1952.

251

NC624E

53

11 Dec 31 (into service)

Type 5. Sold to Hanford’s Tri-State Airlines.

253

NC497H

135

1931

Type DL-1B. Built by Detroit Aircraft Corp. Written off, 31 Jan 34, after forced landing, St. James, Missouri

254

NC288W

137

1932

Type DL-1B. Sold to Hanford’s 1934

255

NC483M

136

Mar 32

Type DL-1 B. Sold to Varney Speed Lines, 24 Jul 34

Altair BL-2A

252

NCI 2222

180

Sep 1931

Leased from manufacturer. Crashed at Columbus, Ohio, 10 Oct 31. Subsequently many owners, including Paul Mantz. Unservicable after 1965

Orion 9E

256

NCI 2277

192

11 May 33 (into service)

Crashed into Missouri River, Kansas City, 28 Jul 33

257

NCI 2278

193

11 May 33

Crashed near Albuqueque, 15 Jan 34

258

NCI 2283

195

11 May 33

Withdrawn from service, Feb 35

Faster Mail

T. W.A. had a few Vegas from the end of 1931, but used them mainly for mail, as the DC-2s soon made them redundant. Even so, Lockheed was establishing a reputation for building fast aircraft, and in 1933, Air Express, Inc., was operating a speedy transcontinental mail and express service, at first with Vegas, but even more successfully with Orions (see page 37).

Lockheed Vega 5 and Orion 9E

The Lockheed Vega was the first of several single-engined, mainly wooden, Lockheed types that, for a short time (until the introduc­tion of the Douglas DC-2) carried the transcontinental air mail faster than the Ford Tri-Motors.

The Urge for Speed

During the late 1920s, the contrast between the speed of racing airplanes and the slow, 100 mph (on a good day) Fords was becoming more evident, as the former types improved every year. Designed by John K. Northrop, the Lockheed Vega offered a practical compromise. Built of wood, and effi­ciently streamlined, it could fly much faster than the Ford, and could—unlike the racers—carry six passengers. Also, it cost only $17,500. The airline authority, Edward P. Warner, estimated that the better speed compensated for the smaller size, so that the operating costs per seat-mile were about the same as the Ford’s.

Lockheed Vega 5 and Orion 9E

The Lockheed Orion was the metal-built development of the original Vega. It is seen here during the winter of 1933/34 with, in the rear, a Northrop Alpha.

Подпись: DOUGLAS DC-3 FLEET LISTПодпись:Подпись:A World-Beater

The Douglas DC-2 had been an instant success, surpassing all other transport aircraft in performance and offering an unprecedented standard of airliner comfort. It had achieved everlasting fame when the Dutch airline, K. L.M., entered it for the England-Australia Air Race in October 1934, and to the astonishment of the world, came in second, among a field of specially-designed racing and sporting aircraft. Moreover, it carried four passengers and a load of mail, and stopped at all the K. L.M. stations along the route. This led to export orders for Douglas, to Europe, Australia, and to China.

The DST

While T. W.A.’s Tommy Tomlinson was conducting his exper­iments with the Northrop Gamma (see page 37) in search of faster and smoother high-altitude flight “above the weather,” one of the rival transcontinental airlines was concentrating on other directions of competitive rivalry and excellence. Bill Littlewood, of American Airlines, recommended the develop­ment of the Douglas DC-2 by widening the fuselage, not only to make room for 14 bunk beds, but also to accommodate three abreast seating instead of two (21 v. 14). The first Dou­glas DST went into service between New York and Chicago on 25 June 1936; and a dramatic new era had begun.

Interestingly, this first service was as a dayplane, but the aircraft fulfilled its original design purpose when American received its first Douglas DC-3 and the transcontinental skysleeper service began on 18 September 1936.

The Great DC-3

With its fleet of 31 DC-2s, T. W.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 Ange­les and San Francisco on 1 January 1937. It followed with a luxury 14-seat daytime service on New York-Chicago in Feb­ruary, 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 vari­ous versions, the standard transport aircraft for the U. S. and

Allied forces in the Second World War; and was built under license in the Soviet Union and Japan. Of all types, 10,926 were built in the United States, 487 in Japan, and 6,157 (as Lisunov Li-2s) in the Soviet Union.

T. W.A/S DC-3s

Jack Frye had to supplement his DC-2 fleet with the more effi­cient DC-3s. The first one, a DST, entered service from New York to Los Angeles on 1 June 1937. Dayplanes were also

Подпись: This historic picture shows T.W.A. 's first DST (Douglas Sleeper Transport) ready for take-off on the inaugural transcontinental flight from Burbank on 18 September 1936. added on all routes during that summer, and the addition of the extra capacity could not have come at a better time. T. W.A. gained more direct access to San Francisco from Winslow, via Las Vegas; and restored its link with Chicago from Dayton, via Fort Wayne. The old “Gooney Bird” served T. W.A. well before, during, and after the War. The fleet list, spread over this and the next two pages, totalled 104 aircraft, of which 14 were DSTs, 34 DC-3s, 12 military C-49s (conversions of DC-3s), and 43 military C-47s and C-53s (postwar converted DC-3s).

Подпись:Подпись:

Lockheed Vega 5 and Orion 9E

Подпись:Подпись: 1,000 miles 64 feet 95 feet

Lockheed Vega 5 and Orion 9E

DOUGLAS B£»3 FLEE! LIST (ronfsaued)

In airliner development, the fuselages are invariably lengthened.
The transition from DC-2 to DC-3 was an exception—and an
aerodynamic improvement.

Fleet

Delivery

No.

Regn.

MSN

Date

Type

Disposal and Remarks

Built as C-47s

 

Lockheed Vega 5 and Orion 9E
Lockheed Vega 5 and Orion 9E

Fleet

Delivery

No.

Regn.

MSN

Date

Type

Disposal and Remarks

Ordered as DC-3s—Built as C-49s

333

NC26214

4991

8 Apr 45

DC-3-454

Ordered by American Airlines impressed by USAAF as C-49J-D0 (42-1966). Reregistered N26214. Leased Feb 51. Sold to Wisconsin Central Airlines,

10 Feb 51

348

NCI 9939

4992

18 Oct 44

DC-3-454

Ordered by American Airlines, impressed by USAAF as C-49J-D0 (42-1967). Ex-Braniff. Reregistered N19939. Sold to Union Steel & Wrecking Co.,

16 Feb 53

365

NCI 9940

4994

20 Oct 44

DC-3-454

Ordered by Braniff, impressed by USAAF os C-49J- D0 (42-1970). Reregistered N19940. Sold to Beldex

Corp., St. Louis, MO, 7 Aug 52

334

NCI 8040

4997

19 Apr 45

DC-3-454

Ex-USAAF C-49J-DO (43-1968). Leased Oct 49. Returned to War Assets Administration, 1 Oct 49

346

NC30079

6264

18Jun 44

DC-3-454

Ordered by Chicago & Southern, impressed by USAAF as C-49J-D0 (43-1981). Reregistered N30079. Sold to Beldex Corp., St. Louis, 22 Oct 52

344

NC38940

6331

17 May 44

DC-3-455

Ordered by Eastern Air Lines, impressed by USAAF as C-49K-DO (43-2006). Reregistered N38940. Sold to

Associated Air Transport, 10 Feb 53

345

NC38941

6332

17 May 44

DC-3-455

Ordered by Eastern Air Lines, impressed by USAAF as C-49K-DP (43-2007). Reregistered N38941. Sold to Wisconsin Central Airlines, 27 Feb 51

349

NC19941

6333

19 Oct 44

DC-3-455

Ordered by Eastern Air Lines, impressed by USAAF os C-49K-DO (43-2008). Reregistered N19941. Sold to

Kirk Kerkorian (LAAS), 2 Oct 52

Built as C-47s

322

NC51831

4544

19 Oct 46

DC-3-360

Ex-USAAF C-47-DL (41-38616). Sold to Union Steel & Wrecking Co., 18 Dec 53

321

NC51194

4790

19 Feb 46

DC 3-360

Ex-USAAF C-47-DL (41-18629). Sold to Union Steel & Wrecking Co., 29 Dec 53

200

NC86567

6044

24 Oct 45

DC-3-360

Ex-USAAF C-47-DL (41-38661), leased and returned to War Assets Administration, 22 Jon 48

323

NC51167

7384

16 Feb 46

DC-3-360

Ex-USAAF C-47-DL (42-5690). Reregistered N51167. Sold to Leeward Aero Sales, Apr 57

324

NX51165

7386

16 Feb 46

DC-3-360

Ex-USAAF C-47-DL (42-5692). Reregistered N51165. Sold to Leeward Aero Sales

204

NC54548

9274

21 Jan 46

DC-3-456

Ex-USAAF C-47A-15-DL (42-23412). Reregistered N54548. Sold to Air France, 1 Aug 49

EPAAM

9321

25 Apr 47

DC-3

Ex-USAAF C-47A-20-DL (42-23459), ex-RAF (Middle East), ex-Iranian Airways. Sold to Saudi Arabian Air­lines, May 48

205

NC3519

9381

24 Apr 46

DC-3-456

Ex-USAAF C-47A-20-DL (4223519). Ex-Federal Liq­uidation Company. ET-T-17. Sold to Saudi Arabian Airlines, May 48

EPAAL

9469

18 Apr 47

DC-3

Ex-USAAF C-47A-30-DL (42-42607). Ex-Iranian Air­ways. Sold to Saudi Arabian Airlines, May 48

207

NC34985

12025

6 Nov 46

DC-3

Ex-TACA

327

NC88823

13073

26 Nov 45

DC-3456

Sold to Union Steel & Wrecking Co., 29 Dec 53

EPAAL

13556

5 May 47

DC-3

Ex-Iranian Airways. Sold to Saudi Arabian Airlines, May 48

328

NC88824

13678

26 Nov 45

DC-3-456

Sold to Atlantic Aviation Services

326

NC88822

13757

27 Nov 45

DC-3-456

Ex-USAAF C-47A-25-DK. Sold to American Manage­ment Assoc. Inc.

NC88725

19680

10 Dec 45

DC-3

Leased from US Government. Returned Mar 47

 

Fleet

No.

Regn.

MSN

Delivery

Date

Type

Disposal and Remarks

Built as DC-3s (continued)

387

NCI 946

3295

9 Mar 41

DC-3-362

Crashed into mountain near Las Vegas, 16 Jan 42. Carole Lombard aboard

358

NC18953

2027

12 Jan 38

DC-3B-202A

Impressed by USAAF as C-84-DO (42-57513), 14 Jun 42-23 Oct 44. Leased to Northeast Airlines. Reregistered N18953. Sold to Union Steel & Wreck­ing Co., 5 May 53. Sold to Ozark, 19 May 53. Sold to Logsdon and Dovan, 14 Dec 65

359

NC18954

2028

17 Jun 38

DC-3B-202A

Impressed by USAAF as C-49F-DO (42-56623), 8 Jun 42-6 Jun 44. Reregistered N-18954. Sold to Union Steel & Wrecking Co., 27 Dec 52

379

NC14931

2118

12 Apr 39

DC-3-209B

Reregistered N14931. Leased to Wisconsin Central (later North Central Airline), 6 Feb 52, then bought 30 Apr 54

380

NC14932

2119

16 Apr 39

DC-3-209B

Reregistered N14932. Sold to Remmert Weller Corp., 28 Jul 50

381

NCI 4933

2120

18 Apr 39

DC-3-209B

Reregistered N14933. Sold to Union Steel & Wreck­ing Co., 24 Aug 53. Sold to Ozark, Mar 54. Reregis­tered N140D. Traded to Fairchild Hiller for F-277A, 24 Aug 66

394

NC15589

2243

28 May 42

DC-3-277C

Ex-American Airlines. Sold to Kirk Kerkorian (LAAS), 8 Oct 52

395

NCI 5591

2245

28 May 42

DC-3-277C

Ex-American. Sold to Union Steel & Wrecking Co., 7 Dec 53. Sold to Ozark Airlines, 57. Reregistered N138D. Traded, Fairchild Hiller for F-277A, 15 Dec 66

396

NCI 9974

2250

27 May 42

DC-3-277C

Ex-American Airlines. Reregistered N19974. Sold to Beldex Corp., St. Louis, MO, 6 Jan 53

388

NCI 947

3296

5 Mar 41

DC-3-362

Reregistered N1947. Sold to Beldex Corp., St. Louis, MO, Feb 53.

389

NCI 948

3298

7 Mar 41

DC-3-362

Reregistered N1948. Sold to Union Steel & Wrecking Co., 27 Feb 53

390

NCI 949

3299

11 Mar 41

DC-3-362

Reregistered N1949. Sold to Union Steel & Wrecking Co., 24 Mar 53

343

NC28383

4091

15 Apr 44

DC-3-201 F

Ex-Eastern Air Lines. Ex-USAAF C-49D-D0 (41­65583). Reregistered N28383. Crashed after double engine failure, fuel starvation, Chicago, IL, 2 Jul 46

Ordered as DC-3s—Built as C-49s

342

NC28393

3251

12 Apr 44

Retired Oct 52

399

NC38943

3280

31 Jan 44

DC-3-357

Ordered by Delta Air Corp. Impressed by USAAF. Ex – USAAF, C-49D-D0 (42-65584). Reregistered N38943. Sold to Wisconsin Central Airlines (North Central Airlines), 9 Jan 51

335

NCI 2942

4141

4 May 45

DC-3-389

Ordered by Eastern Air Lines, impressed into USAAF as C-49D-D0 (41-7716), 30 Oct 41. Leased from US Government (War Assets Administration). Reregis­tered N12942. Leased Oct 49. Returned 1 Oct 49

338

NC44897

4986

27Jun 45

DC-3-455

Ordered by TWA, impressed by USAAF as C-49K-D0 (43-1999). Reregistered N44897. Leased Apr 52. Sold to Beldex Corp., St. Louis, M0, 30 Apr 52

347

NC30081

4987

21 Jun 44

DC-3-454

Ordered by American Airlines, impressed by USAAF as C-49J-D0 (43-1962). Ex-Island Airlines. Reregis­tered N30081. Sold to Union Steel & Wrecking Co., 31 Mar 53

 

Подпись:Lockheed Vega 5 and Orion 9ELockheed Vega 5 and Orion 9EDC-1 (length 60 feet)

The DC-1 (and the DC-2) were distinguished from the later aircraft by the narrow, flat-sided fuselage, and small vertical stabilizer. The DC-1 had six cabin windows per side. Powered by two 650-hp Wright Cyclone engines, it was a giant 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 to 800 hp, and larger landing lights were added to the nosecone. All other structural details were quite similar to those of the DC-1 (see pages 34-35).

Lockheed Vega 5 and Orion 9EBST/OC-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’ DST was the small horizontal “bunk” windows above the main window line (see pages 38-40).

Lockheed Vega 5 and Orion 9E

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.