1932
Thank you for visiting Sedona Legend-
The Jack and Helen Frye Story!
The Jack and Helen Frye Story!
Copyright © 2003
Sedona Legend Helen Frye Website
Created By R. D. Reynolds
All Rights Reserved
Sedona Legend Helen Frye Website
Created By R. D. Reynolds
All Rights Reserved
Sedona's Celebrity Love Story!
This is the official not to mention only web portal in the world
dedicated exclusively to the legacy of Jack and Helen Frye!
dedicated exclusively to the legacy of Jack and Helen Frye!
The Frye Legacy-
a Lifetime of Accomplishment!
a Lifetime of Accomplishment!
By Randall Reynolds
The Sedona Legend Web Site is a historical narrative enhanced with photos presented for
educational and entertainment purposes. Some materials may be displayed in regard to the
United States Fair Use Act. This web portal is totally non-profit and generates no income, nor
does it seek or has it ever accepted a single donation. It is an independent venture.
educational and entertainment purposes. Some materials may be displayed in regard to the
United States Fair Use Act. This web portal is totally non-profit and generates no income, nor
does it seek or has it ever accepted a single donation. It is an independent venture.
While this web site is not "officially" affiliated with Red Rock State Park in any way, it was
envisioned and created to give park visitors a more indepth historical perspective in regard to
the former 700 acre Frye Ranch property.
envisioned and created to give park visitors a more indepth historical perspective in regard to
the former 700 acre Frye Ranch property.
Sedona Legend is encouraged and supported by the Jack Frye Family, to include Jack's
daughter, Nevajac Frye, Jack's late sister, "Sunny" Frye Thomas, the Helen Frye family,
and the many friends of Jack and Helen Frye.
daughter, Nevajac Frye, Jack's late sister, "Sunny" Frye Thomas, the Helen Frye family,
and the many friends of Jack and Helen Frye.
Douglas Commercial- DC-1 DC-2 DC-3
Jack Frye is said to be the inspiration for the development of the DC series airplanes. Donald
Douglas Sr. once stated, "the most important letter I ever received was from Jack Frye." For it
was Jack Frye who changed the course of Douglas Aircraft forever! The attached specification
letter to Donald Douglas appears below.
Douglas Sr. once stated, "the most important letter I ever received was from Jack Frye." For it
was Jack Frye who changed the course of Douglas Aircraft forever! The attached specification
letter to Donald Douglas appears below.
From Douglas Aircraft Company of Santa Monica, California,
to Jack Frye, (as engraved on a plaque attached to a model of a
quad-engine Douglas C-54), "To Jack Frye, modern pioneer, whose
global achievements in Douglas planes have helped place milestones in
the path of aviation progress." Presented to Jack Frye personally
by Donald Wills Douglas, Sr. (1944).
to Jack Frye, (as engraved on a plaque attached to a model of a
quad-engine Douglas C-54), "To Jack Frye, modern pioneer, whose
global achievements in Douglas planes have helped place milestones in
the path of aviation progress." Presented to Jack Frye personally
by Donald Wills Douglas, Sr. (1944).
General background on the companies which became the foundation
and keystones of TWA are included on this page
and keystones of TWA are included on this page
| William John Frye (commonly known as "Jack") Born March 18 1904 - Died February 3 1959 (at 54 years old) |
Background of the air transportaion concern that envisioned the
futuristic airliner which became the Douglas Commercial
futuristic airliner which became the Douglas Commercial
On February 3, 1926, Jack Frye and partners (Walter Hamilton and Paul Richter) founded Aero
Corporation of California (with Standard Air Lines soon to follow). Jack Frye was elected to
president of the new corporation and would serve on the board of directors. There were many
other men involved in this transaction but the three men above are always the ones most cited
and were always at the operations level.
The first Standard Air Lines commercial passenger service commenced on November 28, 1927
with Jack Frye as pilot-president.
January 1930
Media Sources
Aero Corporation of California which is the parent company to the oldest commercial flying
school on the Pacific Coast (Standard Flying Schools) holds the Fokker Aircraft distribution
agency for the Western United States, operates an aerial photographic and survey section and
complete crop-dusting service, while through Standard Air lines (a subsidiary) it has conducted
passenger express service between Los Angeles and El Paso since 1927.
An agreement was consummated on January 20-21, 1930 to merge Aero Corporation of
California with Western Air Express (W.A.E.), to conclude and finalize on March 15, 1930, in a
move which created a powerful air express and transport company. The two companies were the
largest Los Angeles based air transport concerns of the day with well-established nation-wide
connections and infrastructure. Jack Frye was elected to the board of directors, and appointed
“vice president in charge of operations” for the (new) W.A.E.
On July 16, 1930 (the most commonly publicized date) Western Air Express (WAE) merged with
the Lindbergh associated Transcontinental Air Transport (T.A.T.) to form Transcontinental &
Western Air. It must be noted this was a long drawn out ‘oft delayed merger which involved
many different parties. Rather than July 16, the date of October 2, 1930 may very well be more
accurate, with operations of the new company to commence on October 15, 1930. Pittsburgh
Aviation Industries was named in the merger, as well, having been recently connected to TAT.
The new company (T. & W.A.) would later be reported as an equal ownership of Western Air
Express, Transcontinental Air Transport and Pittsburgh Aviation Industries. Jack Frye was the
only executive from Aero Corporation holdings (men) to be elected to the new board of directors
initially. The first 36 hr- Coast-to-Coast TWA Inaugural Flight was Saturday October 25, 1930.
February 1930
Arizona Media
Media sources noted that Frye, president of Aero Corp., Standard Air Lines, and Standard
Flying Schools had completed 10,000 flights without injury to plane or passenger and was the
youngest aviation executive in the world. Frye (25), a pilot since 1924, was said to had flown 62
different varieties of planes, in the territories of Canada- Mexico- and 40 of the lower 48 states.
Frye held a Transport License issued by the U.S. Government. In addition, the Aeronautical
Branch of the Department of Commerce has issued pilot Frye a Aircraft Mechanic’s License
and an Aircraft Engine Mechanic’s License.
Most prominently though, it was noted, Jack Frye holds aviation license “Arizona-Number 1”
the very first to be issued by the State of Arizona (the only state in the union to issue pilot’s
licenses).
Early 1930
Source L.A. Media
Standard Flying Schools (plural) was noted as one of oldest continuously operating flying schools
on the Pacific Coast, the first in Los Angeles County to be approved by the U.S. Government,
and the first to be accredited by the United States Department of Commerce. Also, it was noted
as the largest aviation training facility in the west, in business since mid-1923. Standard Flying
Schools’ students have arrived from every corner of the globe with men and women trained
from 30-countries and 37-states. Ideal weather in the L.A. basin has contributed to a multitude
of aircraft related enterprises in the region and successful operation thereof.
On the date of October 1, 1930 Frye was appointed “vice president in charge of operations” for
Transcontinental & Western Air, Inc.
However, it is often stated by historians that Frye's job was really “operating” president of the
company from here on- in spite of corporate figureheads who held higher executive positions
within T. & W.A. Jack was the “man on the ground” so to speak a seasoned pilot who was the
only one qualified to actually direct the operations of the new concern with proven prior
experience. This is why it is sometimes noted (in error) by historians Frye was president of
TWA for (17 years) not the actual (13 years). He officially held the title of TWA President from
(December 1934 to February 1947). In the first 4-years of the new airline (1930-1934) Frye was
indeed directing all operations and this was reported prominently in the press. This is also why,
as soon as they could ease him in around the egos and financial heads of TWA, Frye was indeed
offered the presidency in 1934, a position he was likely promised early on. I feel personally Frye
was just happy that his company survived the Great Depression and was willing to weather the
nuances of a lengthy “settling” of the new aviation concern.
Corporation of California (with Standard Air Lines soon to follow). Jack Frye was elected to
president of the new corporation and would serve on the board of directors. There were many
other men involved in this transaction but the three men above are always the ones most cited
and were always at the operations level.
The first Standard Air Lines commercial passenger service commenced on November 28, 1927
with Jack Frye as pilot-president.
January 1930
Media Sources
Aero Corporation of California which is the parent company to the oldest commercial flying
school on the Pacific Coast (Standard Flying Schools) holds the Fokker Aircraft distribution
agency for the Western United States, operates an aerial photographic and survey section and
complete crop-dusting service, while through Standard Air lines (a subsidiary) it has conducted
passenger express service between Los Angeles and El Paso since 1927.
An agreement was consummated on January 20-21, 1930 to merge Aero Corporation of
California with Western Air Express (W.A.E.), to conclude and finalize on March 15, 1930, in a
move which created a powerful air express and transport company. The two companies were the
largest Los Angeles based air transport concerns of the day with well-established nation-wide
connections and infrastructure. Jack Frye was elected to the board of directors, and appointed
“vice president in charge of operations” for the (new) W.A.E.
On July 16, 1930 (the most commonly publicized date) Western Air Express (WAE) merged with
the Lindbergh associated Transcontinental Air Transport (T.A.T.) to form Transcontinental &
Western Air. It must be noted this was a long drawn out ‘oft delayed merger which involved
many different parties. Rather than July 16, the date of October 2, 1930 may very well be more
accurate, with operations of the new company to commence on October 15, 1930. Pittsburgh
Aviation Industries was named in the merger, as well, having been recently connected to TAT.
The new company (T. & W.A.) would later be reported as an equal ownership of Western Air
Express, Transcontinental Air Transport and Pittsburgh Aviation Industries. Jack Frye was the
only executive from Aero Corporation holdings (men) to be elected to the new board of directors
initially. The first 36 hr- Coast-to-Coast TWA Inaugural Flight was Saturday October 25, 1930.
February 1930
Arizona Media
Media sources noted that Frye, president of Aero Corp., Standard Air Lines, and Standard
Flying Schools had completed 10,000 flights without injury to plane or passenger and was the
youngest aviation executive in the world. Frye (25), a pilot since 1924, was said to had flown 62
different varieties of planes, in the territories of Canada- Mexico- and 40 of the lower 48 states.
Frye held a Transport License issued by the U.S. Government. In addition, the Aeronautical
Branch of the Department of Commerce has issued pilot Frye a Aircraft Mechanic’s License
and an Aircraft Engine Mechanic’s License.
Most prominently though, it was noted, Jack Frye holds aviation license “Arizona-Number 1”
the very first to be issued by the State of Arizona (the only state in the union to issue pilot’s
licenses).
Early 1930
Source L.A. Media
Standard Flying Schools (plural) was noted as one of oldest continuously operating flying schools
on the Pacific Coast, the first in Los Angeles County to be approved by the U.S. Government,
and the first to be accredited by the United States Department of Commerce. Also, it was noted
as the largest aviation training facility in the west, in business since mid-1923. Standard Flying
Schools’ students have arrived from every corner of the globe with men and women trained
from 30-countries and 37-states. Ideal weather in the L.A. basin has contributed to a multitude
of aircraft related enterprises in the region and successful operation thereof.
On the date of October 1, 1930 Frye was appointed “vice president in charge of operations” for
Transcontinental & Western Air, Inc.
However, it is often stated by historians that Frye's job was really “operating” president of the
company from here on- in spite of corporate figureheads who held higher executive positions
within T. & W.A. Jack was the “man on the ground” so to speak a seasoned pilot who was the
only one qualified to actually direct the operations of the new concern with proven prior
experience. This is why it is sometimes noted (in error) by historians Frye was president of
TWA for (17 years) not the actual (13 years). He officially held the title of TWA President from
(December 1934 to February 1947). In the first 4-years of the new airline (1930-1934) Frye was
indeed directing all operations and this was reported prominently in the press. This is also why,
as soon as they could ease him in around the egos and financial heads of TWA, Frye was indeed
offered the presidency in 1934, a position he was likely promised early on. I feel personally Frye
was just happy that his company survived the Great Depression and was willing to weather the
nuances of a lengthy “settling” of the new aviation concern.
The following incident was a headache the new T. & W.A. did not need
-this aside from the tragedy of lost TWA passengers
-this aside from the tragedy of lost TWA passengers
At 9:15 a.m. on March 31, 1931, NC-999E, Transcontinental & Western Air, Inc., Fleet #5,
Fokker F-10 triple motor, took off from Kansas City, MO., painted in WAE, not the new TWA
colors. (The company was using many old stock W.A.E. planes). The airliner was bound for the
TWA Grand Central Terminal in Glendale CA., via Wichita, Kansas.
The TWA transport carried 6 passengers and 2 pilots:
Pilot: Robert J. Fry (not related to Jack Frye)
Co-Pilot: Herman "Jess" Mathias
Passengers:
Knute Rockne
H. J. Christen
John H. Happer
Waldo B. Miller
Spencer Goldthwaite
Charles A. Robrecht
This air accident is often only associated with Knute Rockne (a real loss of a great man) but I
think Rockne himself would be the first to say “let’s not forget the other passengers that too
lost their lives this sad day”. That is why they are listed prominently above. Most historians
can’t even recite the names of the fatalities and this is unconscionable.
Knute Rockne was the renowned football coach for Notre Dame University (Indiana). Rockne
was on his way to Hollywood to act as a technical advisor on a new film. The plane struggled
through rainy overcast icy weather. Within a half hour it dropped close to the ground
apparently seeking a safe emergency landing area. However, it was at this point witnesses on
the Baker Ranch watched with horror as the right wing snapped off the Fokker. The primitive
airliner (ultra-modern at the time) plunged into the ground killing all 8 occupants.
After sifting through the tangled wreckage near Bazaar, Kansas, to simplify, it eventually was
decided two things, the spar glue had deteriorated, evidently due to the intrusion of moisture in
the inner wing. The final conclusion indicated wood rot which weakened the inner wing
structure. (This story is covered more in depth on Page 1935).
From that point on government safety inspectors decreed all of these type of planes had to
undergo regular in depth inspections. This wasn't a bad decision in itself but the planes couldn't
be inspected properly without the complicated dismantling of the sealed wings. Jack Frye
(a trained airframe mechanic himself) decided to remove the planes from the TWA fleet as the
airline couldn't financially absorb such costly time consuming inspections and downtime.
Fokker F-10 triple motor, took off from Kansas City, MO., painted in WAE, not the new TWA
colors. (The company was using many old stock W.A.E. planes). The airliner was bound for the
TWA Grand Central Terminal in Glendale CA., via Wichita, Kansas.
The TWA transport carried 6 passengers and 2 pilots:
Pilot: Robert J. Fry (not related to Jack Frye)
Co-Pilot: Herman "Jess" Mathias
Passengers:
Knute Rockne
H. J. Christen
John H. Happer
Waldo B. Miller
Spencer Goldthwaite
Charles A. Robrecht
This air accident is often only associated with Knute Rockne (a real loss of a great man) but I
think Rockne himself would be the first to say “let’s not forget the other passengers that too
lost their lives this sad day”. That is why they are listed prominently above. Most historians
can’t even recite the names of the fatalities and this is unconscionable.
Knute Rockne was the renowned football coach for Notre Dame University (Indiana). Rockne
was on his way to Hollywood to act as a technical advisor on a new film. The plane struggled
through rainy overcast icy weather. Within a half hour it dropped close to the ground
apparently seeking a safe emergency landing area. However, it was at this point witnesses on
the Baker Ranch watched with horror as the right wing snapped off the Fokker. The primitive
airliner (ultra-modern at the time) plunged into the ground killing all 8 occupants.
After sifting through the tangled wreckage near Bazaar, Kansas, to simplify, it eventually was
decided two things, the spar glue had deteriorated, evidently due to the intrusion of moisture in
the inner wing. The final conclusion indicated wood rot which weakened the inner wing
structure. (This story is covered more in depth on Page 1935).
From that point on government safety inspectors decreed all of these type of planes had to
undergo regular in depth inspections. This wasn't a bad decision in itself but the planes couldn't
be inspected properly without the complicated dismantling of the sealed wings. Jack Frye
(a trained airframe mechanic himself) decided to remove the planes from the TWA fleet as the
airline couldn't financially absorb such costly time consuming inspections and downtime.
A Milestone in Aviation History
Jack had to pull a “rabbit out of a hat” and quick! He and his TWA associates worked out a plan
detailing the type of transport TWA required for its routes. Although some historians try to
state that Jack was merely the errand boy (glorified secretary) in this transaction, I beg to
differ, as this conclusion doesn’t fly. Frye had a history of plane design before and after 1932
and even though he would have conversed with his peers at TWA (to include Lindbergh) he did
have a specific design he desired and would have held firm to this. With this (now famous) Frye
solicitation letter Jack initiated communication with available airplane manufacturers. The first
company he approached was Boeing Aircraft Company in Seattle Washington, at the time they
were working on a new all metal aircraft known as the B-247. But United Airlines beat Jack to
the punch with an order (60 planes) ahead of TWA.
Frye knew he couldn’t wait so he proceeded to contact other prominent airplane concerns, one
of which was Douglas Aircraft. Donald Douglas, with incredible vision, seized on this great
opportunity to design a totally new passenger transport plane. Out of a proposal for a three-
engine Fokker-like transport, came an advanced futuristic 2-engine-airliner that was light
years beyond anything else flying. This is not to imply the Boeing 247 didn’t have merits, it was
just that nothing could hold a candle to the new prototype, to be named the Douglas
Commercial or DC-1. The DC was truly a monumental leap in the advancement of aviation,
certainly something akin to the transition from prop to the jet age.
detailing the type of transport TWA required for its routes. Although some historians try to
state that Jack was merely the errand boy (glorified secretary) in this transaction, I beg to
differ, as this conclusion doesn’t fly. Frye had a history of plane design before and after 1932
and even though he would have conversed with his peers at TWA (to include Lindbergh) he did
have a specific design he desired and would have held firm to this. With this (now famous) Frye
solicitation letter Jack initiated communication with available airplane manufacturers. The first
company he approached was Boeing Aircraft Company in Seattle Washington, at the time they
were working on a new all metal aircraft known as the B-247. But United Airlines beat Jack to
the punch with an order (60 planes) ahead of TWA.
Frye knew he couldn’t wait so he proceeded to contact other prominent airplane concerns, one
of which was Douglas Aircraft. Donald Douglas, with incredible vision, seized on this great
opportunity to design a totally new passenger transport plane. Out of a proposal for a three-
engine Fokker-like transport, came an advanced futuristic 2-engine-airliner that was light
years beyond anything else flying. This is not to imply the Boeing 247 didn’t have merits, it was
just that nothing could hold a candle to the new prototype, to be named the Douglas
Commercial or DC-1. The DC was truly a monumental leap in the advancement of aviation,
certainly something akin to the transition from prop to the jet age.
Below is the actual letter which was sent out to several aircraft companies by Jack Frye. The
first is the original Frye/TWA (cover) letter, the second is a re-creation of the original
Frye/TWA specifications and requirements for the proposed airliner (which was attached).
first is the original Frye/TWA (cover) letter, the second is a re-creation of the original
Frye/TWA specifications and requirements for the proposed airliner (which was attached).
The image aside is from actual
original Jack Frye stationary (a
blank page sent to me by his only
daughter-Nevajac Frye). Below is
the Jack Frye original solicitation
letter sent to Douglas Aircraft
Company, August 2, 1932.
original Jack Frye stationary (a
blank page sent to me by his only
daughter-Nevajac Frye). Below is
the Jack Frye original solicitation
letter sent to Douglas Aircraft
Company, August 2, 1932.
Jack Frye is seen to the right in about 1937 (as
dated by the age of the plane). The plane is a
TWA (Sky Sleeper) DC-3 202, NC17314, c/n
1924, TWA fleet number #352. In service with
TWA between May of 1937 to January of 1953.
This was likely a publicity image taken at the
launch of the TWA Sky Sleeper service
(Douglas Commercial Sky Sleeper). TWA
modified these planes with berths so
passengers could sleep their way across the
country during nightly flights! TWA
inaugurates service on the first overnight
sleeper service between Los Angeles and
Newark on August 1, 1934. Photo is
well-circulated as submitted by Henry Holden
DC-3 Historian as located in Smithsonian
archives. (Likely a TWA publicity image freely
circulated by TWA.) Please click on any images
for larger files.
dated by the age of the plane). The plane is a
TWA (Sky Sleeper) DC-3 202, NC17314, c/n
1924, TWA fleet number #352. In service with
TWA between May of 1937 to January of 1953.
This was likely a publicity image taken at the
launch of the TWA Sky Sleeper service
(Douglas Commercial Sky Sleeper). TWA
modified these planes with berths so
passengers could sleep their way across the
country during nightly flights! TWA
inaugurates service on the first overnight
sleeper service between Los Angeles and
Newark on August 1, 1934. Photo is
well-circulated as submitted by Henry Holden
DC-3 Historian as located in Smithsonian
archives. (Likely a TWA publicity image freely
circulated by TWA.) Please click on any images
for larger files.
The well-circulated image of Jack Frye (president-pilot of TWA) seen above was submitted by
Henry Holden (DC-3 Historian) as found in Smithsonian archives. Likely TWA publicity image.
Henry Holden (DC-3 Historian) as found in Smithsonian archives. Likely TWA publicity image.
The first and only DC-1 was used as a flagship by TWA and flown around the United States and
displayed to excited early-1930’s crowds celebrating the future of aviation. The plane also was
used in limited passenger transportation (promotions) and fitted with some of the most
sophisticated monitoring and safety equipment of the day. This enabled TWA to use the plane as
a part of their Overweather Experimental Laboratory program which was implemented by Frye.
The production models of the DC-1 were designated (because of vast improvements) the DC-2.
displayed to excited early-1930’s crowds celebrating the future of aviation. The plane also was
used in limited passenger transportation (promotions) and fitted with some of the most
sophisticated monitoring and safety equipment of the day. This enabled TWA to use the plane as
a part of their Overweather Experimental Laboratory program which was implemented by Frye.
The production models of the DC-1 were designated (because of vast improvements) the DC-2.
Because Jack died so very young and Helen Frye was so private (toward the end of her life)
their rich historical threads were largely forgotten by our current historians. When I read
statements like “TWA History by TWA Historians” I immediately wonder what the agenda is?
As there are no such historians. TWA no longer exists and the historians who have an interest
in TWA are shaded by their own agendas and loyalties. Their information is no more accurate
than the Smithsonian, National Aviation Hall of Fame, or other disassociated parties (like
myself). No historical source is infallible, only the people who lived the history are.
In my work I go to great lengths to cross reference facts and conclusions with documentation of
the day (historical archives). I draw the line in the sand against sources that try to belittle the
Frye Legacy or steal Jack Frye’s thunder. Jack Frye was well documented in his day for his
accomplishments, it is only recently, that historians have been blurring the lines of his aviation
legacy. Because Jack died so young (at 54) he was not able to be interviewed in person about
aviation history like so many other aviation legends who lived long lives (let's say until the year
2000, for instance). This is a tragedy and has in turn silenced his voice as heard by our current
generation. This web work attempts to insure his legacy is not erased and is presented in an
informational forum (the web) which is quickly replacing all other historical references as the
new 'gold standard' of world information and history. Jack Frye and his aviation contributions
deserve no less!
their rich historical threads were largely forgotten by our current historians. When I read
statements like “TWA History by TWA Historians” I immediately wonder what the agenda is?
As there are no such historians. TWA no longer exists and the historians who have an interest
in TWA are shaded by their own agendas and loyalties. Their information is no more accurate
than the Smithsonian, National Aviation Hall of Fame, or other disassociated parties (like
myself). No historical source is infallible, only the people who lived the history are.
In my work I go to great lengths to cross reference facts and conclusions with documentation of
the day (historical archives). I draw the line in the sand against sources that try to belittle the
Frye Legacy or steal Jack Frye’s thunder. Jack Frye was well documented in his day for his
accomplishments, it is only recently, that historians have been blurring the lines of his aviation
legacy. Because Jack died so young (at 54) he was not able to be interviewed in person about
aviation history like so many other aviation legends who lived long lives (let's say until the year
2000, for instance). This is a tragedy and has in turn silenced his voice as heard by our current
generation. This web work attempts to insure his legacy is not erased and is presented in an
informational forum (the web) which is quickly replacing all other historical references as the
new 'gold standard' of world information and history. Jack Frye and his aviation contributions
deserve no less!
Sedona Legend
Editorial
Editorial
On December 6, 1934 Jack Frye was appointed Transcontinental & Western Air, Inc. president,
(now he would receive official credit and pay for the job he was already doing). A wonderful
Christmas bonus for a man of just 30-years old and certainly well deserved! Newspapers on
December 6 would notate that Frye was the "youngest directing head of a major air
organization in the United States." Frye would remain president and a director of TWA for a
continuous 13 years and always retain a block of TWA stock (ownership).
(now he would receive official credit and pay for the job he was already doing). A wonderful
Christmas bonus for a man of just 30-years old and certainly well deserved! Newspapers on
December 6 would notate that Frye was the "youngest directing head of a major air
organization in the United States." Frye would remain president and a director of TWA for a
continuous 13 years and always retain a block of TWA stock (ownership).
Frye Appointed President
December 6, 1934- Source Media
(as announced by TWA @ Kansas City)
December 6, 1934- Source Media
(as announced by TWA @ Kansas City)
Jack Frye 1937
Original Douglas Commercial Spec letter
Douglas
Commercial
Birth Certificate
Commercial
Birth Certificate
Because of a Federal Postal Service investigation involving TWA president Richard W. Robbins
he was basically removed from power by the TWA board. Jack Frye was immediately appointed
General Manager and Vice President. A quote from media sources states, "Mr. Frye replaces
Robbins as active head of the organization." Robbins retained "president" title temporarily.
he was basically removed from power by the TWA board. Jack Frye was immediately appointed
General Manager and Vice President. A quote from media sources states, "Mr. Frye replaces
Robbins as active head of the organization." Robbins retained "president" title temporarily.
Frye is In - Robbins is Out- TWA Appoints Frye the New
General Manager- September 25, 1934- Source Media
General Manager- September 25, 1934- Source Media
Transcontinental & Western Air, Inc.
(T. & W.A.) was founded on October 1, 1930
with Jack Frye serving as vice president in
charge of operations and sitting on the board
of directors. On September 25, 1934, Jack Frye
was made general manager and vice president,
soon after he was appointed executive vice
president. From president of Aero Corporation
of California and Standard Air Lines, to vice
president in charge of operations for Western
Air Express, to the de facto operating head of
T.W.A., Jack Frye officially becomes president
of Transcontinental & Western Air, Inc. on
December 6 1934, at just 30 years old. This
man truly eclipsed all his peers and associates
as the youngest and most successful man in
aviation of his day!
(T. & W.A.) was founded on October 1, 1930
with Jack Frye serving as vice president in
charge of operations and sitting on the board
of directors. On September 25, 1934, Jack Frye
was made general manager and vice president,
soon after he was appointed executive vice
president. From president of Aero Corporation
of California and Standard Air Lines, to vice
president in charge of operations for Western
Air Express, to the de facto operating head of
T.W.A., Jack Frye officially becomes president
of Transcontinental & Western Air, Inc. on
December 6 1934, at just 30 years old. This
man truly eclipsed all his peers and associates
as the youngest and most successful man in
aviation of his day!
Jack Frye Letter
Regarding TWA
President Position
Regarding TWA
President Position
TWA signed a contract
with Douglas on
September 20, 1932, and
nine months later, Jack
Frye and TWA had its
airplane. TWA's test
pilot Tommy Tomlinson,
Charles Lindbergh, and
Douglas flight engineers
immediately started
putting the airplane
through the most
rigorous of tests.
However, often missed
by historians, was
another man who
vigorously tested this
brand new design in
passenger transports.
This was Jack Frye,
known then as TWA’s
most skilled pilot. Frye
pushed the DC-1 to the
limit with severe stress
inducing maneuvers.
Finally, only after he
was satisfied, did Frye
(as TWA operations
head) submit an order
for more planes.
Douglas Aircraft started
its journey to the top of
the airplane production
world and history was
forged.
with Douglas on
September 20, 1932, and
nine months later, Jack
Frye and TWA had its
airplane. TWA's test
pilot Tommy Tomlinson,
Charles Lindbergh, and
Douglas flight engineers
immediately started
putting the airplane
through the most
rigorous of tests.
However, often missed
by historians, was
another man who
vigorously tested this
brand new design in
passenger transports.
This was Jack Frye,
known then as TWA’s
most skilled pilot. Frye
pushed the DC-1 to the
limit with severe stress
inducing maneuvers.
Finally, only after he
was satisfied, did Frye
(as TWA operations
head) submit an order
for more planes.
Douglas Aircraft started
its journey to the top of
the airplane production
world and history was
forged.
| TWA was born at the dawn of the 30’s and with Jack Frye involved- "the man with the golden touch" -this new airline was destined for monumental and international success! |
On May 14, 1934 TWA accepted the first of the DC-2 planes and immediately pressed them into
service on their many cross country routes. However, the plane underwent continual upgrades,
which soon morphed into the production line emerging as the DC-3. The DC-3 was the version
most favored by the all the airlines of the day and became a favorite (tried and true) design
which conquered the skies of the world for many years to come. The Lockheed Frye-Hughes
Constellation airliner (developed after 1939) was the first to replace the Douglas Commercial,
even though the Boeing Stratoliner (developed late 1930’s) was also in the initial running.
service on their many cross country routes. However, the plane underwent continual upgrades,
which soon morphed into the production line emerging as the DC-3. The DC-3 was the version
most favored by the all the airlines of the day and became a favorite (tried and true) design
which conquered the skies of the world for many years to come. The Lockheed Frye-Hughes
Constellation airliner (developed after 1939) was the first to replace the Douglas Commercial,
even though the Boeing Stratoliner (developed late 1930’s) was also in the initial running.
Douglas Commercial 1 Promo Flight
Frye Makes Public Statement
Frye Makes Public Statement
Hard times loomed for TWA when the United States government blundered and announced a
desire to cancel current airmail contracts with civilian airlines and re-assign them to the U.S.
Army. Jack Frye, vice president of operations for TWA, was well aware of the ramifications of
this decision: the mail contracts were TWA's bread and butter.
Frye had vision and a plan. He was not going to take this slight laying down. Shortly he
contacted his good friend Edward (Eddie) Rickenbacker, vice-president and general manager of
Eastern Air Transport, a division of Northern American Aviation, (soon to become Eastern
Airlines in 1938). Jack revealed a plan to Rickenbacker to be executed the day before the
present mail contract was due to expire on February 19, 1934.
In a grand gesture Jack intended to prove to the United States Government that civilian airlines
could carry the mail safer- and faster. On February 18, 1934 @ 11:56 p.m., T.W.A.'s brand new
DC-1 was loaded to the bulkheads with the U.S. Mail. This was the very last load of eastbound
mail that TWA would be allowed to transport. (Although the New York Times stated the flight
originated at Grand Central Airport in Glendale, California some sources state due to weather,
it actually originated in Palmdale, California). TWA ground crews notified Frye that the plane
was fueled, loaded, and ready to go. Jack Frye boarded the one of a kind, futurist-looking air
ship along with his co-pilot Captain Edward Rickenbacker. Also onboard were a contingency of
TWA pilots; to include Paul Richter and D.W. Tomlinson, who would share pilot duties on the
flight. There was a group of reporters along for the event as well.
History would unfold that night with the very first produced Douglas Commercial plane. Jack
moved the throttles and the enormous twin Wright Cyclone 710 HP engines roared to life with a
synchronized din. Jack swung the ship into position and the airliner soon rocketed down the
runway. In moments the loaded plane was off the tarmac and banking steeply out of the Los
Angeles Basin and up through the treacherous Cajon Pass. As Jack and his passengers settled
into a night flight over our great United States, random lights of sparse desert communities
were outshone by the glory of a twinkling starry sky. The mighty airship pushed on over
scrubland, sleeping farms of the Midwest, and its destination the hubbub of the east coast.
This flight was Jack's public statement, one well reported by the press, a defiant message to the
United States Government that the airlines of America, especially Transcontinental & Western
Air would NOT be criticized and made to look inadequate. TWA had made the skies safer for
the flying public and accomplished insurmountable leaps in aviation "know-how". Domestic
airlines were the carriers most qualified to fly the United States Mail.
The DC-1's destination was Newark, New Jersey; 3000 miles away. As the DC-1 passed over the
Midwest a giant blizzard was descending from the north slowly severing all communications.
With a deadline of 4:00 p.m. to reach the east coast, the plane pushed on through threatening
weather. Shortly before noon the plane swooped in for a landing. A jubilant crowd welcomed the
plane and its pilots. An official transcontinental record was set at 13 hours-4 minutes, the plane
was three hours ahead of schedule. Jack and Eddie made their point. The then inexperienced
(Air) Army started transportation of the U.S. Mail. But unfortunately, 10 Army pilots were soon
sacrificed in mishaps. Amid public outcry by April 20, 1934 the United States government
reversed their position and humbly asked the private sector, passenger air carriers, to resume
the mail service. Rickenbacker did not have an transport air license so he legally could not fly
the airliner. This however was not issue with Frye, he desired Eddie's involvement because TWA
needed his public influence and clout.
On May 13, 1934 a temporary mail contract was awarded to TWA for two daily mail runs
between Newark and Los Angeles. Jack had originally wanted that route for TWA and there was
a specific goal to his hurriedly planned record-breaking flight. In the end the United States
Government felt TWA was the most qualified for this particular segment. Not to disappoint, on
May 14, 1934, Jack piloted the first load of newly contracted mail from Los Angeles to Kansas
City to Newark, please see Page 1934. Again, he set a coast-to-coast speed record, this time in a
TWA Northrop Gamma 2D (11 hours- 30 minutes.) This feat was added to the list of many air
records he achieved in his lifetime. TWA again was the leader of the pack!
With added research I have discovered a little known fact about Rickenbacker. He did not have
a pilot's or driver's license. He only served on this promo flight as a V.I.P. guest and was not a
pilot although this was not much addressed in press accounts. The fact was public knowledge
though and Rickenbacker was criticized in the press by some for receiving un-due credit for this
TWA feat. Eddie stated that he took the co-pilot controls for a "few moments" during the flight.
Frye was at the helm for a majority of the trip. Rickenbacker was a truly great man-- one to be
greatly admired but history has distorted this event. The above article is a generalized version
of the event, in part based on TWA's history book, "Legacy of Leadership".
desire to cancel current airmail contracts with civilian airlines and re-assign them to the U.S.
Army. Jack Frye, vice president of operations for TWA, was well aware of the ramifications of
this decision: the mail contracts were TWA's bread and butter.
Frye had vision and a plan. He was not going to take this slight laying down. Shortly he
contacted his good friend Edward (Eddie) Rickenbacker, vice-president and general manager of
Eastern Air Transport, a division of Northern American Aviation, (soon to become Eastern
Airlines in 1938). Jack revealed a plan to Rickenbacker to be executed the day before the
present mail contract was due to expire on February 19, 1934.
In a grand gesture Jack intended to prove to the United States Government that civilian airlines
could carry the mail safer- and faster. On February 18, 1934 @ 11:56 p.m., T.W.A.'s brand new
DC-1 was loaded to the bulkheads with the U.S. Mail. This was the very last load of eastbound
mail that TWA would be allowed to transport. (Although the New York Times stated the flight
originated at Grand Central Airport in Glendale, California some sources state due to weather,
it actually originated in Palmdale, California). TWA ground crews notified Frye that the plane
was fueled, loaded, and ready to go. Jack Frye boarded the one of a kind, futurist-looking air
ship along with his co-pilot Captain Edward Rickenbacker. Also onboard were a contingency of
TWA pilots; to include Paul Richter and D.W. Tomlinson, who would share pilot duties on the
flight. There was a group of reporters along for the event as well.
History would unfold that night with the very first produced Douglas Commercial plane. Jack
moved the throttles and the enormous twin Wright Cyclone 710 HP engines roared to life with a
synchronized din. Jack swung the ship into position and the airliner soon rocketed down the
runway. In moments the loaded plane was off the tarmac and banking steeply out of the Los
Angeles Basin and up through the treacherous Cajon Pass. As Jack and his passengers settled
into a night flight over our great United States, random lights of sparse desert communities
were outshone by the glory of a twinkling starry sky. The mighty airship pushed on over
scrubland, sleeping farms of the Midwest, and its destination the hubbub of the east coast.
This flight was Jack's public statement, one well reported by the press, a defiant message to the
United States Government that the airlines of America, especially Transcontinental & Western
Air would NOT be criticized and made to look inadequate. TWA had made the skies safer for
the flying public and accomplished insurmountable leaps in aviation "know-how". Domestic
airlines were the carriers most qualified to fly the United States Mail.
The DC-1's destination was Newark, New Jersey; 3000 miles away. As the DC-1 passed over the
Midwest a giant blizzard was descending from the north slowly severing all communications.
With a deadline of 4:00 p.m. to reach the east coast, the plane pushed on through threatening
weather. Shortly before noon the plane swooped in for a landing. A jubilant crowd welcomed the
plane and its pilots. An official transcontinental record was set at 13 hours-4 minutes, the plane
was three hours ahead of schedule. Jack and Eddie made their point. The then inexperienced
(Air) Army started transportation of the U.S. Mail. But unfortunately, 10 Army pilots were soon
sacrificed in mishaps. Amid public outcry by April 20, 1934 the United States government
reversed their position and humbly asked the private sector, passenger air carriers, to resume
the mail service. Rickenbacker did not have an transport air license so he legally could not fly
the airliner. This however was not issue with Frye, he desired Eddie's involvement because TWA
needed his public influence and clout.
On May 13, 1934 a temporary mail contract was awarded to TWA for two daily mail runs
between Newark and Los Angeles. Jack had originally wanted that route for TWA and there was
a specific goal to his hurriedly planned record-breaking flight. In the end the United States
Government felt TWA was the most qualified for this particular segment. Not to disappoint, on
May 14, 1934, Jack piloted the first load of newly contracted mail from Los Angeles to Kansas
City to Newark, please see Page 1934. Again, he set a coast-to-coast speed record, this time in a
TWA Northrop Gamma 2D (11 hours- 30 minutes.) This feat was added to the list of many air
records he achieved in his lifetime. TWA again was the leader of the pack!
With added research I have discovered a little known fact about Rickenbacker. He did not have
a pilot's or driver's license. He only served on this promo flight as a V.I.P. guest and was not a
pilot although this was not much addressed in press accounts. The fact was public knowledge
though and Rickenbacker was criticized in the press by some for receiving un-due credit for this
TWA feat. Eddie stated that he took the co-pilot controls for a "few moments" during the flight.
Frye was at the helm for a majority of the trip. Rickenbacker was a truly great man-- one to be
greatly admired but history has distorted this event. The above article is a generalized version
of the event, in part based on TWA's history book, "Legacy of Leadership".
December 8, 1934
Mr. Jack Frye
President, TWA Incorporated
Kansas City, Mo.
Dear Mr. Frye:
Congratulations on your appointment as President of TWA Incorporated. I wish you a
successful career in this work.
Several years ago you gave Mrs. Riordan and me a most pleasurable thrill, when you took us up
in the air at Prescott, Arizona. On our first air trip, and shortly after that time I introduced you
to Mr. Henry M. Robinson in Los Angeles. It was then remarked that we could expect big things
from you in the development of air transportation and now you seem to be fulfilling our hopes!
Mrs. Riordan joins with me in all good wishes.
Sincerely,
Timothy A Riordan
Mr. Jack Frye
President, TWA Incorporated
Kansas City, Mo.
Dear Mr. Frye:
Congratulations on your appointment as President of TWA Incorporated. I wish you a
successful career in this work.
Several years ago you gave Mrs. Riordan and me a most pleasurable thrill, when you took us up
in the air at Prescott, Arizona. On our first air trip, and shortly after that time I introduced you
to Mr. Henry M. Robinson in Los Angeles. It was then remarked that we could expect big things
from you in the development of air transportation and now you seem to be fulfilling our hopes!
Mrs. Riordan joins with me in all good wishes.
Sincerely,
Timothy A Riordan
Letter of Congratulations!
Mr. Timothy Riordan
Howard Sheep Company
Flagstaff, Arizona
December 22, 1934
Dear Mr. Riordan:
Thank you for your kind letter of congratulations and good wishes which I have just received
due to having been in the east for the past three weeks.
I often fly over Flagstaff and think of the pleasant visit I had in Prescott the time you and Mrs.
Riordan went for a ride with me in the old Fokker Universal. Some day I will stop in with one of
our new Douglas Planes and repeat the experience. You will enjoy these new planes as they
have all the comforts of the finest pullman car with lots of room, large comfortable chairs,
steam heating and all possible conveniences. They are also quieter than the average Pullman
car.
I very grateful to you for your introduction to Mr. Henry Robinson as he has been very helpful
to me every since, and I see him almost every time I go to Los Angeles.
With sincere wishes to Mrs. Riordan and yourself for a Merry Christmas
and a Happy New Year, I am,
Yours truly,
Jack Frye
JF/LB
Howard Sheep Company
Flagstaff, Arizona
December 22, 1934
Dear Mr. Riordan:
Thank you for your kind letter of congratulations and good wishes which I have just received
due to having been in the east for the past three weeks.
I often fly over Flagstaff and think of the pleasant visit I had in Prescott the time you and Mrs.
Riordan went for a ride with me in the old Fokker Universal. Some day I will stop in with one of
our new Douglas Planes and repeat the experience. You will enjoy these new planes as they
have all the comforts of the finest pullman car with lots of room, large comfortable chairs,
steam heating and all possible conveniences. They are also quieter than the average Pullman
car.
I very grateful to you for your introduction to Mr. Henry Robinson as he has been very helpful
to me every since, and I see him almost every time I go to Los Angeles.
With sincere wishes to Mrs. Riordan and yourself for a Merry Christmas
and a Happy New Year, I am,
Yours truly,
Jack Frye
JF/LB
I feel inclined to state firmly that I am not a
TWA Historian. I am; however, a Jack Frye
historian and publicist. I prefer to write about
Jack and Helen Frye only; however, in the
scope of my work, at times, I am required to
address Jack Frye and his tenure with TWA.
I initially started my historical work as related
to the famous Frye Ranch @ Sedona Arizona
(purchased by the Fryes in 1941) where I at
one time resided and (volunteered over 1500
hours) for this Arizona State Park. At the
periods of volunteer work in 2003, and again
in 2008, there was no central historical archive
available for Frye information especially on
the international web. I am honored that this
website is now officially cited on park kiosks
at the 286-acre Frye Ranch (Red Rock State
Park) as an additional source of information
for park visitors (regarding the Fryes) and
referenced on line daily around the world.
TWA Historian. I am; however, a Jack Frye
historian and publicist. I prefer to write about
Jack and Helen Frye only; however, in the
scope of my work, at times, I am required to
address Jack Frye and his tenure with TWA.
I initially started my historical work as related
to the famous Frye Ranch @ Sedona Arizona
(purchased by the Fryes in 1941) where I at
one time resided and (volunteered over 1500
hours) for this Arizona State Park. At the
periods of volunteer work in 2003, and again
in 2008, there was no central historical archive
available for Frye information especially on
the international web. I am honored that this
website is now officially cited on park kiosks
at the 286-acre Frye Ranch (Red Rock State
Park) as an additional source of information
for park visitors (regarding the Fryes) and
referenced on line daily around the world.
Boeing Stratoliner B-307 Airliner- Straight Out of the Sunday Comics
TWA initiated a war-time program named the
I.C.D. (Intercontinental Division of TWA) for
operation of its fleet for war-assist. One of the
TWA Stratoliners drafted into the program was
the "NAVAJO" (NC19909 c/n 2001) USAAF
42-88627 (image below). Jack Frye was
photographed with this plane and crew in a image
not seen here. It initiated its overseas duties on
February 26, 1942 when it took off from Bolling
Field (Washington D.C.) for Cairo Egypt. The five
TWA Stratoliners drafted into the I.C.D. program
were named: the Navajo, Zuni, Comanche,
Apache, and Cherokee.
I.C.D. (Intercontinental Division of TWA) for
operation of its fleet for war-assist. One of the
TWA Stratoliners drafted into the program was
the "NAVAJO" (NC19909 c/n 2001) USAAF
42-88627 (image below). Jack Frye was
photographed with this plane and crew in a image
not seen here. It initiated its overseas duties on
February 26, 1942 when it took off from Bolling
Field (Washington D.C.) for Cairo Egypt. The five
TWA Stratoliners drafted into the I.C.D. program
were named: the Navajo, Zuni, Comanche,
Apache, and Cherokee.
Here is a wonderful photo of aviation legend Frye standing in front of a 3-blade Hamilton
Standard Propeller. It is hard to discern but the plane appears to be a DC-3 this due to the flat
top round engine cowling. Dressed impeccably, as always, this man represented TWA like no
other corporate head ever did! He is rightly considered the "Father of TWA". Interestingly this
photo was not randomly captured it was once featured in a full page TWA ad from 1939, titled
the "Flying President". Jack Frye was the only airline president of his day to hold a Transport
Pilot's License and often flew scheduled passenger flights. This photo is from Jack Frye’s own
personal files and because of its provenance it is rare. Submitted by Joan La Place.
Standard Propeller. It is hard to discern but the plane appears to be a DC-3 this due to the flat
top round engine cowling. Dressed impeccably, as always, this man represented TWA like no
other corporate head ever did! He is rightly considered the "Father of TWA". Interestingly this
photo was not randomly captured it was once featured in a full page TWA ad from 1939, titled
the "Flying President". Jack Frye was the only airline president of his day to hold a Transport
Pilot's License and often flew scheduled passenger flights. This photo is from Jack Frye’s own
personal files and because of its provenance it is rare. Submitted by Joan La Place.
Portrait of a Legend
Jack Frye of Transcontinental & Western Air, as seen in 1931, after landing at Sulphur,
Oklahoma. One of the earliest private photos to be found of Jack Frye and a TWA plane just
one year after TWA was launched- never ever seen by the public except on Sedona Legend!
Jack was ferrying this new Fokker from New York to Los Angeles. Next stop was El Paso. Jack
is shown with his Texas nieces and nephews who all received a ride in the new Fokker over the
Frye Ranch (Texas Panhandle). Courtesy retired Braniff Captain Tom Frye. Very rare and
significant TWA plane painted with logos of Transcontinental & Western Air and (WAE)
Western Air Express as seen on the under wing. On the fuselage- "Transcontinental Air
Transport-Maddox Air Lines-Western Air Express". Red was likely the overall base color as was
typical of the old stock WAE planes. The markings were typical for early TWA flying stock.
Because this plane is a single engine Fokker one might be inclined to think it was about 1927
but the markings disprove this and Tom Frye appears to be correct on his date of the image.
Oklahoma. One of the earliest private photos to be found of Jack Frye and a TWA plane just
one year after TWA was launched- never ever seen by the public except on Sedona Legend!
Jack was ferrying this new Fokker from New York to Los Angeles. Next stop was El Paso. Jack
is shown with his Texas nieces and nephews who all received a ride in the new Fokker over the
Frye Ranch (Texas Panhandle). Courtesy retired Braniff Captain Tom Frye. Very rare and
significant TWA plane painted with logos of Transcontinental & Western Air and (WAE)
Western Air Express as seen on the under wing. On the fuselage- "Transcontinental Air
Transport-Maddox Air Lines-Western Air Express". Red was likely the overall base color as was
typical of the old stock WAE planes. The markings were typical for early TWA flying stock.
Because this plane is a single engine Fokker one might be inclined to think it was about 1927
but the markings disprove this and Tom Frye appears to be correct on his date of the image.
Rare Early 1931 Image- Jack Frye TWA Plane
Flight of "Scenic Wonders" TWA Flight- Pilot Jack Frye
Jack Frye piloted a new TWA DC-2 airliner which departed Grand Central Terminal at Glendale
California on June 26, 1934 for a 870-mile, 5-hour flight, which toured the most scenic sites of
California, Nevada, and Arizona. The airliner was the 6th DC-2 delivered to TWA. A group of
eleven V.I.P. TWA guests left at 1:40 p.m. for Kingman Arizona, soon to continue on the promo
flight which over-flew Hoover Dam, Death Valley, Mt. Whitney, Yosemite National Park,
Sequoia National Park- to return to Los Angeles by 6:30 P.M. Later, at 10:00 p.m., the same
DC-2 departed on its regularly scheduled service route of (L.A. to Chicago). Passengers were:
Mr. and Mrs. Herbert Hoover, Jr., Dr. and Mrs. Harvey Mudd, Mrs. Harry H. Culver, Allan H.
Crary, William Beck, Harry Chandler, Frank X. Pfaffinger, and H. W. Beck (Traffic Manager)
of TWA, Inc. helped arrange the Scenic Wonders tour.
California on June 26, 1934 for a 870-mile, 5-hour flight, which toured the most scenic sites of
California, Nevada, and Arizona. The airliner was the 6th DC-2 delivered to TWA. A group of
eleven V.I.P. TWA guests left at 1:40 p.m. for Kingman Arizona, soon to continue on the promo
flight which over-flew Hoover Dam, Death Valley, Mt. Whitney, Yosemite National Park,
Sequoia National Park- to return to Los Angeles by 6:30 P.M. Later, at 10:00 p.m., the same
DC-2 departed on its regularly scheduled service route of (L.A. to Chicago). Passengers were:
Mr. and Mrs. Herbert Hoover, Jr., Dr. and Mrs. Harvey Mudd, Mrs. Harry H. Culver, Allan H.
Crary, William Beck, Harry Chandler, Frank X. Pfaffinger, and H. W. Beck (Traffic Manager)
of TWA, Inc. helped arrange the Scenic Wonders tour.
January 19, 1935
Jack Frye arrives at the Los Angeles Municipal Airport on the TWA airliner ‘City of Kansas
City’ for the official dedication of the half million dollar renovation of the busy landing field
with ceremonies conducted by L.A. Mayor Shaw and airport director Col. Richard Barnitz. (I
think this is the same as Mines Field and LAX).
Jack Frye arrives at the Los Angeles Municipal Airport on the TWA airliner ‘City of Kansas
City’ for the official dedication of the half million dollar renovation of the busy landing field
with ceremonies conducted by L.A. Mayor Shaw and airport director Col. Richard Barnitz. (I
think this is the same as Mines Field and LAX).
TWA Airliner- "City of Kansas City" -descends into Los Angeles
As an example of a TWA Boeing Stratoliner I wanted to include this original image submitted
by Gerry and Carol Landry. The photo was captured during the career of Carol’s father-in-law,
TWA Captain Kal Irwin who served with TWA from the 1930’s to the 1960’s. The TWA
transport is a Boeing 307, NC19909, C/N 2001, TWA fleet number 404. Location Pittsburgh, PA.
The plane was in service with Transcontinental & Western Air from 1940 and 1941- then
surrendered to the USAAF. Returned to TWA service from 1944 to 1951. The Stratoliner was a
sure hit with aviation enthusiasts as evidenced by the passengers taking photos at the gate. The
plane represented TWA with a futurist flare. All Rights Reserved by the Landry Family.
by Gerry and Carol Landry. The photo was captured during the career of Carol’s father-in-law,
TWA Captain Kal Irwin who served with TWA from the 1930’s to the 1960’s. The TWA
transport is a Boeing 307, NC19909, C/N 2001, TWA fleet number 404. Location Pittsburgh, PA.
The plane was in service with Transcontinental & Western Air from 1940 and 1941- then
surrendered to the USAAF. Returned to TWA service from 1944 to 1951. The Stratoliner was a
sure hit with aviation enthusiasts as evidenced by the passengers taking photos at the gate. The
plane represented TWA with a futurist flare. All Rights Reserved by the Landry Family.
I like to include original images on this website as I can, so as an example of a DC-3 I include
this image submitted by Gerry and Carol Landry. The photo was captured during the career of
Carol’s father-in-law, TWA Captain Kal Irwin, who served with TWA from the 1930’s to the
1960’s. The TWA transport is DC3-209, NC17324, C/N 1970, TWA fleet number 274 is shown at
NYC, likely LaGuardia. The plane was in service with Transcontinental & Western Air
between August of 1937 to February of 1952. All Rights Reserved by the Landry Family.
this image submitted by Gerry and Carol Landry. The photo was captured during the career of
Carol’s father-in-law, TWA Captain Kal Irwin, who served with TWA from the 1930’s to the
1960’s. The TWA transport is DC3-209, NC17324, C/N 1970, TWA fleet number 274 is shown at
NYC, likely LaGuardia. The plane was in service with Transcontinental & Western Air
between August of 1937 to February of 1952. All Rights Reserved by the Landry Family.
The above drawing was found in the career memorabilia of TWA Captain Kal Irwin who served
with TWA between the 1930’s to the 1960’s. The drawing was submitted to Sedona Legend by
Gerry and Carol Landry. The drawing is a rendition by Henry Clark (who one might assume
was a TWA artist). The plane displayed is the very first TWA Stratoliner Boeing 307 (the
drawing shows 307-A), C/N 1998, NC19906 and NC1940 which was in service with TWA between
1940 and 1942, surrendered to the USAAF, and returned to TWA service from 1944 to 1951.
with TWA between the 1930’s to the 1960’s. The drawing was submitted to Sedona Legend by
Gerry and Carol Landry. The drawing is a rendition by Henry Clark (who one might assume
was a TWA artist). The plane displayed is the very first TWA Stratoliner Boeing 307 (the
drawing shows 307-A), C/N 1998, NC19906 and NC1940 which was in service with TWA between
1940 and 1942, surrendered to the USAAF, and returned to TWA service from 1944 to 1951.
The above drawing was found in the career memorabilia of TWA Captain Kal Irwin who served
with TWA between the 1930’s to the 1960’s. The drawing was submitted to Sedona Legend by
Gerry and Carol Landry. The drawing is a rendition by Henry Clark (who one might assume
was a TWA artist). The plane displayed is a TWA DST DC-3B 202 Skysleeper, NC17317, C/N
1932, TWA fleet number 355 in service with TWA between June of 1937 to June of 1942.
with TWA between the 1930’s to the 1960’s. The drawing was submitted to Sedona Legend by
Gerry and Carol Landry. The drawing is a rendition by Henry Clark (who one might assume
was a TWA artist). The plane displayed is a TWA DST DC-3B 202 Skysleeper, NC17317, C/N
1932, TWA fleet number 355 in service with TWA between June of 1937 to June of 1942.
NC19904 (Howard Hughes)
C/N 1997 (initial TWA Fleet Number 404)
NC19906 NC (NX1940 promo) (Cherokee)
C/N 1998 Fleet Number 401
(USAAF 42-88623)
NC19905 (Comanche)
C/N 1996 Fleet Number 400
(USAAF 42-88624)
NC19907 (Zuni)
C/N 1999 Fleet Number 402
(USAAF 42-88625)
NC19908 (Apache)
C/N 2000 Fleet Number 403
(USAAF 42-88626)
NC19909 (Navajo)
C/N 2001 Fleet Number 404
(USAAF 42-88627)
C/N 1997 (initial TWA Fleet Number 404)
NC19906 NC (NX1940 promo) (Cherokee)
C/N 1998 Fleet Number 401
(USAAF 42-88623)
NC19905 (Comanche)
C/N 1996 Fleet Number 400
(USAAF 42-88624)
NC19907 (Zuni)
C/N 1999 Fleet Number 402
(USAAF 42-88625)
NC19908 (Apache)
C/N 2000 Fleet Number 403
(USAAF 42-88626)
NC19909 (Navajo)
C/N 2001 Fleet Number 404
(USAAF 42-88627)
Pam Am Boeing Stratoliners
(Not TWA Equipment)
NX19901 C/N 1994
NX19902 C/N 1995
NC19903 C/N 2003
(Not TWA Equipment)
NX19901 C/N 1994
NX19902 C/N 1995
NC19903 C/N 2003
The Stratoliner was a futuristic looking Boeing- a
pressurized 4-engine airliner which started
service for TWA in 1940. TWA "sponsored the
development" of this plane, according to
American Aviation magazine (1940). The plane
was described as 'cartoon-like', 'a zeppelin with
wings', and as an 'elongated teardrop'. Eventually
this plane was replaced by the more favored
Douglas Commercial and Constellation. Jack
personally assigned TWA's entire Stratoliner
fleet to the war effort before they could see much
service with TWA but after the war they resumed
service. The Stratoliner was a striking airliner
for the day but small by today's standards!
pressurized 4-engine airliner which started
service for TWA in 1940. TWA "sponsored the
development" of this plane, according to
American Aviation magazine (1940). The plane
was described as 'cartoon-like', 'a zeppelin with
wings', and as an 'elongated teardrop'. Eventually
this plane was replaced by the more favored
Douglas Commercial and Constellation. Jack
personally assigned TWA's entire Stratoliner
fleet to the war effort before they could see much
service with TWA but after the war they resumed
service. The Stratoliner was a striking airliner
for the day but small by today's standards!
No doubt the worst design feature of this rather
(now) primitive airliner was the "slot" cockpit
windows as mentioned to me by TWA and UAL
pilots. Pilot seating was set back and this made
for poor visibility from the flight deck in spite of
the 3-sided bank of curved windows.
(now) primitive airliner was the "slot" cockpit
windows as mentioned to me by TWA and UAL
pilots. Pilot seating was set back and this made
for poor visibility from the flight deck in spite of
the 3-sided bank of curved windows.
Transcontinental & Western Air had a heavy association with Native American names- this
partly attributed to Frye who loved the Southwest and was part Cherokee himself, and as well,
TWA was borne out of the Mesas of the Southwestern United States.
By July of 1944 the Army Air Transport Command surrendered the five Stratoliners back to
TWA. The ships which were flown with TWA flight crews over 3,000 transatlantic crossings and
45,000 plus hours of flight for the war were quickly refitted back to passenger service.
partly attributed to Frye who loved the Southwest and was part Cherokee himself, and as well,
TWA was borne out of the Mesas of the Southwestern United States.
By July of 1944 the Army Air Transport Command surrendered the five Stratoliners back to
TWA. The ships which were flown with TWA flight crews over 3,000 transatlantic crossings and
45,000 plus hours of flight for the war were quickly refitted back to passenger service.
TWA Stratoliner
SA-307B (1)
SA-307B (1)
Aviation Milestones- Jack Frye and TWA