Private Executive Planes of

Jack Frye

Longtime President and founder of Transcontinental and Western Air

Sedona Legend Profile Series

Lockheed Lodestar 18 C56

NC- 33604

One of the fastest executive planes in the country- 1945

This web-page is dedicated to: Jack and Helen Frye, whose time together is remembered vividly and fondly by so many!

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In the mid-1930's, in regard to Transcontinental and Western Air becoming a major nation-wide operation, the need for an executive transport was apparent. Several planes were utilized for this purpose by president Jack Frye, the first, a Lockheed Vega in early 1930's. Interestingly this Vega was somewhat well-known, as were Jack's other planes. It is thought to have been the NC-624-E, TWA fleet number 251, per a former Frye associate. This TWA Lockheed possibly was also used for scheduled passenger service. Two Northrop Gammas, followed in about 1934. Starting in 1940, two other more suitable executive transports were drafted, the TWA Lockheed Electra, and the TWA Lockheed Lodestar in 1944. Two of the Gammas and both Lockheeds were designated: "Flight Research Laboratory" planes. These planes were regularly utilized in this TWA program by both Jack Frye, and TWA research test pilot, Tommy Tomlinson. Both Gammas and the Lockheeds were also designated as the private executive planes of Jack Frye, and always reserved for his use. The Electra 12, and Lodestar 18, were designed specifically by Lockheed as airline feeder transports and executive airliners. These planes were the "Cadillac" of planes- the most advanced and fastest transports of their day. It was no coincidence that Howard Hughes chose the Super-Electra 14, and Amelia Earhart the Electra 10E, for their 'round-the-world flights!

From Lockheed Electra NC/NX 18137 To Lockheed Lodestar NC 33604

1942 Lockheed Lodestar 18, NC-33604, TWA fleet Number 241, C/N 2170 Private Executive Plane of long-time President and founder of Transcontinental and Western Air, Jack Frye. Served as presidential executive plane December 1944 to February 1947. Extremely fast with speeds up to 250 m.p.h.

The above photo is as it appeared on a 1940's postcard generously provided by Patrick Chateau. The same photo has also appeared as a TWA file photo. To see Patrick's stellar TWA Website which represents his association with CDG, or Charles de Gaulle International Airport, in Paris France. Please click here.

When Did The Above Lodestar Really Become Jack's Plane?

If you used FAA records to document when Jack Frye took possession of his new Lockheed Lodestar NC-33604 you would determine the date was December 27, 1944. However, this is quite misleading. I have conducted lengthy research into the Elliott Roosevelt Faye Emerson wedding at the Grand Canyon on December 3, 1944, and found a different conclusion. Jack Frye provided the air transportation from Hollywood, Ca. to Valle, Arizona to Beaumont TX. For some time, I have wrestled with whether the “Frye” private plane was the Electra, or the Lodestar. Finally, I came across documentation which proves to be the smoking gun. It clearly states in a December 2, 1944 newspaper article that the plane used was “the private Lockheed Lodestar of Jack Frye”. Please see article below. I think it is safe to assume that the Lodestar was either on loan to Transcontinental and Western Air by November of 1944, or was already purchased by TWA. The plane was wearing it’s TWA markings by December 2, 1944. The civilian Lodestar, produced May 4, 1942, was converted to USAAF, 18-01/C-56D-LO, and used lightly in the U.S., as Reg. #42-57224, until fall of 1944 when it was converted back to civilian use. More research is needed to establish actual transfer dates. As well, I’m still searching for elusive USAAF photos of the plane, as well as additional TWA photos.

For more information on the one of the first events which Jack Frye used his Lockheed Lodestar, please see:

The President's Son and the Movie Star

Please Click On Any Photos Or Files For Larger Versions.

Unsung Heroes and Forgotten Employees of TWA

The Most Coveted Hostess Assignment with Transcontinental and Western Air!

Harriet Appelwick is seen to the left, riding horses at the Frye Ranch in Sedona Arizona, with her good friend Mrs. Jack Frye. On the right, Harriet is ready to take on Smoke Trail at the 800-acre-retreat.

The position which most Transcontinental and Western Air hostesses likely envied the most was secured by Harriet Appelwick in 1943. Before Harriet took the position she was working in Washington D.C. for the War Department. One day prior to this date while carpooling with some male co-workers they were stopped at a Washington cross street. Striding in front of their car was a smartly dressed and stunningly pretty airline stewardess in Transcontinental and Western Air attire. She was definitely noticed by the men in the automobile! One of the men suddenly turned to Harriet, who herself was quite a knockout and said excitedly,“that’s what you should be doing!” Harriet, a little taken aback, replied, “what do you mean?” To which the unanimous reply of her carpooler friends was, “You Should Be A TWA Hostess!” Harriet observed the woman for a moment and said, “you’re right, I think I could do that!”

Harriet Appelwick soon found herself at Transcontinental and Western Air, applying for the glamorous job of an in-flight-attendant. In no time she was handpicked to be the most elite of all Transcontinental stewardesses-- private V.I.P. Hostess- staffing the private plane of the president and founder of TWA, Jack Frye. The only glitch was that she had to wait a couple months to start as she was under the TWA age requirement for new-hire TWA Hostesses. Her position was newly created within Transcontinental and Western Air, Harriet was the first permanent hostess to ever serve as an exclusive representative to the company president and his V.I.P. guests. This employee position was necessitated by Jack Frye, who had recently in 1940 started flying a much larger private executive plane which could accommodate guest passengers and an official company attendant. An obscure Transcontinental and Western Air guideline applied as well which basically stated, “that all TWA passenger transports be staffed by a pilot, co-pilot, and a hostess”. Harriet was employed as, "on call" and had to be available at a moment's notice. This information was provided to me by retired Transcontinental and Western Air Captain, Walt Gunn who at one time served as Jack Frye’s personal co-pilot on the Lockheed Electra. Harriet Appelwick was an attendant on those flights. Gunn is the first TWA associate who 5 years ago, identified photos of Harriet as the Frye’s personal hostess and good friend. Harriet soon started hosting presidential flights of the

executive service Lockheed Electra and Lodestar. The only flights she did not staff were the ones in which Jack did not request a private hostess, which was rarely. As well she did not staff the overweather research test flights on either plane. Both the Electra and the Lodestar served TWA as occasional research planes. This designation was also to justify on the books TWA equipment that was not being utilized for regularly scheduled TWA passenger service. By association Harriet became the personal in-flight-hostess and cabin representative for Howard Hughes, the largest stockholder of TWA. Howard had several private planes himself, a Lockheed 14 Super Electra, converted B-23 bomber, and a Boeing Stratoliner to name just a few. However, for whatever reason Howard was always borrowing Jack’s planes for his own personal use, usually as related to TWA business. This issue eventually prompted Jack who needed his planes to be on constant standby to start charging his friend Howard, $25.00 dollars a day (per Jack’s sister Sunny). Make no mistake about it Howard may have invested a obscene amount of money into TWA but it was Jack Frye who ran Transcontinental and Western Air. Howard proved incapable of mangaging TWA in every possible way. Jack was also a principle owner of the airline from it's inception.

In no time Harriet became fast friends with the cosmopolitan Fryes, especially Jack's wife Helen. She was graciously invited to stay with the Fryes when they traveled to their private ranches and their Washington D.C. mansion, Hillcrest Farm. On all other flights Harriet was put up at local hotels with the other Frye plane crew members. (see this page) A glamorous life have no doubt about it, even to the downside of Harriet being hounded by the press whenever they were on the trail of Hughes which seemingly was all the time! Any time Harriet would “log in“ at Transcontinental and Western Air, the press knew that it was either for a V.I.P. Frye flight or a Hughes flight. Reporters soon learned that if they tracked Harriet they would hit pay-dirt by locating either Howard or Jack. The Lodestar was the most decadent of both TWA Lockheeds, with a full bar and a complete lavatory, or “blue-room” as it was called by pilots. The Lodestar had a navigation station behind the cockpit which served a dual purpose-  in-flight meals could heated and prepared. The attractive sleek airliner accommodated 3 crew members plus a hostess, with 14 passengers who reclined in spatial comfort. Yes, it is assured Harriet likely preferred the more luxurious Lodestar, over the more cramped interior of the TWA Lockheed Electra.

By 1947, after playing hostess to celebrities, dignitaries, presidents and the like for many years, Harriet was grounded. She had made innumerable transcontinental flights and even flights out of the country to places like South America. Jack Frye had resigned from TWA and was bought out by Hughes, and with this monumental event the Lodestar was retired from its executive placement. Jack’s plane was not a corporate plane, but rather a “perk”, provided to him as president of TWA, and could not be utilized by other entities except through his executive decree. On going research reveals that for a limited time Harriet may have continued to work for Hughes. Many airline stewerdesses often met their future husbands in the air, in the guise of pilots and business men, Harriet was no exception. By October of 1947, she met a powerful and handsome man and soon got married. Transcontinental and Western Air did not allow their hostesses to be married so Harriet’s position did not transfer to standard passenger service. It's likely it would never have been the same for Harriet anyway, as when one is at pinnacle of the stewardess pyramid everything else would certainly seem less than exciting. Howard Hughes affected all his contemporaries in a disruptive manner, Harriet was not spared from this chaotic association. From crazy late-night flights with odd mysterious passengers, to the often unorthodox and irrational Hughes, Harriet was often pushed to the limit of her hostessing abilities. But nevertheless, she served in a stellar capacity as is evidenced by her evaluation reports from Transcontinental and Western Air. Her name was in the press often and she became a minor-celebrity in the drama that Hughes ignited wherever he went.

Later as Harriet adjusted to private married life she shunned the public eye and became quite reclusive never wanting to talk about “those” days. Thus, she lived out her life all but forgotten having had filled one of the most unique positions within Transcontinental and Western Air. In our current time frame she has been all but erased in official TWA hostess records. This is an absolute tragedy and a slight I plan to rectify with further research. Harriet Appelwick passed away recently and left very few who were privy to her early years; as the first TWA Presidential V.I.P. Hostess serving delightfully and competently throughout the “Camelot Years of Transcontinental and Western Air”. Haunting memories of Hughes and wonderful memories of the Fryes, Harriet is now free to once again play hostess in the Transcontinental and Western Air Lodestar as it slips gracefully above Sedona, navigating the heavenly skies with her dear friends, Jack and Helen Frye and their many facinating in-flight-guests! Pure Magic!

As seen in the article to the left, is just one of the flights Harriet staffed. This one with Jack and Helen Frye deplaning at LaGuardia Airport just ahead of a throng of reporters. Please click the article to see the larger version. November 1, 1946

Transcontinental and Western Air Hostess- Miss Lilah May Wolfensperger

As mentioned above Helen Frye was instrumental in the design of a unique TWA uniform of the 1940's. Our TWA Hostess model is the lovely Lilah May Wolfensperger. If you look closely at the uniform you will see on the left shoulder area a lapel that is buttoned in the "up" position. The uniform was ingeniously designed to serve a dual purpose: day and night attire. This eliminated the need for an Airline Hostess to retain a second uniform. As well, it lowered the uniform costs for TWA. The lapel in the photo when unbuttoned, in the "down" position, would show a different embossed display, of a different level of TWA service. These photos, cast off after many years had no home but to strangers. Sadly, Lilah's wonderful career is all but forgotten. However, now in association with Jack Frye this forgotten member of the TWA family has been adopted and preserved with the Jack Frye TWA Legacy-- indefinitely! Please click on the images for larger files.

Star of India TWA promotes overnight Hollywood Film Service 1948.

More in-depth research is being executed on Harriet's career and will be added to this page as time allows.

Additional Notations on Helen Frye's Contributions to TWA

Retired TWA Captain, Walt Gunn, who knew Helen Frye personally, mentioned to me over several interviews, that it was Helen who initiated a new design of TWA hostess uniforms in the early 1940's, which had as he explained, “flip up and down lapels”. He stated that references to Helen's contributions could be found in old TWA training manuals. This makes perfect sense as Helen served as a TWA guest hostess herself on several Constellation flights, per Hughes' ex-wife, Terry Moore. It must be noted that Helen was a fashion designer and accomplished seamstress. Helen designed many of her own outfits and hats, as well she also designed clothes for Frye friend, Marlene Dietrich for years. Marlene had her personal seamstress produce the outfits in Beverly Hills. Helen at one time, owned a millinery (hat) shop in Beverly Hills and designed hats for many different celebrities. Helen was also an accomplished artist. In regard to Helen’s close friendship with her and Jack's private TWA hostess Harriet Appelwick, it is reasonable to assume she was interested in improving Harriet’s in-flight appearance. There is seemingly no credit by TWA historical sources for Helen Frye's contributions which is somewhat unfair, however you can rest assured that Helen was involved in some way, even if someone else got all the credit. This also applies to Helen’s involvement with the serving of re-heated in-flight meals on TWA national and inter-national flights. It is a well-known-fact that Helen was a marvelous cook! As proof of her involvement with TWA in-flight-meals, I cite a small section of a magazine profile on Jack Frye from a 1945 Fortune (500) Magazine, which states this implicitly. It is a little known fact that Jack Frye checked TWA and press “copy” personally, few articles were published in regard to TWA with out Jack Frye's stamped approval, and the verification of facts, by his private secretary. So you may rest assured the statements Fortune Magazine printed about Helen Frye, were indeed true and not concocted fantasies.

Sky Hostess To Play Model

Helen Frye Plays Hostess to Los Angeles Fashion Show!

Beverly Hills, California- Bel Air Society Section- May 31, 1941

The gay hat of open crown beige cloth and brown silk jersey drape is a radical departure from severe uniform hats. It was designed in the Beverly Hills shop of two women quite familiar with the aviation industry - Mrs. Jack Frye, wife of T.W.A.'s president, and Mrs. Mark MacKee, wife of a Pan American Airways director.

Fortune Magazine, April of 1945

“In its advertising, T.W.A. for years moved from one agency to another without finding a consistent theme with which to identify itself in the public mind. In the past four years T.W.A.'s advertising has improved, and for this, romance must be credited with an assist. Jack Frye and Mrs. Cornelius Vanderbilt Jr., nee Helen Varner, of Clarksburg West Virginia became interested in each other when she taunted him at a party for the dullness of T.W.A.'s advertising. She went home and wrote Jack a letter about consumer appeal in air travel; it made such an impression, it still serves as T.W.A.'s informal advertising manual. T.W.A.'s recent full-page advertisement, showing a Constellation (with the advice, "Don't travel unless your trip helps win the war," in type almost too small to be readable) is a model of sleekness. Mrs. Frye's influence is discernible also, in efforts of T.W.A. to improve its dining service. Like other airlines, T.W.A. considers a planes's pay load too precious to permit the use of a kitchen. It is experimenting with a deep-freezing process that may bypass this limitation. The idea is to cook food as appetizingly as possible, then deep-freeze it and reheat it electronically on the plane.”

In closing, I am considered the world’s foremost authority on the Frye Legacy, “if you hear it here, you hear it clear!” This web archive is nearly 5 years old and grows all the time. I constantly monitor "copy" for accuracy, and have been consulted many times on Frye related historical projects. I consider myself  the most loyal Frye advocate, a virtue that Jack’s sister, Sunny, continually thanked me for up until her recent passing. It is my intent to insure that Jack’s major involvement with the “early years of Transcontinental and Western Air” are not over-looked and that Helen’s minor involvements with TWA are not seen as meaningless. I think that Helen's friendship with Harriet is likely the reason Helen showed an interest in the presentation and duties of a TWA hostess and desired to improve them.

TWA Lockheed Lodestar Markings

Both the TWA Electra and Lodestar bore similar markings. On many TWA planes, the fleet number was stamped on the nose, as in the Lodestar and Constellations. The two planes wore the markings: "Flight Research Laboratory". Both the Electra and Lodestar were readily recognized within the airline as "the official planes" of TWA president, Jack Frye. One interesting notation in regard to this comes from Jack's cousin Tom Frye, a Braniff Airways Captain who retired after a 30 year career. He commented to me, that he remembered one time when Jack landed the Lockheed Electra on a local grass strip near Wheeler Texas, on a flight to visit his father and stepmother. As for the Lodestar, Tom says, that when he (Tom) once landed a Braniff airliner at Kansas City, he observed a highly polished Lockheed Lodestar with TWA markings parked uncharacteristically on a ramp. After Tom unloaded his passengers, he proceeded to inquire of TWA officials, "what is that TWA Lodestar doing sitting out there on the ramp like that?" Tom said, he was told, "that's Jack Frye's personal plane, and it's parked out there at the ready, for his use". This was before he realized his cousin, Jack, had obtained a new executive plane. (Jack's executive office was in Kansas City for many years). In one historic photo the Lockheed Electra is parked similarly at the Kansas City Air Terminal. I asked Tom why he didn't go to work for TWA? He related it was against TWA company policy to hire relatives. I guess at times even the president and founder of an airline can't bend the rules!

For a rather unusual mystery story involving the TWA Lockheed Lodestar NC-33604, from April of 1945, please see this page.

Memories of the White House as told by Helen Frye

Helen Frye was invited to the White House on several occasions. Jack Frye knew FDR well, and was also an intimate friend of Harry Truman. Of interest were her comments that prove out this association, to paraphrase: “The first time I met FDR, I was shocked to see that he was in a wheelchair. I was not previously privy to the fact that he had been afflicted by polio.” Many citizens were not aware that Franklin Delano Roosevelt had limited use of his legs. The handicap was kept from the nation at large and at the time television was in its infancy. Helen Frye was also remembered to have said that one time when she was invited to a dinner at the White House that the president fed his dog from the dinner table. She was touched that he had that kind of love for animals. This, Helen said, endeared her to him from that point on. Of course we know that Helen Frye was a avid animal lover and advocate, later even a founder of the Sedona Humane Society. It is not clear "which" president she was referring to with this comment but with a little investigation the trail leads straight to Harry S. Truman who was himself a great lover of animals. Roosevelt was not known to have had pets in the White House, but Truman did. Jack and Harry would get together as time allowed and fly off in Jack’s Lockheed plane on hunting and fishing trips. As well, Jack and Helen entertained Truman often at their mansion in Arlington, Virginia. At the Frye mansion, Truman could get together with his peers to relax and play poker. Jack Frye was a pivotal and powerful man of the Democratic Party. If you wanted something done you could count on Jack Frye!

TWA Lockheed Lodestar Tales

Carter Burgess (assistant to Jack Frye) regarding Howard Hughes

More interesting information about the Lockheed Lodestar recently uncovered... "Howard Hughes and his Flying Boat," by Charles Barton.

In part, to paraphrase, the author writes of the famous Hughes Senate Hearings in Washington D.C., specifically regarding Senator Brewster from Maine. Basically the story is related that before the hearing commenced, Howard desired to converse with Brewster privately. At the same time Howard was meeting with Juan Tripp president of Pan American Airways, displaying a veiled interest in merging the two airlines. In reality Howard was just stalling for time (to delay the hearings) and leading Tripp on a wild goose chase. As for Brewster, Howard contacted him and asked if he could meet with him at Washington on the following Monday, February 10th, 1947. Hughes had just arrived himself on board his private B-23, via New York, and one must presume originating from Burbank, CA. Senator Brewster was engaged in speaking engagements down south and said that he could not be in Washington until Wednesday the 12th. Howard told him that if he would meet him on Monday he personally would make sure that Brewster was flown to his next engagement. Brewster agreed to the meeting and flew to Washington on a scheduled TWA airliner from Kansas City, MO. Howard met with Senator Brewster on Monday as planned at Brewster's office. Quote from the book: "Hughes arranged for Jack Frye's executive plane to fly Brewster to Morgantown, West Virginia, that Monday evening for his speaking engagement." (Of course Jack's executive plane at this time was the Lockheed Lodestar, TWA #241).

In general, I will relate the next incident mentioned in the book in regard to the Lodestar. It involved a trip where Senator Brewster was flown by Hughes and TWA Captain M.E. Bell to Columbus Ohio. The hostess on the flight was Harriet Appelwick. This particular hostess is known to not only have been a dear friend of Helen and Jack Frye, but as well was always assigned to their personal executive planes by Jack to help entertain clients of TWA. Brewster related to the press that Harriet refused to fly that particular flight because she said she didn't dare be alone with Howard on the return trip to Washington. Howard said that the incident was unfounded and provided affidavits from Miss Appelwick stating such. Unfortunately Harriet who would be a wealth of information about Jack and Helen has recently passed away on 12-19-2006. More research is being done and changes to these stories will be made if new information is uncovered.

Affidavits submitted by Howard Hughes to the Senate Hearing, from TWA Hostess, Harriett Appelwick Huntoon, and private Hughes' pilot, TWA Captain M.E. Bell. “I have read Senator Brewster’s statement that I refused to make the trip to Columbus with Senator Brewster in Mr. Hughes’ airplane because I didn’t want to return to Washington alone, with Mr. Hughes in his airplane. This is the most ridiculous statement I have ever heard. There was never any thought on the part of Mr. Hughes or anyone else, that I would return in the airplane with him.” Signed, Harriet Huntoon

The next interesting reference to the plane comes from Robert Serling's "Howard Hughes' Airline," to paraphrase....The incident involved Carter Burgess who was a very good friend of Jack Frye's and as well incidentally, was to be the guardian of Jack's daughter Nevajac if Jack was to ever die suddenly. (Tragically this was all un-done after Jack's death). Jack started taping all of Howard's phone calls. It appears this all started when Noah Dietrich was undermining Jack's management of TWA. The people privy to act were his administrative assistant Jean Phillips and his private secretary. Later Carter Burgess, Frye's assistant, was let in on the act. Howard would ramble on and on for hours on the phone. Burgess related to Serling several long conversations he was aware of between Howard and Jack, one at 7 hours, all taped. Carter related one conversation, he himself had with Howard, during the time he worked for Jack Frye. Quote from the book: "It concerned a Hughes request that Jack Frye send his personal Lockheed to Indianapolis to pick up one of Howard's girlfriends. Frye wasn't in so Hughes issued his marching orders to Burgess. He not only wanted the plane, but he insisted that color pictures be taken of it's exterior and interior so the lady would get some idea of what she would be riding in. "But that wasn't all," Burgess says, "he kept me on that god dammed phone for almost two hours telling me how to shoot the pictures. That was the first real inkling I had of how he operated. I had to go out to the airport and take the shots of the Lockheed from every angle and it was just a little thing that would have fit in the lavatory of a 747." The date was approximately, early 1947.

The next incident was discussed in the same book. To paraphrase, Jerry Condon was a TWA employee, at one time chief passenger agent at Harrisburg, PA, working with TWA in Washington- New York during the Constellation debut. One evening, he received a phone call from Hughes' office in California- 7000 Romaine. It was conveyed that Howard needed 4 reserve seats to LA on a TWA airliner for four celebrity starlets that evening. However, the plane was booked solid with military personnel. It was TWA's policy during the war to give priority to all military enlistees needing transport even if it meant bumping V.I.P's. Therefore the request was promptly denied. So Hughes' office instead requested Condon locate 4 volunteers who were booked on the flight that would be willing to relinquish their seats. "Tell them we will guarantee them seats tomorrow and you will contact their commanding officers so they will not have any problems. Make sure they are entertained this evening!" Of course, the request was unorthodox for TWA, but not so for Hughes. The men were located: 2 sailors, a soldier and a marine. TWA promised free rooms, a night on the town with dinner and drinks, transportation to Manhattan, and back to LaGuardia the next morning. Jerry called Hughes' office to say, "all was arranged". At this point he was requested to bring the four bumped passengers back to the TWA terminal at LaGuardia in the morning. "But wait, we don't have a morning flight to LA," protested Condon. "Just get them to the TWA hangar in the A.M.," he was told. As directed, Jerry Condon fetched the men and drove them out to the hangar the next morning. As follows, he recalls the situation:

Quote from the book: "There was Frye's private Lockheed, with Hughes himself in the cockpit, and a TWA hostess standing at the plane's door. "So I boarded them, and Hughes flew them to Los Angeles," he recounts. "In all these years, I never figured out why we didn't put the starlets on the Lodestar, and leave our regular passengers on the scheduled flight. It was just the way he (Hughes) operated." Notation: The TWA stewerdess was most assuredly Jack's Frye's private hostess, Miss Harriet Appelwick. In addition, historically, the date and location of the first meeting between Howard Hughes and Senator Brewster has always been disputed by the two parties. The meeting either transpired on February 10th, or the 12th, either in a suite at the Mayflower Hotel, or at Brewster's Washington office.

The Frye Private Airport Near Sedona

Sedona Arizona had no airport in 1940, when Jack and Helen Frye first discovered Sedona. Landing locations in the Red Rock Country were primitive at best, however, Jack Frye had his own airstrip built in the summer of 1941, at the corner of Highway 89A and Cornville Road, south of Sedona. This airstrip was adequate to land his both his private TWA executive planes. What Jack’s motivation was in creating a new airport so close to the Clemenceau Airport, (Cottonwood, Arizona) is unclear. Because of the rugged terrain he was not able to construct an airstrip at his ranch. There were other airports at Prescott, and Flagstaff, and a TWA terminal at Winslow. All the locations listed above, the Frye’s flew in and out of on occasion. It appears Jack perhaps was desiring to start a TWA presence somehow in the Verde Valley, and maybe desired privacy in his transit to and from the ranch. As one Sedona ole timer conveyed to me, “each time Jack and Helen were in town, all who drove down Highway 89A between Cottonwood and Sedona, would see the polished to a mirror Transcontinental and Western Air Electra, or Lodestar parked out in the desert.

Word would soon spread, “Jack and Helen Frye are back in town”! When the Frye’s arrived they were usually accompanied by an entourage of people, “a bevy of beautiful women; secretaries to secretaries".  This was understandable, as Jack was never far removed from the daily operations of TWA. Helen as well, utilized a secretary of her own to handle social correspondence and engagements. Jack and Helen sometimes traveled with their butler who usually worked at their Washington D.C. mansion and Kansas City home. Another occasional passenger was Evangeline Brown, a private chef who sometimes flew with them to cook for parties. It is a Sedona legend of sorts that each time Jack and Helen would fly in to Sedona, their gleaming Lockheed would circle and buzz the Frye Ranch twice. This would signal the ranch hands to drive out to the Frye airstrip and pick up Jack, Helen, and their many guests. One of the Frye Lodestar pilots was Glen Knudsen, who had a twin brother, who also flew for TWA. Another one of Jack and Helen's personal pilots was a man named Al.

Jack always had to combine business with pleasure, there was rarely a visit to his one of his ranches when he wasn’t in route to a Transcontinental business meeting of sorts. Many times, he simply did not have the time to fly his plane out to Sedona and would instead take a TWA airliner from wherever he was at, in New York, Kansas City, or the West Coast. Helen as well, often had to fly out to the ranch alone as Jack’s schedule was extremely tight. On these occasions, the Fryes flew into Winslow Airport where TWA maintained one of their main terminals. They would ring up the Sedona Ranch and ask an employee to come get them. Many Frye associates remember these frantic drives back and forth to Winslow at all hours to meet TWA airliners. The Fryes and their guests always stayed at the Harvey House, La Posada, in Winslow. One Frye ranch foreman, Al Nuanez who was employed at the Frye Ranch, remembers the time period- “they were mostly traveling, though she was between here and New York most of the time. He used to land in Cottonwood, (the airstrip) but most of the time I had to pick him up in Winslow. He had a jet- converted jet, a Lockheed Lonestar Twin Jet. I enjoyed riding with him, I went twice!" Of course, at the first read of the narrative I was confused by the reference to the Lonestar jet. However after many years of researching the Fryes, I realize that in his 90-year-old-cowboy was likely trying to describe Jack’s Lockheed Lodestar C-56, (military conversion) twin engine airliner. It is possible, Jack, who worked closely with Lockheed, was loaned a converted military jet at one time, but I have never found any evidence of this. The technology was nearly non-existence at the time period.

Frye’s flights in and out the Verde Valley were some of the first by any major airline (TWA) into the region. The airstrip today is a lonely place, the perimeters hard to discern. However, from the air the airport is clearly revealed. On my recent visit I found the main runway to be quite large, nearly a mile in length, the grade a slight incline. The other service exit runway was about a 1/2 mile long. The main runway is about 150 feet wide. There are ruins of the fueling facilities and buildings built in the 1940’s. A lone, rusty 5 gallon fuel can still sits on the edge of the strip. Many ole timers insist Jack and Helen owned the property outright, one even thought the land may have been leased from the school district. However the property was secured, Jack used the landing field regularly from 1941 on till 1950, and a few times after that. Unfortunately because of the war, the location was never to become a regional airport as Jack desired and eventually was forgotten. Today standing on the wind swept sage brush flats, one drifts back in time and can almost hear the throaty rumble of the Lodestar radial engines as the plane sweeps in for a landing or takeoff. The airstrip was once called the "Verde Valley Airport," see newspaper account of the dedication, which was attended by Jack Frye and his TWA Lockheed Electra, below. (October 25, 1941)

NEW AIRPORT OPENING CEREMONIES Bridgeport, Ariz. Tuesday-Oct. 28, 1941

Verde Valley residents, led by the Irwin D. Major Post of the American Legion, and other civic organizations, are seeking government assistance in the development of the Verde Valley Airport, which was dedicated Saturday. Jack Frye of Kansas City, MO., president of Transcontinental and Western Air, Inc., was the principle speaker of the program, which was attended by several hundred Verde Valley residents. Holder of pilot license No. 1 for the State of Arizona, Mr. Frye flew to the field in his private Lockheed plane. Improvements Needed: "The Verde Valley Airport is in a good position to be inestimable value to this section of the country as either an Army Base, or a commercial field," Mr. Frye said. "Of course, additional improvements would have to be made, since the field as it stands today is valuable only as a day field. If government aid were obtained in improving the field, it would be an easy matter to effect the installation of lights and good paved runways. The Verde Valley has long been known to TWA pilots as having excellent flying weather at practically all times of the year. A negligible expenditure would complete the runway setup to provide an outstanding day field." Flying Conditions Ideal: Flying conditions in the Verde Valley are comparable to those experienced at Phoenix and Tucson, speakers said. Conditions for gliding also are ideal, they added. Several members of the local airport committee were taken by Mr. Frye on a flight over the field- George Thiel, and son Roger, John Burke, Frank Eden, and Karl Norton, all of Cottonwood. To climax the ceremonies, Dave Roos, local instructor of the Hispanic Flying Club, flew directly over the landing field and dropped a large American Flag which drifted to the ground, while the "The Star-Spangled Banner" was played.

This scan, from a current U.S. Forest Service map, clearly details the runway of Jack and Helen Frye's private airstrip. This airfield which Jack financed privately, was created specifically to land his private TWA Lockheed-Electra 12A airliner, and later his Lodestar airliner. This location gave TWA president Jack Frye access to his nearby Smoke Trail Ranch, now Red Rock State Park. Many TWA clients and associates were flown into this location to be entertained as guests of Jack and Helen Frye at their famous ranch. Howard Hughes was said to have visited the ranch twice and could possibly have landed here too.

F.A.A. Ownership Documentation of the TWA Lodestar

Lockheed Lodestar NC-33604, serial number 2170. Manufacture date: May 4, 1942. Converted to 18-01/C-56D-LO for USAAF, as registration number 42-57224. Likely used as an officer transport it was sent to Bolling Field, Washington D.C. on June 11, 1942. On June 25, 1942, to MAD, then back to Bolling on June 27, 1942. To Geiger AFB, Spokane, WA., July 16, 1942. Memphis AFB, February 11, 1943. Gravely Point, WA., June 11, 1943. By July 29, 1943, the Lodestar was in Washington D.C. (back at Bolling)? On December 27, 1944, the Lodestar was transferred to (RFC) Reconstruction Finance Corporation, and processed to civilian sale and use. FAA registration, now as NC-33604, transfer to Defense Plant Corporation, sold to Transcontinental and Western Air to be used as Flight Research Laboratory, and executive transport, assigned TWA Fleet Number #241. The Lodestar was never used for regularly scheduled passenger service by TWA. The plane was eventually sold, (April of 1954) to Daniel Peterkin Jr, (longtime executive of Morton Salt Corporation, father, a founder, both presidents. Peterkin was also president and co-founder of Howard Aircraft Corporation, with his friend Bennie Howard, per his daughter. The Lodestar was sold to American General Insurance Corporation, in June of 1963. Later transferred to Alex W. Head by February 1970. In January 1974, it was transferred to C. Norris Byran, and by January of 1977, it was owned by the Cardway Corporation and ended up with Bush Aviation Incorporated. It was sold to Warren Walder, by June of 1977, and then sold to B and H Industries Incorporated, May 17, 1978. Plane resided at Fort Lauderdale, Florida, from July 1976 to October 1977. In August 1982, the plane was canceled from the FAA Civil Air Registration database. Tragically many old and neglected Lodestars were used by drug runners, eventually ending up ditched in the Everglades, Caribbean, Bermuda Triangle or worse yet, South America. Perfect example: A mystery Lockheed Lodestar 18 landed on a road and was set on fire by drug smugglers near Hastings Florida, on July 19, 1978. The registration number not verified, this Lodestar died a lonely anonymous death. Let's hope this plane is not our famous and proud V.I.P. executive airliner NC-33604, which now has been lost to time.

From the Lockheed expert Rene' J. Francillon, "Lockheed Aircraft Since 1913," we find references to the Lockheed Electra NC-18137, and the Lockheed Lodestar NC-33604. Specifically the author writes, "In spite of having won the competition, the Electra Jr. had limited success as a feeder-airliner, with only six of the ninety Wasp Jr. SB powered Model 12-As (including the prototype) being acquired by US airlines, while c/n 1236 went to Associated Airlines Pty in Australia. One of the six US-registered feeder-liners, which as NC18137 (c/n1229) had been delivered in August 1937 to Varney Air Transport, was later used briefly by TWA as a high-altitude and weather research aircraft until replaced by a Lockheed 18. Two other model 12A's were acquired by British Airways but as detailed later, this airline purchase was a front for the activities of Sidney Cotton." Please note: Varney Air Transport became Continental Airlines, in 1937. Mr. Francillon continues to detail background information of TWA's 1942 Lockheed Lodestar. "C-60-LO: Thirty-six Model 18-56's were impressed and powered by 1,200 hp Wright R-1820-87s, were assigned serials 41-29633/41-29647, 42-32166/42-32180 and 42-108787/42-108792. Lend-lease transfers to the RAF as Lodestar Mk. II's accounted for the first sixteen machines (EW983/EW997 and FK246) but fourteen additional aircraft, for which serials FK247/FK260 were reserved, were retained by the USAAF as were the last six C-60-LO's. One aircraft (c/n 18-2170, 42-108971) went to TWA as NC33604 to serve as a flight-research laboratory and executive transport. Please note: I have found another source that shows the NC-33604 was originally 42-108791. It is likely this particular source accidentally reversed the numbers.

Lockheed Lodestar- After Jack Frye Resigned

It was a mystery to me that TWA indicated they wanted to sell the NC-33604, Frye Lodestar after Jack's resignation, yet the FAA shows it was not re-registered until 1954. Seemingly though the mystery may be solved. It is rumored that Howard Hughes bought the plane from TWA. This may explain the "floating" registration for 8 years. Research is ongoing. The acquisition of the Lockheed Lodestar and Electra airliners as executive planes was a TWA first. Obviously, directly associated with "who" Jack Frye was and "his value" to Transcontinental and Western Air. Perhaps, also his close association with Howard Hughes was a consideration. Jack Frye was the only executive offered the exclusive use of a TWA private plane during his day. From the inception of TWA it was commonly stated in the press, a common association of Jack Frye with specific planes to include the Lockheed Vega NC-624E, Northrop Gamma 2D, NR-13757, NX-13758, later the Lockheed Electra 12A, NC-18137, and lastly the Lockheed Lodestar 18, NC-33604. No other TWA executive from this early time frame has ever been linked to a "private plane" with TWA markings as much as Jack. I have not researched whether any other president after Jack ever had his own TWA plane. When Jack left TWA in 1947 he continued to travel in private transports. It is assumed that one of these was an executive plane provided as a perk by General Aniline. It is documented that Jack was provided a chauffered limousine throughout his years as President and CEO of this corporation in NYC.

There is documented reference to discussion by the TWA Executive Committee about the then TWA executive planes. A quote from the January 25, 1947 meeting is notated below. Jack Frye was in attendance as a member of the Executive Committee, but did not vote on the action. He was still at this time president of TWA, his resignation planned but not yet executed. Quote from the minutes: Resolved, that the company's B-17, and Lockheed Lodestar planes be, and they are, hereby grounded until further action by the Committee. Notations: Most certainly a declaration by TWA that the Lodestar, at least was a direct association with Jack Frye, and not a general perk for other current or future executives. Also it must be stated that TWA was forced to cut as much operational cost as possible in regard to the astronomical cost of opening up the new TWA Trans-World service. The B-17 was sold though, to the Shaw of Iran. Information on this transaction is directly below. Any association Jack had with the B-17 is not known at this time, it was not considered an "presidential"  plane, but rather a "company" plane which was never used for scheduled TWA passenger service.

Lockheed Executive Plane, TWA B-17G, NX-4600 christened, "Two Kind Words".

Of further interest in regard to TWA executive planes during the Jack Frye era, is one more rather unusual plane. This being the TWA B-17G, serial number 44-85728, purchased during Jack's reign at the end of the war. The plane was renovated at Boeing in Seattle to serve as a TWA executive plane. Designated model 299AB, registration number NX-4600, later NL-1B, the plane might well have been flown by Jack Frye, but was never used as an executive transport in the United States, as the Lodestar was utilized exclusively stateside and a few times to South America. The NX B-17, christened: "Two Kind Words" was delegated more as a TWA management transport, and used overseas as a diplomatic envoy establishing TWA's world domination of Trans-World air service. It is said to have been flown in the Middle East setting up TWA routes and service hubs, see photo here. In 1947, around the time Jack Frye resigned from TWA, the plane was sold to the Shaw of Iran, who utilized it for many years. The registration numbers, now EP-HIM, signified: "His Imperial Majesty". Some say the plane was "given" to the Shaw of Iran, if this was indeed true it was no doubt exchanged as a goodwill gift for some sort of TWA route agreement with the Shaw. In 1970 the plane was cut up and parted-out in France. A terrific photo spread of this plane by Marc Brecy, can be found on the TWA Seniors Club Website.

Update on the former TWA Lockheed Lodestar

More information has been uncovered about the TWA Lockheed Lodestar NC-33604. I was contacted by a gentleman who was at one time the chief company pilot for Union Texas Petroleum. They maintained a Lodestar, N-61U (later N-6166,) which was hangared next to the former TWA Lodestar N-33604. Please see the N6166 here, and here. American General Insurance was the owner of the N33604, by this time. This gentleman served as an occasional vacation relief pilot on the former TWA Lodestar, and referred me to his friends, the two company pilots who regularly flew the N-33604.

The chief pilot for American General Insurance, was Mac McChesney. However, due to his current ill health, I have not been able to converse with him. The second company pilot was Herb Garrett, who has revealed invaluable information about the Lockheed N-33604. The Lodestar's first flight with Garrett was February 19, 1963. Herb told me he thought the Lodestar had previously been owned by the Morton Salt Company. He went on to say that he had understood the Lodestar at one time had been the corporate plane of Mr. Frye, and that Howard Hughes had been associated with the plane too, actually piloting it. He was told the plane had never been used for TWA passenger service. Mac and Herb piloted the plane for the illustrious Gus S. Wortham, of John L. Wortham and Son LP, (currently,) which founded American General, (AIG.) The plane was based at Andrau Airpark in Houston Texas.

Herb's spoke of the plane fondly. It had been modified prior to the Wortham purchase, and was quite fast. This was attributed to the Pratt and Whitney 1830-94 twin power plants, a Dallas-Aero Kit; modified square wing tips, and modifications of wings, (fillets) to fuselage. This is why the plane handled remarkably, even to the disadvantage of one power plant operating. The aircraft's nose was modified, making it pointed and narrow, with Bendix Aircraft Radar (rare for the time period,) installed in the center, This installation necessitated moving the landing light to a lower position. (It must be noted that Howard Hughes developed early aircraft radar. Is he responsible for this alteration?) The plane's interior was outfitted for "1st Class" executive service, with a long couch that seated 4 up front, and two adjoining lounge seats. Behind this, there were 4 more lounge chairs, and the blue room (restroom,) in the very back with a small oval window. The plane did not have airstairs, rather instead, a porter's step. There was a small room with door, between the cabin and the cockpit, thought to be a navigator's station of sorts, with table and seat. A hot plate in this area enabled food to be warmed up. (When the plane served with Jack Frye, a TWA Hostess was part of the flight crew at all times.) The paint scheme was brown, tan, and white, covering the original TWA, polished to a mirror finish.

It was the policy of Mr. Wortham, that if someone wanted to go somewhere, and the plane had an empty seat, they were always welcome as passengers. So subsequently, the Lodestar became a VIP transport, not unlike it's TWA years, which had the same generous policy. Just a few of the remembered passengers were Herbert Walker Bush, president of Zapata Petroleum (later President of the United States,) Senator John Connally (wounded when President John F. Kennedy was assassinated,) Senator John Tower, Governor Preston Smith, Dr. Denton A. Cooley, the famous heart pioneer (who often traveled with his bass fiddle.) The DuPonts and three of the original astronauts. Quite an interesting list of passengers that reminds one of when the plane was used as a temporary Air Force One while serving TWA, this with Jack Frye as pilot, returning Vice-President Harry S. Truman to the White House after the death of FDR. Please see this link about this monumental and mysterious air trip.

Mr. Wortham owned the famous Bar 9 Ranch in New Mexico and Texas, and the Little Eva Plantation in Louisiana. Quite coincidentally Wortham also owned the rare Santa Gertrudis cattle, like Jack Frye, who stocked them at his Frye- Nevajac Ranch in Florida, and Smoke Trail Ranch in Sedona AZ. It would be very interesting to know if there was a connection between Wortham and the elite organization El Conquistadores del Cielo. Founded by Jack Frye and Paul Richter in 1937, the secretive organization was intended as a membership of airline executives, however many prominent corporate leaders of the country were associated as well. American General Insurance sold the plane in February of 1970. They had previously owned a Beech 18, and later went on to own several more Lockheeds, a Westwind, and a De Haviland DH125. The demise of the famous TWA Lockheed Lodestar? Herb says he heard many years ago, that at the end of the plane's life, long after American General Insurance had sold it, the Lodestar ended up wrecked on a Florida beach. The circumstances sadly are what I had suspected, it had likely been stolen, and was being used by drug runners. They got hemmed in by weather, and put it down on a lonely strip of sand. There the plane was abandoned, and never heard from again. Likely it was cut up and scrapped. The End? Unfortunately it appears so. However the plane may exist out there somewhere a derelict. Just a memory now, this famous executive plane only lives on in the minds of those that were proudly associated with her.

Mr. Garrett has generously shared his photos of the Lockheed Lodestar N-33604 as seen below, from about 1962. The photos show the plane before Gus Wortham owned it, either at the sale or before. The modifications that are displayed were likely executed by Daniel Peterkin Jr. A few technological alterations may have been initiated by Frye, through the TWA Flight Research Laboratory program. It is documented that Mr. Peterkin worked with Bill Lear on the Lodestar conversion program. Several of the modifications noted above were typical of Lear and it's obvious the plane was a partial Lear conversion, although, perhaps unofficially so. N-33604, as pictured below is similar to its appearance in TWA years with Howard Hughes, Jack Frye, and Paul Richter as pilots, sans the painted body.

The adjoining photos of the NC-33604 were possibly commissioned by Daniel Peterkin Jr., at the sale of the Lodestar to Gus Wortham. The plane shows as a real luxury liner, certainly a well-suited executive plane for a long list of V.I.P's. From Jack Frye, founder and long-time president of TWA, Howard Hughes, Daniel Peterkin, president and founder of Morton Salt, and Gus Wortham founder of American General Insurance. The plane has a notable and proud lineage! Photographer: Joe V. Moldonado

The Last Known Photo of TWA NC-33604

Lockheed Lodestar Model 18, N-33604, serial 2170. The photo below is copyrighted, originally from the photo vault of Military Aircraft Photographs, (M.A.P.) Graciously submitted by Michael Zoeller, London, of Lockheed Twins- Website. This image of the famous Hughes-Frye TWA executive plane was captured somewhere in the United States in 1977. At the time, the Lodestar was owned by the Cardway Corporation of Chicago. The colors are a reflection of those popular in the 1970's, in this instance, copper earth tones and white. Gone is the polished to a mirror finish and bright red TWA markings, which accented the plane when it transported Jack, Helen Frye, Howard Hughes, members of the presidential family, and a variety of celebrities. What became of the Cardway Corporation? It appears they are as elusive as the plane's current condition and location.

Vintage FAA Airplane Registration Codes- NC (National Standard) although some say- (National Commercial) NR (National Restricted) NL (National Limited) NX (National Experimental) N- meaning United States Registry.

After the Lockheed Electra and Lodestar left the Transcontinental and Western Air fleet, what happened to the famous planes, did they retain their celebrity "V.I.P." status? The answer to this query has been resolved for both Lockheeds. Information is derived from many published sources, however, most invaluable is a work by Peter Marson, called "The Lockheed Twins."

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