Appendix — Hughes Tool Co. v. Trans World Airlines, Inc.

Supreme Court brief1973

Ask Donna

What actually matters in this document.

Text

INDEX

Volume AX-I

Irem

TWA Ex. 2 (Statement of Robert W. Rummel) ..

TWA Ex. R-3 (Toolco-Convair Amended Agree-

ment—Model 22, 6/4/56)

TWA Ex. R-5 (TWA-Toolco Purchase Agree-

ment—May 9; 1960)

TWA Ex. R-8(80) (FAA Registration Docu-

ments—B707-331, No. N771TW) ......---.-----------

TWA Ex. R-8(81) (FAA Registration Docu-

ments—B707-331, No. N772TW)

‘TWA Ex. 3 (Affidavit of J. B. Connelly) _.....

TWA Ex. 4(b) (C. & C. Report—Comparative

Profit Study)

TWA Ex. 4(c)(1) (C. & C. Report—Financial

Results from Reconstructed Jet Fleet) -..........

TWA Ex. 4(c)(4) (Exhibits B-J to C. & C. Re-

port—Financial Results from Reconstructed

Jet Fleet)

Volume AX-II

TWA Ex. 5(a) (Drexel Harriman Ripley, Inc.

Report—Parts I & IT)

TWA Ex. 5(b) (Exhibits to Drexel Harriman

Ripley, Inc. Report)

AX-1

Irzem

TWA Ex. 7(b)(1) (Price Waterhouse Study—

Volume One)

TWA Ex. 7(b)(2) (Price Waterhouse Study—

Volume Two)

Volume AX-III

TWA Ex. 10 (Letter—Boeing to TWA re 707

Negotiations—12/29 /54)

TWA Ex. 12 (Toolco-Convair CV-990 Purchase

Agreement—11/10/60)

TWA Ex. 13 (Holliday Call Sheet—Feb. 20-27,

1961)

TWA Ex. 14 (CV-990 Purchase Agreement—

Amendment of 2/22/61)

TWA Ex. 22 (Rummel Call Sheets) —..........

TWA Ex. 23 (Letter Agreement—Sale of Six

Boeings to Pan American)

TWA Ex. 39 (Affidavit of Joseph P. Ripley) ..

TWA Ex. 42 (C. & C. Report—Revision of

Pages 63, 64, 71 & 72)

TWA Ex. 43 (C. & C. ‘Report—Revision of

Page 51)

TWA Ex. 46 (Jet and Turboprop Aircraft of

TWA and Principal Competitors—1958-66) ....

TWA Ex. 47 (Boeing Aircraft Employed on

Routes Formerly Served by B-720Bs) ............

AX-452

AX-729

AX-732

AX-735

AX-740

AX-742

AX-743

- Trem PAGE

TWA Ex. 50 (Price Waterhouse Report—Sum-

mary of Application of Assumptions) ...........0 AX-744

TWA Ex. 72 (TWA Annual Report—1939) ....... AX-745

TWA Ex. 73 (TWA Annual Report—1940) ... AX-752

TWA Ex. 74 (TWA Annual Report—1941) ..... AX-758

TWA Ex. 75 (TWA Annual Report—1942) ...... AX-760

TWA Ex. 76 (TWA Annual Report—1943) ........ AX-763

TWA Ex. 77 (TWA Annual Report—1944) ..... AX-766

TWA Ex. 78 (TWA Annual Report—1945) ........ AX-769

TWA Ex. 79 (TWA Annual Report—1946) ........ AX-773

TWA Ex. 80 (TWA Annual Report—1947) ........ AX-779

TWA Ex. 81 (TWA Annual Report—1948) ........ AX-783

TWA Ex. 82 (TWA Annual Report—1949) ........ AX-788

TWA Ex. 83 (TWA Annual Report—1950) ........ AX-792

TWA Ex. 84 (TWA Annual Report—1951) ........ AX-797

TWA Ex. 86 (TWA Annual Report—1953) ....... AX-800

TWA Ex. 87 (TWA Annual Report—1954) ....... AX-805

TWA Ex. 88 (TWA Annual Report—1955) ....... AX-814

TWA Ex. 89 (TWA Annual Report—1956) ........ AX-819

TWA Ex. 90 (TWA Annual Report—1957) ....... AX-822

TWA Ex. 91 (TWA Annual Report—1958) ........ AX-842

TWA Ex. 92 (TWA Annual Report—1959) ........ AX-854

TWA Ex. 93 (TWA Annual Report—1960) ........ AX-856

Trem

TWA Ex. 94 (TWA Annual Report—1961) —...

’ ‘TWA Ex. 96 (TWA Annual Report—1963)

TWA Ex. 128 (Pan American Annual Report—

1959)

TWA Ex. 132 (Pan American Annual Report—

1963)

TWA Ex. 155 (AAL Annual Report—1958)

TWA Ex. 158 (AAL Annual Report—1961) —..

TWA Ex. 159 (AAL Annual Report—1962) ....

TWA Ex.'184 (UAL Annual Report—1959) _.

TWA Ex. 186 (UAL Annual Report—1961) —.

TWA Ex. 187 (UAL Annual Report—1962) ...

TWA Ex. 192 (TWA Prospectus, 5/25/61 & Sup-

plement, 6/20/61)

TWA Ex. 194 (TWA Prospectus—6/17/57) ....»-

TWA Ex. 223 (Pan American Prospectus—

7/3/45—Supplement—7/24/45)

‘TWA Ex. 249 (American Airlines Prospectus—

6/11/46—Supplement—6/24/46)

TWA Ex. 257 (TWA-Toolco Lease Agreements

—Boeing Jets)

TWA Ex. 264 (Toolco-Lockheed Purchase

Agreement—L-1449A—12/23/54)

TWA Ex. 266 (Toolco-Lockheed Purchase

Agreement—L-1049G—9/26/55)

ITEM

TWA Ex. 267A (Letter, TWA to Toolco—1957

Common Stock Offering)

TWA Ex. 267B (Letter, TWA to N.Y. Trust

Co.—1957 Common Stock Offering) -..............

TWA Ex. 271 (Letter, Tooleo to SEC—1957

Common Stock Offering)

TWA Ex. 275 (TWA Board Minutes—April 26,

1945) r

TWA Ex. 276 (TWA Finance Committee Min-

utes—September 12, 1945)

TWA Ex. 277 (Page from Banking Quotation

Record)

TWA Ex. 278 (TWA Board Minutes—November

8, 1946) --

TWA Ex. 279 (Special TWA Stockholders Meet-

ing—December 23, 1946—Judges’ Report) ......

TWA Ex. 280A (Minutes—Adjourned Special

TWA Stockholders Meeting—December 28,

1946)

TWA Ex. 280B (Adjourned Special TWA Stock-

holders Meeting—December 28, 1946—Judges’

Report)

TWA Ex. 281A (Minutes—Adjourned Special

TWA Stockholders Meeting—December 31,

1946)

TWA Ex. 281B (Adjourned Special TWA Stock-

holders Meeting—December 31, 1946—Judges’

Report)

PAGE

AX-940

Trem

TWA Ex. 282 (Minutes & Judges’ Report—Ad-

journed Special TWA Stockholders Meeting

—VJanuary 6, 1947)

TWA Ex. 283 (TWA Board Minutes—December

18, 1946)

TWA Ex. 284 (TWA Board Minutes—December

27, 1946)

TWA Ex. 285 (TWA Board Minutes—December

28, 1946)

TWA Ex. 287 (TWA Board Minutes—January

9, 1947)

TWA Ex. 288 (Minutes—Adjourned Special

TWA Stockholders Meeting—January 13,

1947)

*TWA Ex. 290 (TWA Board Minutes—June 15,

1948)

TWA Ex. 292 (TWA Proxy Statement—July

15, 1948)

TWA Ex. 293 (TWA Prospectus—2/18/49 &

Amendments—3/8/49)

TWA Ex. 313 (Debt Outstanding & Available to

TWA & Competitors—1961-63)

TWA Ex. 314 (Weighted Average Interest—

TWA & Competitors—1960-63)

TWA Ex. 319 (Least Squares Analysis—S.H.E.

Avg. Stage Length—B-331s)

ITEM

TWA Ex. 320 (Least Squares Analysis—S.H.E.

Avg. Stage Length—CV-880s)

TWA Ex. 321 (Least Squares Analysis—S.H.E.

Avg. Stage Length—B-131s)

TWA Ex. 322 (Least Squares Analysis—S.H.E.

Avg. Stage Length—B-131Bs)

TWA Ex. 328 (S.H.E.—Passengers Added/

Deleted—Reoonstructed TWA)

TWA Ex. 331 (TWA Historical Load Factors—

CV-880s—1962-1963)

TWA Ex. 336 (Comparison TWA Int'l vs. PAA-

Atl.—1959)

TWA Ex. 345A (Price Waterhouse Comparison

—C. & C. and S.H.E. (Revised) )

TWA Ex. 351 (1965 CAB Handbook of Airline

Statistics)

TWA Ex. 355 (Comparative Profit Study—

TWA with AAL & UAL)

TWA Ex. 356 (Comparative Profit Study—

TWA with All Other Domestic Trunks) ..........

TWA Ex. 399 (Comparison, TWA Actual Jet

Load Factors vs. S.H.E. Marginal Passenger

Mile Factors)

TWA Ex. 401 (TWA B-131 Load Factors—

April-July 1959)

TWA Ex. 420 (Price Waterhouse Comparison—

C. & C. (Revised) and S.H.E.)

PAGE

AX-1066

AX-1067

AX-1068

AX-1069

AX-1071

AX-1072

AX-1073

AX-1107

AX-1108

AX-1110

AX-1112

AX,1113

AX-1114

Irem

TWA Ex. 423 (Late Evening Flightse—-TWA

1961-1963)

TWA Ex. 424 (Cargo v. Passenger Revenue—

TWA Late Evening Flights)

TWA Ex. 426 (Comparison of Selected A/C

Numbers from S.H.E. Appendix A)

TWA Ex. 431 (Profitability of TWA A/C by

Month—Computer Print-out)

TWA Ex. 432 (Profitability of TWA A/C by

Month—Chart)

TWA Ex. 435 (Regression Analysis—Random

Numbers)

TWA Ex. 436A (Regression Analysis—Random

Numbers)

TWA Ex. 436B (Regression Analysis—Random

Numbers)

TWA Ex. 436C (Regression Analysis—Random

Numbers)

TWA Ex. 440 (Graph Illustrating Testimony of

Prof. Hare)

TWA Ex. 441 (Regression Experiment—

3/23/68)

TWA Ex. 444 (C. & C. Tabulation—Additional

TWA Domestic Seat-Miles)

Volume AX-IV

ITEM

DX4 (Tooleo Order—30 P.&W. JT3C4 Engines,

2/14/56)

DX5 (Letter—Toolco to P.&W. re Jet Engine

Orders, 2/14/56)

DX6 (Tooleo Order—90 Additional P.&W.

JT4A-3 Engines, 2/15/56)

DX7 (Amendment—Toolco Order for 300 P.&W.

Jet Engines, 9/7/56)

DX8 (Letter—P.&4W. to Rummel re 300 Jet

Engines, 9/7/56)

DX10 (Letter—Rummel to Collings re Boeing

707, 1/12/55)

DX11 (Notes of Convair Negotiations—March

24, 1955)

DX15 (Draft C.&C. Report—TWA Financial

Forecast 1959-61)

DX19 (Page from Aviation Week, Jan. 10,

1955)

DX22 (American Aviation, June 20, 1955, pages

21-23)

DX26 (American Aviation, Sept. 12, 1955, pp.

84-85) |

DX27 (American Aviation, Oct. 10, 1955, p. 68)

DX28 (Pages from American Aviation, Oct. 24,

1955)

PAGE

ITrem

DXK29 (Aviation Week, Oct. 17, 1955, p. 7) -......

DX31 (American Aviation, Nov. 7, 1955, pp.

23-25, 27-28)

DX40 (TWA Board Minutes—June 21, 1961) ....

DX43 (Excerpts from Deposition of Robert W.

Rummel)

DX44 (Letter of Damon, Dec. 6, 1955) -.............

DX45 (Letter—Leslie to Dietrich, Dec. 19, 1955)

DX46 (Letter—Dietrich to Ayers, Dec. 21, 1955)

DX47 (Boeing-Tooleo Purchase Agreement—

8 B-131s, 1/10/56)

DX48 (Teletype—Boeing to Toolco re B707-

131s, 11/11/56)

DX51 (Boeing Offer of B707-320s to Toolco,

1/6/56)

DX53 (Transcript of Telephone Conversation—

Rummel & Connelly, 12/20/57)

DX54 (TWA Board Minutes—June 26, 1959) ....

DX57 (The Huntington Report—1960) ...............

DX62 (TWA Fleet Requirements 1961-70, dated

3/1/61)

DX63 (TWA Financial Forecast 1959-61, dated

5/15/59)

DX64 (Letter to Thomas, dated 5/6/59) .......... s

PAGE

AX-1218

AX-1219

AX-1224

AX-1229

AX-1369

AX-1378

AX-1382

_ AX-1385

AX-1390

_ AX-1391

AX-1393

AX-1402

AX-1410

AX-1420

AX-1433

AX-1438

Ire

DX65 (TWA Staff Engineering Report re Jets

& Turboprops—4/19/56)

DX66 (Toolco-Boeing Contracts—B707-131s,

3/2/56)

DX67 (Toolco-Boeing Contracts—B707-331s,

3/19/56)

DX68 (Toolco-Convair Contracts—CV-880s,

9/10/56)

DX71 (Rummel Memo re TWA Equipment Pro-

gram, 3/15/61)

DX72 (Telegram—Bew to Rummel—2/27/61) ....

DX73 (Letter—Leslie to Holliday—3/20/61) ....

DX74 (Letter—Leslie to Holliday—4/3/61)

DX77 (Letters—Tooleo to TWA re Financing

Additional Jets, 6/9-10/61)

DX78 (Letter—TWA to Holliday re Financing

Proposals, 6/16/61) ;

DX79 (Pan American-Boeing Purchase Agree-

ment—B707-120s, 10/13/55)

DX81 (Pan American-Boeing Purchase Agree-

ment—B707-321s, 12/19/55)

DX85 (Boeing-AAL Purchase Agreement—

B707-123s, 3/1/56)

DX95 (Allen Letter Announcing Boeing Jet,

Nov. 19, 1954)

DX96 (Boeing Offer to Sell ‘Pan American 25

B-120s, 6/23/55)

PAGE

AX-1440

AX-1445

AX-1479

AX-1505

AX-1536

AX-1538

AX-1539

AX-1540

AX-1541

AX-1553

AX-1558

AX-1564

AX-1576

AX-1584

AX-1588

Trem

DX97 gc ire con oe vag da

6/24/55)

DX98 (Boeing Offer to Sell United 15 B-120s,

6/24/55)

DX101 (Boeing 707 Delivery Positions) —.......

Volume AX-V

DX102 (Boeing Memorandum re 707 Over-Ocean

Configuration, 11/2/55)

DX103 (Boeing Memorandum re TWA Delivery

Positions, 12/23/55) -...

DX105 (Boeing Memorandum re Negotiations

with TWA, 7/24/56)

DX106 (Letter—Rummel to Cook re Boeing

Deliveries, 1/28/58)

DX107 (Letter—Rummel to Cook re Boeing

Deliveries, 3/17/58)

DX108 (Letter—Price to Allen re Boeing

Deliveries, 3/30/58) --

DX109 (Letter—Tooleo to Allen reillibeing

Deliveries, 5/8/58)

DX116 (Rourke Memo to Rummel re CV-880

Deliveries, 1/15/60)

DX120 (TWA Memorandum re CV-880 Deliv-

eries, 10/2/59)

DX122 (Bew Memorandum to Cannady re CV-

880 Deliveries, 12/18/59)

PAGE

AX-1591

AX-1594

AX-1597

AX-1601

AX-1606

AX-1608

AX-1611

AX-1615

AX-1618

AX-1621

AX-1623

AX-1624

AX-1625

Irem

DX124 (Parmet Memorandum to Rourke re CV-

880 Deliveries, 1/13/60)

DX125 (TWA Memorandum re CV-880 Deliv-

eries, 1/22/60)

DX127 (Rummel Memorandum to Rourke re

Integration of CV-880s, 2/8/60)

DX128 (Letter—Rourke to Digges re Specifica-

tion Modifications, 4/7/60)

DX130 (Bew Wire to Rourke re Convair Delays,

5/27/60)

DX135 (Letter—Convair to Bew re CV-880 De-

livery, 1/6/61)

DX137 (Telegram—Bew to Rummel re Convair

Delays, 2/16/61)

DX139 (Letter—Convair to Bew re Convair

Delays, 3/16/61)

DX142 (Letter—Convair to Rourke re CV-880

Deliveries, 7/11/61)

DX143 (Letter—Rourke to Convair re CV-880

Deliveries, 8/2/61)

DX146 (Letter—Convair to Toolco re Model 30

Delivery Positions, 5/6/60) ..

DX148 (Toolco—General Dynamics Letter

Agreement re 6 Model 30s, 7/14/60) -..............

DX152 (Tooleo—General Dynamics Letter

Agreement re Additional Model 30s, 9/6/60)

PAGE

xiv

- Trem

DX156 (Telegram—Beall to Allen, et al. re

PAA Negotiations, 9/28/55)

DX168 (Boeing Memorandum re Conversations

with Howard R. Hughes, 9/23/55)

DX169 (Boeing Memorandum re Conversation

with Howard R. Hughes, 10/31/55) —............

DX170 (Telegram—Boeing to Toolco re B707-

331s, 7/21/59)

DX218 (C.&C. Letter to Leslie re TWA Finan-

cial Forecast, March 13, 1959)

DX219 (TWA Financial Forecast 1958-1962,

dated 12/1/58)

DX237 (Aviation Week & Space Technology,

11/13/61, pages 42-43)

DX239 (Airlift, May 1962, p. 46)

DX254 (TWA Board Meeting, Aug. 16, 1961—

Report of System General Manager) ..............

DX255 (Statement of CAB Chairman” Boyd,

Jan. 29, 1960)

DX257 (Aviation Week, 1/30/61, pp. 36-37) —

DX258 (Report to Directors of TWA—Oct. 13,

1961) ;

DX259 (CAB Order of Investigation—Dec. 28,

1961)

DX260 (Letter—Tillinghast to CAB, Jan. 29,

1962)

PAGE

AX-1657

AX-1658

AX-1660

AX-1661

AX-1664

AX-1666

AX-1671

AX-1673

AX-1674

AX-1677

AX-1681

AX-1683

AX-1694

AX-1703

ITEM

DX262 (Revised Pages 70-73 of TWA Ex.

4(c)(1))

DX270 (Report of Loeb, Rhoades & Co.) ............

DX271A (S.H.E. Report (Revised)—Volume

One)

DX271B (S.H.E. Report (Revised)—Volume

Two)

DX284 (TWA Prospectus—Nov. 20, 1952)

DX286 (TWA Board Minutes—Jan. 13, 1955) ....

DX287 (TWA Board Minutes—Dec. 13, 1955) ....

DX289 (TWA Board Minutes—April 26, 1956) ..

DX290 (Tooleo-TWA Conditional Sale Con-

tract—L-1049Gs, 6/6/56)

Volume AX-VI

‘DX292 (Tooleo-TWA Conditional Sale Con-

tract—L-1649As, 4/19/57)

’ DX321 id. (CAB Orders & Documents)

DX322 id. (CAB Orders & Documents) .............

DX323 id. (CAB Orders & Documents) .............

Volume AX-VII

DX334 (Correlation Coefficients—Substituted

8.H.E. Table G-VII)

DX339 (B-120s Available to AAL, Actual vs.

Reconstructed—1959)

PAGE

AX-1708

AX-1712

AX-1789

AX-1859

AX-1961

AX-1967

AX-1970

AX-1974

AX-1979

AX-1995

AX-2012

AX-2191

AX-2347

xvi

Ire

DX341 (Domestic Carriers—Jets Assigned to

Service, 1959-63)

DX342 (TWA’s Share of Jets Assigned to Do-

mestic Service, 1959-63)

DX348 (Revised Summary—Categories of Dif-

ferences—Wemple vs. Simat)

DX358B id. (CAB Form 41 Reports—Northeast

Airlines, 1957-1966)

DX358C id. (CAB. Form 41 Reports—PAA,

1957-1966)

DX359A (Supplemental 8.H.E. Report—Volume

DX364 id. (Excerpts from Deposition of Emmett

O. Cocke) ae A

DX367 (Combined Non-Stop Scheduled Fre-

quencies Per Week—Aug. 1958-63) ................

DX368 (Combined Non-Stop Scheduled Fre-

quencies Per Week—Aug. 1958-63) -.............

DX371 (Summary—Categories of Differences—

Wemple vs. Simat (Supplemental)) ................

DX379 (Domestic Jet Seat Miles—Wemple vs.

Historical)

PAGE

4, page 1 2 ef

(too co Order - 30 P, & W. IT3C-4 Engines, 2/14/56) 2

Fobruar:; 14> 1956

Kes: Purchase Ajreemoent for Pratt &

Whitney Aircraft JT3C-4 Turbdojot

Enginey

Pratt & Wuitney Aircraft Division

United Aivoraft Corporation

Kkuntsci:ler Pield

Last Nartford 8, Connecticut

Gontlenen:s

Huyhes Tool Compan; hereby places a fira order with

“ou for tuirty (30) Turbojet Engines on the followir.,; terms

ai:d conditions:

(1) Engine Model .

j -- P&WA Aircraft Model JT3C-4 engine wit). standard

equipment in accordance witi. Pratt @ Whitney aircraft speci-

a No. 1712 dated June 22, 1955, revised Auzaot 16,

55.

(2) Unit Het Price |

; $145,009.00 with etanderd equipment F.0.3. Last

Rartford, Connecticut.

(3) Gquantit,

T: irt, (30) en;;inea.

(4) sipping Sci.cdule

Enginos arc: to be acieduled for s.iijxacnt cetwecn

Jul, 2, 1953 and December 31, 195), wit: a more dotailed

delivery schedule to be mutuall, a)reed upon. / ,

~ TASS¢

o-oo oe

ye a

x ee 8

SL a

pe 2 - Pratt & Wiitney Aircraft Division =- February 1y, 1056.

ico rder - 30 P, & W. JT3C-4 Engines, 2/14/56)

(5) Payment Tors

(a) Five per cent (53) with. order,

(n) Fifteen per cent (15%) additional nine (9)

months in advance of scl.eduled adeliverics.

priod after deliver; of tne engines. -

(6) Conditions of: Salc

It is understood that this order is subject to your

standard conditions of sale and to release by ti:c United ~

cegtes Government. As a further condition to this oxdcr,

Hugues Tool Company arrees that 4f it sells or lcnds the

engines to Trans World Airlines, Inc.;,it will require Trans

Vorld Airlines, Inc., in consideration of the extension to

it bx Hughes Tool .Coiupany of ti.e provisions of United Air-

craft Corporation's standard sales warranty, to agree to

release and dischar:e Huyhes Tool Company and United Air-

ereft Corporatio: froa an; and all liabilities and obligs-

tions whatsoever arising out of tre purchase or use of such

engines except as expressly assumed by United Aircraft

Corooration in said warrant;.

(7) Retrefit Plan

You will :sake available to us sometime after July l,

1360, by means of your usual "50-0/0 Ceompairn Chane" pro-

cedure, the muterlal necessary to retrofit t::e JT3C-4 engines

W@ qualii'y those engines for the sane static sea level take-

off 4: rust as: the JT3C-5; provided that we notif. you to tli.at

effect prior to ti:e expiration of tic "JT3C- Overhaul Material

Gost Plan". ,

(3) Overhaul Material Cost Plan

You agree to extend to us your "JT3C Overhaul Mater~

Cost Plain", wiich establishes a cciling, on engine over=

ial paterial cogis during, tne early operation of JT3C tur-

bing cn jines.

ak (3

74300

AX-1180 .

DX 4, page 3 —

(Tooleo Order - 30 P, & W. JT3C-h Engines, 2/14/56)

Pase 30 = Pratt 2 Widtucy Airerast Division - February 14, 1956

(5) It 1s understcod that we will negotiate a zeneral

terms agreement whic: agreement when nesotiated may bn sub-

stituted bry mutual consent for te standaml condltious of

gale, ;

(10) It is expressly uaderstood tit these engincs are

being, hought for resale to and use by Trans World Airlines,

Inc., and “rans t.orla Airlines must accept ti.w varranty dis-

claimer set forti. in Parasraph (6). abcove.

Enclosee herewith is our check including the five

per cent (5%) down pa,ment for tiis order.

Yours very truly,

HUGHES TOOL COMPASY

“7eDX 5, p

a Letter -

age 1

, Toolco to P. & W. re Jet Engine Orders, 2/14/56)

February 14, 1956

Re: Furchase of Jr3C~4 and JT4A-3

Engines

Pratt « whitney Aircraft Division

United Aircraft Corporation

Rentschler Field

prst Hartford 8, Connecticut

Attemtion.. Mr. Le C. Mallet

Genticmen:

Vouay Hughos Tool Company has placed orders for 3C

JT3CH4 engines una 166 JT4A-3 engines. In connection with

those orders Hughes Tool Company desires additionsl agree-

ments, which are rot proposed us conditions to the orders

but which are submittea in the belief that they will be

favorably consicered by you. They are as follows:

1. The JT3C-4 engine will be C.A.A. certified

for use at 15,3CO lbs. of thrust and will be war-

rantec for such use after an initial period not to od

exceec one (1) year from time of certification of

the first comuercisl trausport equipped with such

engine. Prior to the expiration of such perioc, it

is your intention to limit the warreljy for use at

14,00C lbs. thrust.

2. If, after negotietion, United Aircreft

Corporstion extends to Trans “orla Airlises, Inc.,

or any of its other commercial customers more) favor-—

eble warranty, conditions \\then contained in the stanc-

aru séles warranty seb in ig purchase frdete, |

are .4 | e ; (\ \ |

“74863

Zz : : bad *. Cy ‘

- . -<eo Gbruary 24, avJe

— AX-1182 ee ee ae

DX 5, page 2 Pe

(Letter - Toolco to P. & W. re Jet Engine Orders, 2/14/56) 5 /

. = i

you will modify such warranty to incluce tio more

rye sty concitions which may have beel: so nogo~

. atec. 2 ‘ : 3

3e "9 conform to expected requirement of the

uirfrane munufocturer, engines being purchasec

unwer this oruer will be celivered 4% follows:

(a) Jd23C-4 engine: 1 engine for troine

ing purposes on Fobruary 1, 1959, 10 engines

See for spares ‘by Aprils 1953, 1C eryines by May,

155, and y engines by June, 1999; anc

(v) JTr-3 engines L engines a noth

43, June through November, 1993; 3 enginds & -’

month in lecember, 1.53, through Novenbsr y

1960. lt is also desirec that 1c spare

eryines a month be delivered i: November, f, das

“% 199°, through “pril, 196C. ;

We will be clad to uiscuss these matters with you 4%

any timc. ; :

Yours very truly,

HUGHES TOOL cOM?/RY

Ay - ;

by ee BENS ae me —_ = =< ae. ¢ 4 Pai —_—S .

Vice ‘resiuent Pa

or.

v .

cy 8 hh 74.84: 4 RP 9 '- :

‘ ‘ <5 . f . { ‘ ‘

ony de a ie a ee ee Pw nccoleeme

7m , : ms e -- @*- « Bh ~ . dimen t

= i ~. ‘ . . “ : . ~~ nar ate

| : Kt i \ INS ret +E Gran

wt \ a ae * .-e _ Pa Viti tre “eee

. etc aa ALZRIM

7307 W P. MARSHALL, Peeciornt . hate = 'é

3 eb ? iL. Catt. CHARGE TO THE ACCOUNT OF | TIME FRED

; Ps elgg: « “rf. set" . si ¢ *.* ere abe | Li J

ée-0 2a wee * 5 me P tyes gem

is Le ee

arsage, wehject te the terme on back heved/, whih are hereby agreed te

DX 6

(Toolco Order - 90 Additional P.& W. JT4A - 3 Engines, 2/15/56)

Druary 25, 1950. ;

were 45 0, TUG ly Abwerafs Divisica ;

Tegel Labo e Congomativa

Rowe loo S2e1a RIS Unger

Lacs ic ce bSOxG 3, Goanceti2us

PoPoe. 2°

Reuss {ent e. oY re Csi =

wm teary nese? AMiate Sa as LUE * ¢ itt 4 ~) C: San

Habe,’ Cus OPaUacye soe cs Cinis ve, 020, OO dace

ees Pete nm owe “e —- *~ » 4 #e. %. J

efg2 $3 Seto Soa.cn aad ¢ tlons 25 Oped, NS oy ,

oo ma cteee fr o-o a2; 0, OOS on" ._ « al a Bet “swam ’

Cur JFL. 4 - <" wor van ae3 ; ba | —siae Vita tio sus Se og .

esa es - : Aedes oct & fe oe NA Pe - frre. Sa oie yx

rv; Ke) . POE SFY | 4ua% ve ey ob we) é: Pe Cnsy comm: ~~ ~~ “. yee fe uw 32 26. Steet :

S08, oe WMP MF Oe “eae « - , y cee

G33 a2. Shon03 ogc: go 1S6k. cdvaone2 payasat or

* ee oa* 9 4 Cn me Magee - Ae

pati» Nes 2 my ox (53 o> Popest aa Aes Towa. ew e ;

: |

err aa eoseganstiy

HUE 2.5 OO0n Cw.ee ae

“t-%5 *;

by: Saye: Lon8 hes ollidey

‘ Vics Prosidcns

a3 ¢ :

/ .

’

‘ o _

. ® . '

. “e

1 \ ‘

| 4

\ » . i 3 \ \ pl

\ a:

. 2 me

. " . ‘ A . ‘

‘ . 4” A>)

re . ‘ : e

e AA-L iL

- (Amendment - Toolco Order

DX 7

for 300 P. &W. Jet Epo.

Engines, 9/7/56) F

PRATT & WHITNEY AIRCRAFT

DIVISION OF UNITED AIRCRAPT CORPORATION

EAST HARTFORD A CONNECTICUT, U.S.A.

CABLE Afonsss WUuRC Hart”

“September 7, 1956 —

Hughes Tool Company’

Exccutive Offices

22nd Floor Gulf Building

Houston 2, Texas

Attention: Mr. Ce lie Price, Vice President

Gentlemens

This will confirm the recent conversation between Mr. R. W. Rumasl

of Trans World Airlines and our Mr. Frank DuLyn concerning the

final distribution of jet engines which you now have on order,

Your orders are evidenced by ycur letter of February 14, 1956 for

$0 JT3C-4 (J57) engines, your letter of February 14, 1956 for 18

JT4A-3 (375) engincs and your telegram of February 15, 1956 for %

JT4A-3 (J75) engines. Hence, there is a total of 300 jet engines

on order which includes 270 J75 and 30 J57 engincs.

It is our understanding that you desire to change such orders by

increasing to 66 the number of J57 engines and by reducing to 24

the number of J75 engines. This change in the final engine dise

tribution is acceptable to us.

If the foregoing is satisfactory to you please heve an suthorize

official of your company sign one of the duplicate originals of

this letter. Upon receipt by us of one of the duplicate original

so signed, we shall regard this as a binding amendment to each of

the orders referred to above.

Very truly yours,

UNITED AIRCRAFT CORPORATION

. Parkins, encral Ms | ger

t & Whitney Aircraft Divisie

\ |

vers Mr. ©. H. Price, Vice Pr. ident .°” Cc a

Hushes Tool Company oY A

2214 Floor Gulf Ruild4 ng oat:

* 8 Hanatan 9 avo ey Rd N\

; ors é 5 ©

EE (letter - P. &W. to Rummel re 300 Jet Engines, 9/7 /56) 1) ’

. oo September 7, 195

we, R, W. Re=mol, Chief Fngineer

moa World Lixrlinss, Ins,

0 Rehards Road

eoag City 5, Missouri

dear Bods

Thic will confira cur talcph=ne convcrontion Guring thich you pro~

ius with the final cictribution of J57 cd J75 ergines on order for

3 you Ica, tho orders cro ovidorscd by a lcttor fren Faghcs Tool

opmy of Fcoriary 14, 1953 {o> LO JTSC~4 (J57) eagines, a Istter from

wgheg Tool Company of Fobrmmry 14, 1983 fer 150 4-35 (J75) carinoo and

taleeran from lughes. Tool Caxzpany of Februcry 15, 1953 for 90 JNie3

‘eginss. —

Tt ic my wmdorstending that it is your ¢csire that Huzhos Tool Coxpany

ng Sach coccrs by increasing to 63 tho muabew of J57 cnsinss and t7 row

uclng C0 254 tho nundcr of J75 cngines and co I aloo indicated to you, this

5 s@escablo to us. In ordcs to mke this arrazycscat con tractuclly effose

Met havo written a letter to lighes Tool Coxpany along tho linss intie

Melptave ond requestca Heghcs Gign a duplicate copy, theroby cosnding

Mm Gore iecusd to us by Fughsa

nl aw tolephens conversation, yo indicated that THA dssincs to

A whe

mginos, {£35 I points’ cud to YOU, Gach Ca ciroagesoms would cot bo

we bls to w2 ord, in fcst, would to hiculy wadcsisahleo, It is oren dh oey on |

nt ¥ mM give ua your realistic dolivery requirceats to Oca if it is ms

4, 9 for us t roct btoso in @ normal roumr, We must, ef coarce, reocne

Me Gpliccting ordars botzoon Uecing and Twa,

Beat rogarts,

} Vary truly youra,

VATID ARCRAT omPoRmon | |!

Pratt & Whitey Atrorcty |

?, W. Dalya | \ | | | | |

Al ; a Chef = Comareial Salco gee

7, “4 eee

LA (Letter-Rummel to Collings re Boeing 707, 1/12/55) ; ;

EXHIT (£2 | ee TNO CSI iy

tte. Re W. Rummel

206 Airport Building ur, aA

Kansas City, lUissouri ae: Kansas City, Missouri

Jamary 12, 1955

X rot with Booing roprosontatives Kon Gordon and #112 Taylor Monday morning, .

January 10, in Dotroit and with Goorzo Sohairor Monday afternoon, ak

Booing is nost anxious to ontor into active specification negotiations with Tah é

this tino. fhile Booing ropresontativeos aro in no position at the monont te.”

finalizo any businoes arrangoronts, thoy, novortheless,_are anxious to design tis

cocmoroial 707 to moot as many roquirononts of major potontial customers ag;

practical, — a

. Booing spooification conferences have boon under way with Pan Acorican for neath.

two wooks, Booing is anxious to recoive comaen{/s fron Tak not only as a -potent

custonor but since we operate both internati and donostic sorvico. This ox

‘ ence places us in a good position to indicate feaconable airplane dea

ign “ORDE

to boat catisfy both requircaents. Boeing sifhas to yrocoed with TuA specificet

conforonces within the next two ; yg :

" I told tho Booing representatives thot oe ad would like very much to go over

Booing 707 specifications in detail, we hid been conrdttsd to certain work on th

West Coast which would sake this ic ractiosl on a large-scale basis for perhaps

long as two nonths. however 7 I vould bej glad to go over the specifi

twonty-five jets it wants!

Pan Anerican's Juan fi

@ for a reasonable number of conpetitin

the probable uate of the 14494 annoux

Natta!»

- *

a . - BS

ana DX 11, page 1 ~ ie

ram (Notes of Convair Negotiations-March 24, 1955) . sme

4) SORELESELEAL = US 3 Peep

a CP atte TT ak 4 tn ae dad Aires a

Boss Baconn or jmcontarions CME ON EAL

79h gl... UASH_COBVAIE 3 oe |

i ie ae . CGERONCLOGICAL

i in San Diego on Saturday, larch 19, toward avening. Yarly evening I tela~

idack Zovaly to cake arrangomonts for moating either that evening or Sunday to

russ the over-all] situation. Jack indicated ha could not get his people tosether

yeh short notice for a Sunday nmanting but that he mould be ready to go Monday

We did not disouss the over-all cituation to any xeterial axtant.

oday evening ve mat with Zovelys at th Loomis’ at which tine arrangzenonts for

y woeting were confirmed tut little was said about the deal. Monday worning,

h Zy I met Zevely in the dining room at which time we briefly discussed the deal.

vationed, as I knew, that thirty sirplanos were to be involvsd, that the price

4950,000 each, and that dolivary wns intended during the niddle of 1953, but

atirnation of dolivery 4atos would await word from Fort forth, which was

witonday afternoon. Jack «xplained that the present plan was for tha airplanes

abt ic Fort dorts wits Port dort. catail anginesring tut with San Diego

@lingprelininary design ard rore or less governing tha project. Jack said Bayless

: ‘7 tting in touch with wu» shortly for a meeting Monday morning.

ess called about haif an hour later and discussed plans for the meting.

was arrangad at the La Jollian for 9:20, ‘a’ph said the following men

project at Convair besides himself:

Frank tase (predesign) : .

Art Carloff (tho handled the interior and preview drawings)

Crawford Truex (weight man)

Al hidler (aro) ee

Jack Donaldson (Who worke for Zevely)

Dick waldo (Bho ulso works for Zavely. Waldo has not

baen involved in the affair to any material

axtent since the Baverly :lills meating.)

tin at the La Jollian started about 9:30 and was attended by the followings |

Ralph Bayless -

“rawford Truex

Gill Brown '

Bob Rummel

aed that the best way to proceed would be per my conversation with Zevely -

meng; that ie, wa would try to write a brief, preliminary, goneral objective «-

mGtioation which would o¢ folloved by the preparation of a detailed specifi-

mang @ sixty or ninety day period subsequent to signing the eeiky bet

act... Tha Preliminary contract as discussed wi Zavely would protably be in

B—| probably a lett r| type agreensnt '—. which would portray @asence

Be) at abd perait aprroval by Convair's Board at| the h 31 mooting, Zevely

| E 48 people prepere a shore forn of coun et for f view.

f atte 2.)

a Bi West on Sumlay and advised him of the probable naed of his presence

this week ani confirmed this Monday avening at which tice he stated he |

about uidn! ght 'Suasday for a Wednesday aaating here, after whici: he

AX-1188 DX 11, page 2

Notes of Convair Negotiations-March 24, 1955)

GQKHELRSETLAL

would have to sini tha ATbuquerqua hearing on Thursday and Friday, but that he

would raturn to La Jolla for Saturday and Sunday, In the avent the Albuquarme. .

hearing continuss into Monday, ha will be there at that time and return following

the hearing to La Jolla for continuation of discussione if necessary.

I discusesd West's prasence with Collings by telephone and gave his very briat de,

forz:ation on the datails on Monday morning at which time he also confirnad that

West should attend the Albuquerque hearing.

I did not montion sarliar that one of the cen who attonded tha conf arence, Bild §

was new to the project ond bis work ia specifications. :

Hughes called Saturday :vening asking for expedited handling of the contract ané.

apecifications, Hughes agreod at that tire that the brief form of specification: ©

- and contract I suggested wae exactly what he would like to have. He also called

Monday morning again pointing out the naed for urgont handling in view of tha :

situation and asked that we zake ar sffort to find out what the CAA would requires

‘the way of pre-sarvise airplane testing, since tir. Coilings had indicated to hint

it might run. as much es a yser, Now, the Lockhead situation is critioal with

te timing since the Lockheed mamgement turned down the Lockhend Sales Departzent

effort to build the 1049G fuselage on the new wing. Schwartz resurrected this pla

on the basis of higher cost and on the basis that hs could also sell KLM. Hoveve,!

KLM was to make ite decision by Monday, arch 21. I have not heard what Kid

if anything, on that date and understand now there is still a possibility that

Lockheed gay wish to continue with this project. This airplane would be ocompetitt

with the DC-7C on speed and could be as conpatitive on range and would be availa)

for use during the Surmr of 1957. The Convair projact could be available, sbjed

to confirmation by Fort Worth, for use during 1958, provided the CAA did not

extonsive route testing. The original schedule called for final certification by

July of 1958 and initial certification by March of 1958, The first flight was = |

scheduled twenty-sevan sonths fron go abead, which, whan originally set, was Jum,

1957. Now, Convair plans to have sixteon airplanes completed by the end of July

80 presumbly upon receipt of final certification, operations could comsence rapid

because pilot training could have teken place prior to that time. Convair has

included in its time astimata 60C hours for CAA accelerated service tests and 30.

houre for airline service tests. I agresd with Hughes to send a ran to Washingt

_to find out whet he could about curront CAA thinking on requirezents for initial

"Jet transport operations, He agreed this was the test method, provided it was;

done in @ way which would not causo the CAA to become suspicious as to our activi

poe ofa Roe I called Rourke and aeked hia to go to Washington to contact

Konecany of the CAS and Henry feoke of the CAA on other ratters, bringing this -.

subject into tha conversation cleverly and adroitly so as to avoid thease aan st

any significance to the gu«stion other than hon-st planning curiosity, |

Rourke was instructed to talk to Konacany about the international rege

lation picture, about Malloy’s activities on jat transport regulations, and te

lead into the discussion at hand, after which he was to call me. Rourke

leave Kansas City Monday afterncon 1 ead Ripe opt pera dhe le see

until | Tuesday edvi of the and |

that ; the tate of rer Sout “toring ern the 5

fa vat md. I thought th sc) aha good mot

i -2<" |

Pat ee am

t pa =

fy ee

| 2 ae

} or of

‘ * ~

DX 11, page 3 AX-1189

(Notes of Convair Negotiations-March 24, 1955)

GQOUELASKRTIAL

saly called ne Konday afternoon advising that he would not have the confirned

vy information from Fort Worth until 5:00 Tuesday afternoon but that it

sarad that Fort aorth would be able to confirm the original delivory astinate.

[ lephioned tiughas' office at hiamt leter bonday evening and left a oaseage to

Taffect that tha dalivary informtion would not be availeble until 5:00 Tunsday

Athat 1 would call uj-on receipt of this information. During the Lonoay avening

ih cayless aivised that it was Convair's intent to place the project at Fort

due to space available -- that thay would prefer to do it at San Diego but

ede it was necessary that the job be dens at Fort worth. His concern is the same.

sine -~ that is, the ploughing into the project the commercial know-how that

dats et San Diego. «Aliph said thay. plan to do this oy having about tronty key

from Fort worth participate in all detail neqctiations ami to have them work

al in band with prelininary design in San Diago so thet they would becom imbued

® airline know-hos and could instill this information into others back at Fort

falh, This, of ccur:+, could: not possibly take the place of airline know-how

maired previously througi. tre voars by direst contact with service expariance

lamas, apa if the project 1s dona et Fort Wortn, ana :% apprars that it would

this will be one of the things to watch curefully. I do not think tii» aspnact

fficiertly izportant not to go ahead with the project. An example of this is

éxcellent rasulte we tad with une bartin Company by working closely with Martin

ing that they did buiid the air;lanes in accordance with TwA standards and

ons. There is soma savanta;a to working with people who are interested in

airline know-how tut whe do not anow too muci. about it ts awselves initiall

sontrast to this is attempting to sell Douglas or Lockiead on an airline prob

Japwhen they figure they already know all about it, in sima instances at least.

‘er thase circumstances it is nost difficult to put points over; wheraas, if the

situation is properly cultivated this may not be a protlenm.

@ort form of spec was discuseaed and Bayless instructed Fill crown to proceed

ih the preparation of the spec for raview today, Tuesday the 22nd. I also die-

meped at some length interior arzangements with Crawford Truex, who is currently

tafing dravin;s prepared st:owing the up-to-date arrangement desired. I pointed

‘WR the nned for vary rapid contertibility from international to domestic, the

Mea for milti-servica type interior, ss well as quick convertibility from it to

MP ecoach to standard to siesta. Door locstions were siiscussed, and I raquested

‘Wiha front left-hand door be installed for passenzar use and that floor-length

@grncy exits ta installed over the wing in lieu of the four window typa exits

ME located thera. The window type emergency exit is too higt uvar the wing,

Wing some six or se.an fant above the wiry, contour and baing lo-ated diractly over

fe wide, susoping curvature of the wing fillet so that « stable footing would be -

Meseible whother the wing wre wet or dry. This condition would sspacially be bac

fithe wing were washad. I also coznented ur tie location of the forward iife raft

the right-hand sida whicl. is locatad over the floor-length emergency exit just

Whof the flight station. It was sme six feet off the floor which would be

fAcult to lower to make rnady for use. This should ba located in a nore con-

fant location. Uther lifa rafts foliowed latest THs thinking to be located

| ly adjacant to the doors with the exception of the life ft at the main

or ch was on the wrong side of the oi ead i |

ae tr.tarior, : requisted that thay shes d locating tha hit

Assengers forward and the sky cosch passengers rnarward bazause of |

bin noise distribution. This means that the lounse presently located at

a ba located aither aidship or fu:ward and, similerly, it may mean —

wet

Ue. oe

run -%4

: KLN's May ~ 2; dm = 2, July - 2 and august - 1. Ke further explained that Hu

ete. Lockhead would than complete the last ten airplame with pod provisions,

During a subsequent conversation with Hughes, he advised that Lockheed could buil

were

Tool, Minimum order of airplanes ig twenty-five, the first podded airplane to &

: (Notes of Convair Negotiatione-March 24, 1955)

<n ; ; z , y abe eo

that the yallay . ad be located farther forward to avuld servicing the first.

‘less wals through the sky coach section, This problea is not yet solved tat

wouveir agreed ‘to: lay it ont and take a look at. the over-all) situation. The —

intarsor pian generally: looked: fine with respect to sky coach, standamt and

sineta type snating arrangements but did nvt. do a good Job with respect to the

multi-purpose type interior for the reasons just zentioned. It appsarad that

ete would have to de at least one seat row longer to accommodate our Omar gery

axit request. ...., ra hie mend .

With respect to certification, Bayless advised that sixteen airplane months woul

be required from first flight to CAA certification, He figured that the ainios q

slapsed tine sas twolve to fourteen months. He did. not recall the hours on th

ships at the end of the test period. Ha went on t: say that certification would

he his direct probler and that actually he should not be making an astinate but

that these figures were tha on-s he racalled from the earlier prelinimry discus

sixty 1649's, there is no profit potertial and a real lose of §12,006,00 ninina

Some of Lockhend's manayement satimated that the loss could run as high as .24,0u

The sixty airplane satinate is Schwarts's for the remaining commercial markat fe

eirplanse of this type which he fnela Lockhned couli capture. Schwarts stated th

Ne would pay for the pod davelopment spread over twenty-five airplanas, the

nally quoted price of 42,275,000 woulda de incraasad 461,364 or a total of

_ Sokwe said thay hed to have a firm order for twenty-five froa Mi

they weuid hold out seven delivery positions for KLE. deiiveries

4, (1947) May ~ 6, June - 4, July - 4, August - 4 ard Septanter - 3,

wanted ten podd-d airplanes and fifteen with structural provisions, Ke stated t

expected certification on tha 156,000 pound non—poddad airplana by the and of

April, 1957, with. the first flight schedvled for September of 1956, Tha first

a the test airplane, Upon comlntion of certification of the non-7

airplane at 156,000 pounds, Lockheed would start certification with the podded

airplane, the pode yoing on the test airplane alrsady equipped with pluxbing, «is

Certification with pods would. be expectad the middle of Septanber st which tine

we would have tan ; odded airlanes ready for operation. Ne price at this tine

for the pods. such airplanes delivered with pod provisions prior to cert

cation could te usad as non-podded airplanes — the pod inatallation beirg a reb

fifteen ships by the and of June with structure for 165,000 pounds with tha pods

installed and 156,000 pounds without the pods and thet the fuselases would have

the new emergenay exits but otherwise be the 10496. The structural provisions f¢

tha pods on the first fifteen would increase the ce so that each airplane voll

cost 42,300,000 nach, This ie 436,364 less than Schwarts figure. He stetel @.

Lockheed would start isaediately with pod installation enginesring and thet if

sold to others, would rabate on @ prorated beais Ee ony We costs to

the sixteenth with certification with pois by August, 1957 and delivary schaduls

as followa: April - 4, May - 7, with certification at 156,000 pounds by the ofl;

: ; ; . ; oa

DX 11, page 5

. otes: of eerily Negotiations-March 24, 1955)

Saas

re,

e inane

ur seating with Convatr today, March 22, the folowing ne vere

vsiteiaaill

Norman Robine

Rs | . Crawford Truex

¥ Bill Browm (specification man)

me and Al Ridler vere also present,

* :

et ee, DX 15; page 1

. (Draft Cc. & C. Report Tun’! Financial Forecast 1959-61)

32>, ke Maaeie

onior Vice President-Finence end Treasurer ;

Trend Vorld Airlines, Ince :

339 Madison Avenus pee

Lov Yor 17; ear Yous eal

"Dear tre Lealtes

‘In accontance with your request, we heve gato, & ctuly o? Tiny 3

Finanetal Forecast dated Baz 15, 1959 for 1959-1962, the plea of opera

+ Watch is tha basis for this: ss gmt the prenises uscd for the estizetes

waich comprise the Forecast ioreted peytineat ‘iniustry data. Fron this stuly,

¥o are of opinion that the: Finoneiel Forecast £3 a reccoasble expectation

— ecch of these — eens 1929-298, for tho Latento’ plo of ¢

og: PLAT 2 ere

- The principal elemeat of TIA's ples of cpcration 4s the mnches

type of atreraft operctei. At tha end of the year 1958, PIA bed a total ¢

"189 pisten-cazine atrerart tr its fleet. Ca March 20, 1959, the Airline «

mencel corvice with a jet-encine cixcratt, end by the ent of 190 expects

tave NS Jet aircraft in service ana to have retirol a nuzver of pistes ¢

craft. Tho principal cheracteristics of TiA"s otreraft fects of 1958 sai

proposed for 1961 are shown dy the toble on the folloving page. ‘the sect

table following shovs the oxpectad schelule of traasitiog of tho flect,.y

fiscal. aes ae 1999 ont 19.

3 a

rem

be r4 mae

DX 15, page 2

&-C. Report-TWA Financial Forecast 1959-61) DRAP?

oeee

misines

PS To deee’ Vaya, a

Tio 3D6 BSE Fiwst Ecenony

Piste, 2

“Sctstrea3* . && ko

Swer H'Constelictiog = Pistca -- OF

Swer CO Coustellaticg 8G Pistoa 33 39

Sizer Constellation =«ss§ Piste, Oy <-

Constcllatican © % Piste, - 39° ~ Oe

. Constellatios & Pistes - &

Martin 2 Pistca ho. -

we & Pistean Carson

Prosesel 1961 Fleet .- -

Boeing Set Jet

4 46 65 .

Dsoing Int'l. Jot & Jet Fe cae:

Ccavair Jet & dct . —* OW

"Ictctroe:s" ' % - Pistes 26 ko.

Constolictios 8 Pistoa B ~

Sader G Coustellatiog h. Piston _ 2

Super EH Coustelintio: §& Pistoa er

: Charter

(A) Excluding lounce seats not normally sola.

AX-1198

» Sar

“> ADDITIONS AND RETIREMENTS OF TWA'S AIRCRAFT, 1959-1960

a ee _"_Ghanges in Fleet(B) =

Aircraft Inventory Quarters 1959; Quarters 1960

——___ SELA/D Ist “and: 3rd btm ast ond 3rd ht

cas pea a _ Additions ae

bey Jet es . . : ;

oe ac eee See ee ae ee

', *BeJOT-331 - - - - 2 . oo, ee :

. Al i - - - 1 eo -6 a

Total” - ao & pss $m 2

Stee ot, A : Retirements(&) -*

: 8 esa, OR ed a 2 as

L-1049H Mee st, oe Se ee 5

L-1049¢ ” 9 = al ne asin < - - as: *

L-1049A . : - = - 9 = - . o ao:

L-7hOA 2 ee OES ie gas aS

bre 4 37. > eee cae oF we 8 “8

' Tok —§ Re cae peel sl. Ut}

Total + a a Soe ae e'< 33

‘Motels in Use 189 188 19h 193 186 184 170 147 17 -

(A) TWA plans to sell these aircraft which are listed for retire-

ment, but for purposes of the subject Forecast, these planes __ .

are assumed to be retired and depreciation credits cortinued.

(B) The dates indicated here for additions and rétirenents are based

on present delivery schedules for new aircraft and present |

plans for flying certain routes and certain schedules. This,

however, must be considered as only an approximate time sched-

ule by which. the transition of the fleet will take place.

AX.-1195

‘ xX 15, e4

: ag Report Tih ated Forecast 1gae6h) pest oh.

= he ihm by the preceding anes: Sorts otznirioat — ore.

2 i for THA fleet botiween 1953 ena a e3 follows.

a. Sho mucber of atrerate in tho eporuting fleet wild be rodiced

s w¢ 1951, froa 189 te LL7 aircratt.e — -

bs Ta the 1961 tect, 58 por cent of tho planes wild be nav Jet

: _ | powered eireraft with speels over 500 Tae These jet atre

aan evatt ore larger, more confortable ond nore attrective (in

our opinion) than the prescat piston atreract which moke uw

| es he present Q-engine efreraft will be retired ond the 195.

3 flect will inclute oaly k-mgine ofrerafte =

“ae Ge Seating ta the L-Ob9 Constellation will te choagod fron ea

S0-ceaty tourist-~<less interior to a 75-ceat, dirst-cleas

intertor, sai the L-Ol9 will be used generally oa the short iin

Martin :

range flights in pleco of todey'giishok uireratt, | a

ps MA other afrcraft in the 1951 feet will be of “ulxod coa- .

Stguretton®, vith both ftratcless ant tourist seating,

vherees the 1958 flcat hed coveral types of aircraft vith

cithsor oll firot-cless or all tourist ccats. Tho Sper 6

Constellation in 1958 was operated with 33 first-class ceats

end 59 tourist seats. it As plaaned that this sam aircrart

in 1962 will be operated with « larger nuxber, 49, firot-clasa

a seats ond only 20 tourist seats. .The mized configuration

Geating is exsectal to Give THA maccirnra Opportunity to meet

the demand for oach type of seat. The percentaze of each

type of seat con be chongod a3 the decma chaacos; for exaxple,

.X-118

(Brace Cc. & Cc, ‘Report. reatwa bine Pinsnetal Forecast 1959-61) | = 4

pore tourist scate cna be provided during the Sumer Be

onthe when the donond for touriot seats 1s high ead ee

: the dem for first-class eosts 49 lov.

f. ‘Tho principal traasitioa trea the curreat flect to the.

| _ Teck for 1961 vith take place during the ‘atte and eS

| a . a ieee eae -

“mae eat reautt of the shove-dosertbed « iii is exqectot dies

a aireratt fleet Which, although omaller in nuxvers, vill de nore —

to-the potential afy traveler aot will servo hia betters. ioe:

* Come stars? in 7

Tosihoed Siver G constettetion Lniniba te

Loczhoe’ “Jetstrosa” ees

Feiessint ota e ee A WO wh

Doug DOE (Oreaeas mote)

* ; 4,

DX 15, page 6 5 . & -AK-1197

: » Report-TWA Financia aerne 1959-01 ) paNTs 6 WE

a nen THA receives the. osing ond Coavate SA ‘sasinn aireraft now

| se hparemnbetmmabdae alyeraft fleet vith opeats equal to.

9 of its cose competitora! ot Hoste, a3 follows —_

. Aire : - - . . a. ° . | > es ;

be Gs WA's Jot Fleet oo. a an ¢ ee

; Bile, Theat so : 575 mR

3 HO ma

3-70 Sed

Rooing Sans Bae

Conctitors’ Jot Plents - : er ee

a Locing and Convoix eocels Boas oxe identical -

ae with the ge 1s

3 ti — 0s passenger contort ond attractiveness end nenstep rengo_ ; -

. eamporacd, avatledle data on ecating Plons, interior dincasions, pleng . _

deorat ion ona arreageneats of the plone interiors el performance expece . :

# tniteato that SUA's Jet fleet cen te es attractive to Potential aig

, th cimties toe dhe yp competitors’ ject oirératt,

IPAM AIT VAL, os0 face competition froa the Lockheed 1-188

mivhich 43 used by Ancrican Airlines and Eestorn Atrlincs oa routes also =

aly BIA. tho Electra is a 360—ph turtoprop etrerest, having a ers turbine

yo) Heat which drives a coaventional propeller end aupplics 25 por cent addi .

sa by jet thrust. A review of TiA's proposed ‘echodules indicates |

Hie metre wnt cocpeting with SA's Convaty 680 Jot end the Lockheed . XK

0 (piston). Tha Convair 890 jet chould have a comoetitive elventoca over

i. $ Sema couperative cdveatace does not exist Lor

Mestre, but ATP the L-10190, TWA plens to use the 110406 shortoy

ast the Electra for shorter

: a 4g 4 DX 15, page 7 2

veer C. & C. Report-TWA Financial Forecast 1959-61)

Route 2 Cort ification”

re Jnother principal feature of Tan's ‘ei of operation 4s the cate,

tol natuse af the zoutea Vhich THA 15 certificated to opereta, this ¢ its

tion bolts by the Uattet States ani foroten Governaate. This ric com

_*matel coatrol of citics served end routes flewa is expected to continu, ay

- for the oubject Pinénetal Poroceat 4% 1a asowod that the routca oldcitely

. BN Gouda the Fatiod 1979-2962 vita be eascattally eo thay vore tn 94

except thet 4 hoa boca asouned that Anozieaa AtzLincs $d bo cuanto’ oop

pp ge eat ae ral

fe iy lke set other atrLinss, So ontnty ecient

epproval of route chencges such e3 cortification for’ong-raage routes ond

|“ Pernissica to drop cities and routes vith light treffie. ‘THA plens to cat

Madi aoc

ee eee Rectan ene anion, aa

dato two ouctel, Mh copeaneiee, kam cechored end pevrestineaty.

° .

Some ee Meats + ese see - -

* eee Serres cores ee oe

, és & C. Report-TWA Financial Forecast 1959-61) DRAT?

_ Intemational Fit;nto

DX 15, page 15 .

-15 «

——- 3

, Treasatlentic Fligats - Surmer Schedlute Plic:ts Por too

: By Routes | 19 Brososat SSE 1903

Lew Yor © Lenten a VY.

-- ®& - g Ws.

Listes : 6

Resa. "2. Q

Modvta 2... 0.

Skazneg . 9

i _: Pronkfurt - 2 )

Boston -< Paris ; 2 oO.

Sheaney - oo -2.

: Senta Maria : ee 2 :

5 Loxton 2 0°

= Detroit = sheanoa :-. 0

To. Chdeogs = Ports. an 0.

r Lealoa ;: 2 9

Loo Angeles + London - s 0.

Soa Frencisco + Paris e 2

Total, Trensatlentic &3 (a) 36 .

AX-1199

os Ee tee i hes a light density of traffic and

Lisbon, es far castwand os Bangkok, This area/is cervel oa a relati

“)

: | (Dea tt Cc. & C.. Report« atts Forecast 1959-62)

Sistenies Sica Tn 1959 ana 1959, ¢ this east of the catevays trattie |

: . Fepresented 2h.8 por cent and'27.0 per cont, Deapectively, of the Interna.”

mS tem amtishe sét-atie, and ta 5614 nected to sepeene car

Pe cok oft Gta set-in eatin fur the erworen rag”

iii Le

8 planning to concentrate aircraft utiltzation on trensetlentie.

; sorriee witch has the hight sansenour traftie potential, THA

“4

International traffic has sondbaniniatty nak k cine seasonal variation,

—— :

- TWAS plon for 1961 provides for less increase during the sumer months, in the

Scinbanee Rememmpmee Tois .“leag 4nerease in the eune

_ AX.1201

2am DX 15 e 17

* e. & Cc, Revortcn ndash Forecast 1959-61) DAFT + 17.

a, to use Jet aircraft for Sounsatiaihte sorvice that will be stiensiive *e

4 (prvtce travelers, and to use the lower capacity "Jetstreon” for service

| a” of tho entevays isa ‘sound plan directed tovard profitable Taternattional

. ‘~ . ° .

. . iar Satie ° : . , . ° ; :

: 3 - . . ° ps . . t4

Aa 3 . - ‘ . = - a L . o

4 7 . ad . . . . °

A : aoe cee . . : - . 2 , _* Qs P °

; ri : ; S ae

-." . 4 -

. . s

“%

Ve believe it is heickeubiia to consider the previously veiieen

7 forceasts of TWA revenus ‘Passenger-nteof in comparison with data on total

| dirline industey & traffic voluea, to test the reasonableness of the THA

forece sates, : |

a a Ss | i =

es . spin is the fourth largest nenber.of the Dozastic trunk airline ind:

“fits Andustry comprises tvelve airlines which orient the a revenue

‘ssenger-aties 1 in 19588 | ”

es ? ar 1958 Revenue

ete Airline — Passenger-Miles

: (Domestic Operations) .

(Thousands) -

; fmericen . 4,890, ,

Eastern 3,811,239

TWA tC ; 3

Capital 1,913,041

Delta 5 a i, 3031

Northvest 1,110,862

National . 990,251

Branirr 913,073

Western. 7 503

Continental - 419,086

Northeast 2

‘Total - Donestic Trunk Lines | 24,435,657 .~

ie DX 15, page 29

(pratt ¢. & ¢. Report-TWA Financial Forecast 1959-61) pan be on

TWA's Jot Seat Avadiobiuity |

Tac table on the, folloving page chovs cents evat ladle in jet die.

orett, by quarters, for Twa Daxeotic and its principal domestic competitors,

‘THA's percentage of det ceats reackes a maxim of 27-1 per cont in the thin

quarter of 1959, vhich is reflected in the previously nentioned high Tovenuy

' passenger-ailes forecast Lor 1959.. Thoreafter, TWA's percentage of jet eats

(of these competing airlines) declines to 16.9 per cent dy the end or sit,

end tits is reflected in the rodest increases forecast for revame passengey

miles for 1960 end 19644 wots oe 7 . =

AX 1203

DX 15, page 32 J

eat +c. & C. Raport= TWA Financial Forecast 1959-61) IQFE = R=,

qulal_ Jot Atzeratt On Order | _ i

« The total nubor of Jot ond turboprop aircraft on hand en on order

ry the principal competitors of THA for use on routes generally caxpetitive -

wit MA's routes, versus the piston aircraft, is as follows:

Doneatie | Troncatlantie | mo

é. AMizlines Airlines

firceats | . E. i -_ er ee ato

oeanine or (A) - a. 3 } a

., Total Piston _ 586 - 152 - TBF

Tuboprop Atrereft= = 105. KC), ng

MArerofe ~ = Bh 930) 271

F Mote BTS. Qe eC)

}PerCent Jesofh-Mmgine 0

Piston, above .. 7. MBO. OTH LSC; >

Rr Cont Jot of Total Pistn ss SCA - a:

Per Cont Jet plus Turboprop ; a

wf Totel Piston bof 10% ooh

A) Slovor, DC-6 and 3-377 airezert vith h-engines, ¢

The DC-7 and Super Constellation aircraft.

° Excludes shorter rengs jet and — atrorett ©

‘also on order.

¥rea the above, shoving the percentage of these Jet and turboprop ~

aircraft at sh per cent of the piston aircraft, it aopcars that @ number of a |

nev aircraft have been ordered, el docs not indicate a guntced ~~ ™

= and turboprop seats.

3 It mst be understood that : alti the nev aircraft ore very fost,

." theoretically could produce a tremendous number of available seat-niles,

: ae

Re cee AS public's repeated refusal to accept inconventent departure hours

DX 15 page 33

(Draft C. & C. Report-TWA Financial Forecast 1959-61) DRAFT

is expected to ioe to tneliay atrerert, end to prevent practical Utilization

of the theoretical capacity. Tais situation also exists today with pistoa

: atreratt. The air tronsportation industry hos rany excuples of public tnststag

3 on popular departure times. Caleago Midway and New York LaGuardia Airports on

doth seriously congeated Sate the 4 P.4.-6 P.M. period eack aay, dut are not

“at all congested during the niddsy hours. Airlines haye tried nony tioes ofte,

ing midday flights to avoid this peek-hour congeotion, but these flights prove

to have uneconante, Light passenger loads and airlines are forced to continu

noximm departures at the popular hours. :

PASSENGER LOAD FACTOR :

"Passenger looa factor", the iene of scats occupied 7 passen-

gers on revenue ‘flights, ia an importent index of airlines operation. ‘IWA's

historical record of passenger load fectors and those forecast for 1959-196,

for all Donestic fLigita in composite, are as follovss

1956

65-2

65-3

The high load factor Setecen’ for 1959 reflects THA's favorable ca

_- petitive position in having a musber of Jet atreraft in service during the o

_ third ond fourth quarters of 1959, shoad of certain principal ccapetiterts, }

: _ TWA ond Jcorican have been averaying vell over 90 per cent loud factors call

| AX-1205

DX 15, page 38

rt C. & C. Report-TWA Financial Forecast aa DRAFE = 3, -

She variations in the forecast revenues per Se ae ® Listed

on the preceding pare » are the result of small variations in the pientetions :

‘of transatlantic and east a: the Grersys revenue passenger-niles estimated -

fer each year. : | |

Other revenues » those generally frou rail, express, yerkesmee ond

charter services, have deen and are estimated as follows: § .. * :

Sakata | , teieiaakiseks Ax % ‘

Mail, Express Percentage Mail, Express ' Percentage .

Freignt . Change Over ‘Freignt Cnange Over

Csarter and Previous Charter and Previous

‘Year _ Miscellaneous Year Miscellaneous - Year

(Thousands) ee

1952 $13,288 = = Gu 970 oe

r 4953 - 15,070 13.44 - 12,115 : 1.2%

- 195%. : 16,083 6.7 Tate wy ae 13,226 9.2

19595 .* 1h,51% -9.8 , 13,589... 2.4

1956 . .. 15,472 6.5 : 14,392 ae 6.2 ©

~195T_ . 17,925 15-9 13,179 . ; 8.4

1958 - 17,932 - 18,613 - 41.2

Forecast | 7 ake ;

1959 $21,069 17.5% $26,455" hag

<<: 21,026 - 0.2 15,755(a) -36.6

ee. - 21,500 2.3 16,300 ~2.9

(a) Reflects sntictvaiad elimination of nilitery charter

flights.

Qoirton on Forecast Revenues ~ _ * 7 . | . ;

As Yndicated in the foregiing, any hundreds of itens have been con-

‘sidered and is equally large nunber of individual estimates have been nade which,

dn total, eee se TWA's revenue forecast for the years 1959-1961. ese revenue

Rescaats a@re conditional on many carefully considered prenlses and a,

Prrectany « the siete scheiule pattern ani assizmment of aircra>t proposed for

1. Froc. our detotled, independent etudy » we are of opinion that the estimates

iF total annual revenue included in TWA’e Financial hase for 1959-19 Sl repre-

BSOnn?, . ety - e iy: Yak eo bel re e =

AX-1206 .

‘<. DX 15, page 48 ae

» “/ (Draft C. & C. Report-TWA Financial Forecast aaseEX): TANT si

COSCINDING ee p ‘

In the procoding costes of this ioe te haves -

fee Outlined the plan of operation witch has boon daveleze

for TWA's operation for the ensuing three-year acciol,

be Shown various Saree Which ve have made of TRAYS |

Suture plon of operation end finonctal ectinates

i Ce “Ganented on the many extinates vityh cxprtsa BA's a2)

Financial Forecast dated hay 15. 19595 for the years -_

- "1959-1961, goncrally concluding that they are,

—_—,, :

our yee respecting TAY . oe Forecest is _predteatad oa

_ ry A continuing fovershle condition of the comm of

| the United States end Biropo, vithout a dtoriptive

threat of war. - 7 ee a

; “ To long-term interruption of operations es a reeult of 7

| strikes, ond no txportant change in aly trawler en...

Smstamn euch as might dovolop ££ there 40 a series -

of corlous accidents. - 7

| tp ‘Delivery of each atriins's Jet atreratt eypracnately -

oat on the ochedule which oxiots today, and these Jet

aircraft- giving porfornance in accordance with the

performance forecasts by TWA's Stat Engineering,

— DX 15, page 49 ot ie

tah C, & C, Report-TWA Financial Forecast 1959-61) TAFE = hig

ms Tari fzs rennining ct the saree ceneral rate leval,

except Lor the expected’ expiration of the Jct sure

- Charge for International trins.

he HAYS rigid dhauss to the principles of the prese ;

i ent ‘plan of operaticn fox 1961, rost irportont of

Which is the plon to lintt aireratt to escignoents .

which vill ees the optima net cir, incense.

Accordingly, we delfeva TKAts, plan of operation for 1959-198 is cound,

and that the ineaze estinates vitich are aie of the Financial Forecast of bay 15

= have: “good prospect of realization, '

Sisspebecay cciteee.

ager | ae es a Consulting Engincers

' AX-1008 7.4 DX 19

_ .°\(Page from Aviation Week, Jan. 10, 1955),

bcc SOR Sombshell eee

pencing on Donglas commitment for USAF transport.

as the Douglas DC-6B and DC},

present service and then we willy

pure jet. “We think that # you

turboprop plane today, : our coup

talk ‘shadowboxing,’ says engines are unavailable.

By William J. Coughlin

‘Sehe

BORTEre

; zs

cial cag oye - the normal

tendency to try to obtain a military

contract first — then modify the de-

sign to meet civil requircments.

>No Word from AF—Apparently Doug-

las has convinced Patterson that it

intends to with its commercial

. DCB jet transport even if it loses the

Air Force tanker competition. As of last

Monday, Patterson said Doughs had

ived no word as to how it stood in

.that competition.

However, the manufacturer's commit-

ment would upon release that

the pera could get from the mili-

tary to build a commercial aircraft aside

jet- from tanker-transport production, should

eFiri

sakieet

Douglas get a USAF order for the jcts.

>No Turboprops—The United chicf

pos want to ~

tu transports arc out of the pi

Seer ares

alk about is - %

aye There is ‘no engine available,”

he told this writer. “We will continue

to buy the present type of aircraft, such

Aviation Weex that .

Patterson said that United is

off its nt flect of piston-cnsied

a “a me —— also dischy

that the airline any i

turboprops for short tale Vey

ing to wear out the Convah, sat

said, and added that United 2

operate such an expensive new ug

into small cities, et:

> About 75 Passengers—He said is

pects the breakeven point on the

mercial DC-8 to be about 524%

regard to seating, he pointels

“There is -_ a debate abou

We would like to sce about 75

gers. Others want to go to i

more.” ‘tee

Patterson belicves United

schedule more flights canying ai

numbcr of passengers and in tht

attract a larger total volume ¢

fewer, highcr-density services.

Concerning the DC8’s Paw

Patterson said “The J57 o that

(1960) will have hundreds of ¢

of hours on it. I have been in

with the military and’ they tel a

the figurcs on maintenance of

gine are very fine.”

me (American Aviation, June 20, 1955, page 21-23) AX-1209 2.

ee ae" : orc S78, : o ioe on w.Y irene be “3 :

pooane yim @emerionn Ae von inde |

Me fi ye ye a none . a ae gs ;

\viatlos Oo ae

é. 2 ca n , a mis m m e . a ° °

es OF luroopreps? Airlines Face Big Decision

*~ 0° American signs $65-million order for 35 Lockheed 310s

° ry vet

va ‘

. e

ROBERT LOEBELSON . "the Pratt & Whitney T34 engine could’ bank company its first AA order since

OE ae ‘s fot mect the required performance the early 1930s when Lockheed Orions |: -

KECUTIVES of the world’s specifications in time. As a result, TWA were used in mail service by what s 7

they had postponed as placed a $70-million ‘order for Model then American Airways.

A . 1649s, using Turbo Compound piston — AA's a tof th :

a gid no i fort "engines, in April. The L-1649 can be’ vhaouncement of the order did

" een t

, not say that the engines used on the

but sho were compelled to fitted with turboprops when they be- Electra would be th

ilabl ‘01 pte c — hp. Allison

anegon we . cgyme available. 8) used in Lockheed’s design

geld gery pisiniats Meanwhile, a report was heard proposal. It was explained that the new

. that Howard Hughes, Principal TWA plane is desig

eane ulant cs within on — ‘stockholder, had started discussing a Figh as 5,000

oe we "Yet transport with Convair Division of Royce RB-109) with iew MOGiiications,

— ; General Dynamics Corp. However, J. G.. Feat f the Electra inc}

mecrican Airlines signed — Zevely, Convair's dircctor of sales and’ - “builtin” loading “steps” {consernna®

a4 5 oF eg enmalilamaiag , Contracts, who admitted that his firm is - ng amp the need for “roil-up” load-

ned to use engincs as -

hp (possibly the Rolls-

‘interested in developing a jet transport - ing ramps), provisions cither to check

Aircrait Co., which lost * for either contenerchit or military use, A

. of carry luggage aboard, interi

d in the AA turboprop ‘sid No discussions have taken place, - “several” inchon neg ap paiced

anounced it would f° “We would be delighted to have the port -now flying and resultant wider

ih construction of the DC-8 . ©pportunity to talk about such an air- seats, and cach seat will have its own

Doce i. % pine with Mr. Hughes, but the rumor table for eating or writing,

ain to follow AA with ordcrs that“Giscussions have already started is ° New soundproofing technicucs ’

Li Y fear future were two other. without foundation.” Ot ‘ ‘will reduce noise: in the cabin per

fay e Paglia pig ei, : e The American order for a turbo- sightsccing windows (20 by 16 inches)

yar Lincs an Prop was the result of a competition in will pive Passengers improved visibility.

=. v3 . which Convair, Douglas, Lockheed and Weather avoidance radar and autopilots

*EAL board chairman E. V. Rick- - Vickers participated (American Avia- will be standard equipment. AA aiso

mxiethas indicated Eastern wants at , Tron, Jan. 31). When the range require- says the. reversing propellers will permit

n or delivered by 1960 * ment was increased from 750 to 2,000 tra to operate from airports

at ae ¢ flying 425450 mph . miles, only the Douglas and Lockheed having 5,000-ft. runways without dii-

gS uD to 2,500 miles. He 7 entries remained. In ordering the Lock- _ ficulty. .

PAE ERDCCTS to alba ~—y L heed model, American (also a tradi- The DC, which may also ‘be

> Se nt sideeene ro ‘al . tional Douglas buyer) gave the Bur- ordered by American, will be_seady for

the turbonrops. EAL's ome -

actbee: on pm ° “(Lockheed Electra Specs .

at, “'7T Design and performance data on the new Lockheed CL-310 Electra, 35 ~

ae Of which are to be delivered to American Airlines between the end of 1958

president oo A. a and mid-1959, includé:; .

bated § Next long-range trans- Gross Weight ___# ne g99 pounds

a turbojet and that the Cruising speed . ‘er 400 mph

within the next. Range . Y 2000 miles - ~~

traditionally has Seating capacity 64 plus 6 in lounge

Fuel capacity —_————-——.4178 gallons

pugs cusiomcr, so no onc

- Cargo space —-400 cu. ft. excl. of bagcace space .

it places an order Cargo capacity ; a .

of the Big Four, length 101 ft, 4 in, pepe alee uals ,

had tied to buy Wingspan ae 95 ft. <n oe fas

version of the | Overall height —o 34. ft. .

tion, the Crew 5 (2 pilots. Night engi

.; AXI210 py’ 22, page 2 :

| , _ (American Aviation, June 20, 1955, page 21-23)

i: sare aes? es ee use Se

re i it oe Seis S 4 4

° ; Kev. 5 oN sce , °. Brace a ete gies -* . 7

Uo = ore

. < ap

: .

- ae . .

z ae 7 |

’ i» . |

at cat

a pd .

: , Ok -,

" ee aie

: ie oe

i : :

a “

ix °

: ' :

¢..

date: SBT Ra thin MS see ee | eae ar 7.48 can gto etsy “ores. i, ° oe: —_ =

oe iO Ads Se CEES REET ELE WCE aS rat en eC

gtiss . LOCKH t» Smetene. 00h tee Bint ns tang ae ass |

_ NOGRHEED TURSOPROP was ordered in quantity Ly American Airlines shortly before .«. ;

eS a - am "ce ° . -¢ F . 2 , '.

C99 poten ss= sug wap nes i . ‘ : ‘

= i we. s’lte +” oad aa ; hy PE Pn een mae aes erence eee # nt ge vig thinany i Negece ep amt: pate s

+ 8 em cameo age ae +e ae peat th :

FP tame ete Piped SM per wage tm ge

.¢ ~ y : Wiis 8 % ‘

dee a

? AS Se oa

era ae Pe

: 7 a + 0726 tourot toapert

“fas Giese aight tests December 1957, ii a . : c's . - .

Ss td die dns wil lin ssid ge See Ny, * atin Sxl wih a

"© Douglas has been working up the fic puvouelas at Santa Monica wid

i seerence to a p in announc- “the company’s total investment to date, The British firm is struggting 2

for the retrieve its reputation, serious! i

tanker ais mea is after a siete at perhsarrype *

: Goat V'¢ year, — orders be

* iit . . exce,

raft companies in the world with seas Airways Corp.) ge been ser

‘range jet transports beyond the ing in. x

seins, .. ..__ Bocing is hampered by its mii

I a with its “ commitments on the RCs le )

Comet IV. scone. n,n nd is having dificulty in peg

;

~~?

~—>

“

‘

{

DX 22

ization fer a commercial version of

the calveaced 77, a

¢ 4 Dowglas has no chlization to USAF,

7 and theseloze arycars to be in a Posi-

tion t© Celiver tie DC-3 first.

* Like tive Locing KC-135, the

DCS uses ieniz advanced Pratt & Whit-

ney. 57 twrdoje:s raounted in pods.

These engines, Dougias says, will five

the DC-6 4 ersisiny speed of 550 taph. °

The piane wii carry between $0 and

125 passengers.

Overseas version of the DC-$ will

have a maximum gross weight . of

257,069 pounds, the tic model

211,000 pourds. Tice plane will be able

to operaie from present airports “at

costs even lower than current passenger

Air Force Asks $60 RMi8ion More

for Researsif dine Develops

By FRANCIS J. KBENAN

Growing Congroficnal co

over ‘apparents inagécuacics in

research and dgfclopment pr

highlighted by vizorous Hoo

mission chgrSes—has resulted’ in some

force took the first step last

week Avhen it asked the Se ate Appro- f the

+ and development

« Com-. AF

page 3

(American Aviation,

models,” Wiazspan is piven as 134.6

feet, length 140.6 fe t, height, 40.2 feet.

_ Typist Light tines of the Douzlas

jel were piven as New York-Parie 6

hours 32 minuies; San Francisco-New

York 4 houts 43 mminur s; San Fran-

cisco Honolulu 4 hours 23 ininutes.

Thus, the lonz-delayed jet/turbo-

Prop cra has arrived for U.S. and for-

eign flag carriers. Britain took the lead

with the jet Comet and the turboprop

Viscount but the two largest U.S. com-

mercial plane builders have closed the

£3. From here on, Burbank and Santa

Monica arc convinced, the world’s air-

lines will have to ‘start placing their

orders, : eee

MSI

$60 million for “e

C request

ing as it did istration’s

special reg d finance the

KF specgdp in B-52 Prodgctio..

it inciudes authotity to transfer

million from anothe Category into

R & D budget and ragtoration of. a

Comminec ior an \add $10 million House emerge ind cut

: \

Ni en ~ aor Pree o

i. t. : : . 2 ond

a. ~ ° “f .

'y Se ae roa

ty o fe ‘ aud! ig ‘

io 7-7. wg og

i Pid: LSID Ebay 5 Sen ces oT Me

Clee ae 4

OJ Db rt es

Sree.

Ek EEL Ee

arr <a 4

: eo

yd 1

vin, 8D) §

tae ri6c> ot :

a 0 nme octane ”

wed Leann, Sptneneres: tne eal Cana |

or”

FiasT PHOTO

*Ppreves for 126,500

nd Penacre’s for 125,050 pounds.

of Douyles DC-78, pictured here with earlier

Sew WRG Sacco tenis titted on Pen American's sircratt. Official citterence between”

DCI an SC-72 is new Wrigat DA4 Turoe Compound engine. PanAm's DC-728s will

have tne eatre-rance tanks, Dut Eastern Air 1s. \s°

i Sress takeot weight, whereas EAL's is epproved for 122,200

standard OC-7, snows

sircraft win-not. PAA's airplene is

SUNE 20, 1955 - ee oe

AMERICAN AVIATION

—s

cd, com- °

while no “new smoncy” is in- -

‘blasted the Defense

Progra

AX-1211

June 20, 1955, page 21-23)

s-the mose did reficct awareness of

growing Soviet sizpower and ecugni-

tion of Con,:ressioaal doults shout the

program,

The Woover Commission report

landed fortwixousty in the ‘midd'c of the

_ Congressional furoz roused by tic firs:,

erypiic Defense Departracnt rejoris May

13 of Sovict gains, The, Commission

. Study, presuinabiy already prepared,

arrived two weeks later. In the mean.

time, several Senators were voicing com-

plaints about U.S. progress in the de-

velopment of advanced aircraft and

- missiles.

Sen. Stuart Symington (D-Mo.)

estimated the USSR was ahead in work

on the “ultimate” “Wtapén, the Inier-

continental Ballistic Missile. Sen. Rich-

-ard Russell (D-Ga.), chairman of the

“A

Services Committee, assezted

that Defense R & D programs were

“too scattered” but “might be suflicicat”

if better coordinated, :

Sen. Henry M. Jacxson (D-Wash.)

_ emphasized qualitative requirements in

secret hearings before his Military Ap-

plications subcommittee of the Joint

Atomic Energy Committee.

Sen. Warren Magnuson (D-Wash.)

enna for its

“failure” to recogaize the role of R & D :

in maintaining airpower, which he said

was ins too little training of

scientists and too modest Programs in

developing new weapons and

cedures.

firm and elaborate on these charges. It

warns that “the Armed Services are not

sufficiently daring and imaginative in

their approach to radically new weapons

weapon 4 youmedl It said even

that “informal proddings” by civilian

scientists and technologists accounted for

The Commission ‘emphasizes that

pend Kec on

it. recommends. these

¢ Increased integration of R & D

—=-

things

* Greatly increased attention to

basic research.

nation’s scientific and technical com-

munities and private research facilities.

*'An overall strengthening of the

ae, 23:

. . 7°

‘le. 4

Pro-

The Hoover Report appears to con-

its research prozrams. -

personnel policies designed °

_to keep military and civilian experts on

DX 26, page

1 ‘ .

* : (American Aviation, Sept. 12, 1955, pp. 84-85)

<n 3

4 pig ay ES dar Ra RA aE ». © Tey os 7 sn. tse

A a Sinai ee WLS S Pet 0) SRO gy REE a \. tee LAT ENA g hag th, wie ve 7S

sane sn tndet con? tal Soh Seppe GG BOO ce AIRES Crd Ws ¥

. re ‘ ,

) Design vs. dctivery ctvaniaces pose competiiive problems; Pentagon

: SCCUiiy polcy hurts foreign cariors. — .

So SARGESCALE jet wanspast, [" < k anew

: es be oe See can How Pentagon Releases Jet Enzine Data .

as ate tr pearl New Pentagon policy of July 22 (Directive £255.19) sets this Teltuse

ssatkeé Sy Sciind-the-scenes jocxcying

By cazciczs ior dest competitive position

~ ia the iuiuse jet race,

Aithough Asm jez; orders from

s raajor US. aiziines are siti exrecied

withis weeks, and most certsiny be-

“gore the year-end, corapeiicive aspecis

of the two avaiable aizcraiz—Zocing’s

707 “ane Douwgias’ DC-S—have created

«: ga unprececeaied equipment procure- |

Fact siiuatioa, ch ;

Cazsiezs such as American, Pan

American, Eastern and United, reore-”

seating™s marke: for abouz 100 jets, .

ate weighing answers to the big cues-

tion: Waich siscralt will it be? Fore

ing the cozspetitive equipment aspecis

right close to home is o fiih big aiziine, *

rans World Ajisiines, historically a

lone wosi in aiscrait. buying through -

, its principal stockholder, Howard

“ » pondering boils down to a choice be-

_ | ‘tween the sirplane. they favor and a

oy cclivery schecuie that will put thera

up front in jet operation.

°% they decide on the DCS, fear

fe thar Bech ce ovould immediately s:-9

- ite the pune with a Bocing 707°

order for TWA and gain a 14 to two-

year cor.recitive edge in jet introduc

; tion in cirline service. _ ;

ae fs —— the Leva a faver the

...* Boeing to erase thi eat, a

_ *, hhension continues sbiasken We te whemed

- +. Bhey ase getting the best je: buy for

- Comnmnetcia: sisline service, First siga

*, @f this wuxcertainiy came to tight re-

'°* e¢atly ina statement by Unized ‘Air

4 Lines’ president W. A. Patterson. == -

* Cosaseating on the relative merits

of the wwo aiccrsi, Patiesson roxed

0 sucer mény bi

ci siorsasnce Weea sca

A seco incios that makes carriers

hesitant % 30 “waow hog” ior the 707

is The Weis, OF iarsport errerieace

they hove aos suid if tic guste cic

| wih Dsegiar ctuigmeat, os conisasted

‘

2% ae

‘Juan Tripze

150-nr. ET 150-hr.

‘& To ‘Alriines ’

‘Production &

Manufacturing

Drawings

Cation test,

schedue for Catan cn turbojet, turbopvop aad

Mevcis! Operation. Directive provices that civanzes in the internztions}

situstion may cither accelerate or retard release of Gata on a PSttiouiar

engine. . ° ‘

° ; Foreiz

: Do Cleared U.S. Casine &

.*To Cieared US, éinine Foreign = Alrplzne

Type of Release U.S. Mifgrs, Altlines Gyerstion . Ajiriines Mizs,

Prelim. Perform: Atier Atter lyr. siter \; yl.atior Lyr. afte-

snee & Instalia. $0-n7,FRT 150-hr. ZT 156-hr. ET iSpenr. ST 150the ET

tion, Data reat ‘

Cempicte Per- Atier lyz.siter Syrs.afier Zyrs.aiicr 3 yrs. afer

formance & in- 50-hnr.FRT 150-hr. ET i50-hr.ET 150-hr. 27 150-ar. ET

siailation Data _*

Detivery ior Pro- Afier lyr.after 2yrs.ufter 3 yrs.afier S yrs. afier

' totype = Afreri.ft 150-nr. ET 150-br. ET S0-nr. ET 150-hr. ET 350-hr. ET

(Opn, ot Maint. :

Data Oniy)

Delivery tor Pro* 2yrs.atter 2yrs.afier 3yrs. afier 4 yrs after 4 yis. after

duction Airerait ET 150-hr.ET 150-hr. ET 150-h7. 27

COO Oe

Notes; £o-hr, FRT-—L5-hour preliminary fight test reting.

lbo-he, LT—Seriice epproval Of 150 hr, encurence test portion of engine Gasilf-

J wna oe mi

MUSA Engines Tor com.

thvenseees SYT6. alter

es , 150-hr. ET

eee eeeeee

with only timited expecicnce by a few

carriers with Bocing 377 Stratocruisers.

A Ura ig cicrent in the whole

competitive scheme is thet tae —

cost of jets makes iz rast proftadle

. the big carziczs to dea! with one raanu-

facturer in oder io realize the lowest

‘perunit costs possivic. However, iai.-

wre of one major airline to 20 along,

as in the case of the Mugies-TWA com-

bine, rciegates the racer of pooled

orders 20 an almost insignificant rolc.,

® As a result, heads of two major

airlines, C. R. Smith of American ‘and

ot Pan American, are

reporiediy in cay-io-day discussions at-

tempting to resolve their future course

of action ia sa investnent that could.

mske or break their respective com-

‘On she iozeiga airline scene, al-

though iz is iskea ior granted that

orders irors adroad will closely follow

those of U.S. cazziess, snother obstacie

has loomed. Negozistions for jet trans-

ports by these airlines, because of miti-

tary security lizaitations of the classi-

fied Prat & Whitney J57 engine, do

Rot enjoy the same irce exchange of

pesiosmance data as do those of U.S,

sitiines. 0

Tos casiipic, smo Catiag wih a

foreign sisting, Boci..g is permitied vo’ -

- oe” o

‘

ive overs! periormance data on the

07 with J57s but cannot sive deiaiis

on engine periormance, In tneory, Sow-

ever, Boeing today can seil 707s to

foreign aislines complete with J57s and

the carrier could find out all there is

to know abou: the engine.

By way of coniras:, © security-

daneed US, carziets can ieara ail there

is to know advuz J57 engine perior-

ance, a situation which forel-:a ;

Scel fepresenis & cecide.) — . vecitive

advantage in negotiations ios jet ians

ports.

Attitude amonz

turers, here, as expressed oy one ofncisl,

is that the Cisadvaniaze, if it exists ci

all, is pureiy academic. Reason is thsi

even if a forciza cartier were to ordes

a jet today, i: couida’t be made avail’

able until long siter secusizy wraps

have been removed isons the engine in

Guestion.

©The fact resasias, however,

rewiy adopied Pentagon poricy,

SiS BN Arvitsacy Cate On When classiaed

jet engine aia can de reieased, (see

chart) gives US. carriers 3 issih year’s

edge over forciza asislines in access t0

Periosmance iniormation 2s well in

elizibitity ior Ceiivery of any classified

engitc.

Tn the case Of ic J57 cain, ol

’ ON

pee sae:

BAIA 7

ya 4s;

De flesinbe 7,9

AX-1213

lJ, Dees

eg ae

DX 26, page 2

(American Aviation, Sept, 12, 1955, pp. 84-85)

i Ld ‘ ? , s .

“we INT :

’ ’ 6 ane te fe ENS rent a

— eceived service apprwva: of its 150- IN WV

‘

id’ boas fn Lite ICE “sh .

/ hou 3 be icbs “a is , 1953, bag “1 Tro - = rR \

magic date for eicae of dats to fore | TAN a EO CNTR T OO os: a eg oe,

{ ++ Gan sittines comes in July 1955 ond |. we te ee ww ie Se hh Ls

sivery of j578 to these carziess can jw m3 AN oR .

o: . 8 ob * Pe 6, foe ° +.”

both dates an a= Cees os

ivery. of jet ‘

: eUS cxnien yt 1 EXCEEFDS ULTIMATE

Hear in Pentagon timing is _ : ry

* Big question, however, is whether i = N = | x wd om Qa S - j cA RX

this wil continue to be ivue. oF future

cagice developments. Since most for- Lo A DS O F & S 5 A7 oe

; ¢iga eccriezs now iavoived in the ae

j 4 8" chase oF US. transporis are similaziy F %

seigeed with th S. in rautual de 1 es d

, assciated with the U.S. ia mutual dee |, genes awe ; :

> Kenge activities, these sppears to be | ° ‘ New PANZLOC High Peforscence 7

esas Guestion Waether the penahy im |. Afvevat: Fastener Carvice: ‘

2 on foreign airlines As’ not one - Cinanteveat ¥ 2s ty See ant

sorne OF US, sisline political pressures Serene es — a oka nang EmS ae

tather than of raititary accessity. Zension with Minimun: Detection =

oe Guestion to be fps ‘is: ae ma NMiginy..2 Sneet Separation. - :

vs the policy penatize . engine | - ; :

gotucers in their nerotiations with 3 i ;

foreigs, Operators? 3 has long been { ‘ .

sccepied that Pentagon restrictions on : ‘

US j : tion have been . 2: fe oe

8A Odsincic arasinctusers Compete ; -

ing With Dritish designs, and the arbi- Benet rece ptects momver 2 en siud ‘

‘ ‘ . i *. °

wary penalty imposed dy the new policy oer eae (pee ' in ae

migat wil mean the Gifierence be- ae hata TA + \ 1 ot seizining cing ,

tween, sewetion of U.S. o7 British de- floating tousing foci / shearwasher SO '’”

‘ signs Om sirccait of the ture, © © © .! "wen oh At TS

, rom, ee

‘ ° —

d oom ome | ee ay |

06°C! [te wr on a KM f ae , ‘ ee: or ae

Cul Resumes Nonsked «|. - Bins Ley Lt ik,

. . Ri 4 . 8 am

Wawnfiecs Mimeet [\Mimotian *~ lan x xX 3

eC LS AS. LOC oonmmmase RSs“

Civil _Aetonau;és Board will re- i”

‘ 4 ber $ in the Large _ . atented anc Patent Ap9:.e5 For

Carries _Tavestigation : Announcing high strength, cuick release, rotery type fstene:

aie ss has produced a record | tor ccvances aircraft designs. Availabie in stud-retzined end :

30, age Ror ae nie : Curvecure edeptedie types, in sizes 1 & 2 with fuli fost es -

New hy 3s M4 be on the quali- . Specitice Sy NAS 547. Opens aad closes with cuarter tura, stud :

cations of 30 o: xe G0 nonscheduied ejecuon shows urtoched condition. Easily sressure sezted.

: Mine appucants “Who did not previ. Adjustesie for sheet pica-up in eccordzace with NA 537, thus

else Ae oo, weer m teas ° * bain, ofl tn . : -

duis set an Opporiuniiy to testify ss Simpunying Sud inventory. Catalog and price list belong in your.

9 Biness, aditity, exc. Examiners Ralph file. Sead recvest t eae 5

L. Wiser and Richard A. Waish have : -

witatively schedylod te new hearings WNZLOC,. America’s - : be

ios Washi ga, Los Angeles, ‘and ine of siseratt ek FZ 2 <? a O©

sss . Lr sims Dart, ”

Seastle. ~ fasteners... Hizh Perform = fa! Sy \y - <b S ()

“ire : . " ance Fasteners, Sizes 1, 2, & » 4 ~ .

In addizion, the other 30 applicants 3 Panel Festercrs, Rotary «Se 2B? Hyie3 Raterg Lateh 537 Fasteners

who were d on iadividual oualj P ge Ae . ; :

WAG Were heard on inciv “ee quali- | Latches, anc Sip Fisteners. Fitl in Coupon or Write Lotier for Cataiogs

MatiGAS At Previous sessions, will get a ‘ : z

Hee ONDEMUARY to Sring their cases. | [——— ace proene ary eee hana ania le cane net aches anteneten

te, 60 date, either throuch surpiemenial ; ee re Scoviil Manufacturing Company, Aircratt Fastence Div.

Wriels oF possioly oa gue witness stand J meer " 1 44 Mill Street, Wateroury 20, Connecticut

* J e “ ait re Toler ; °* . .

7 ” t , * i Phease gene mea fastener Cotciscs checacs:

_ Meanwhterthe Road is expected | iy 2 > 7 F ©) High Pertormance (aS $57) ¢ ) Styia 3 GtiL-FeSSsta)

a W issues Cecision soon on the policy “ “e | © PStrles De RCH -Se54) ¢ ) Rotary Larch

Pree OF Lhe cose in which the nor | pmmensere pemeneans 5: our 0 cunt ane i Seng to, 9 Grey Posteners Hansen

“ued industry's sv for the DOM | peme apews, (M455) Kame. aie Titie.

ee ae | PP BR Oat Fb Company, 7

ong? c te hy : & , !

spattcants wil ff a

‘4 . ° .

i the spot outlined | eras oo ° - ’ .

a Circle Ne, 34 on Reeser Service Cord,

° +

: 8&

wreetue

‘ a)

wee Teen ert.

+ 00s. 0 .

i : a v.

We So cetenes

re Cloictizn-

STE Fe + 97 © MywOr eye

fi ie “ws ee. Vovces Eve i

re x

ays oi] et

eee ail > : if oe ‘

' ? 3 ‘ Y. Ne ’

: eee are. v SO aaeaty eee

ot ; * AMIAtIOX RoOR "

. Mute wf tae “a's”

| . & ARNIS CoNtC2

< AMaER. PLr-ALnTmHSED. TWA, one

es Westers Vicker occces.

eee BH ARPGATAANRLT

APs. Sxelusve Aellywuva Stod

“ad te ARCAAT BEG. CENTER

iA Bessepctll is Cepedass Bret)

+e - -<

aoe Wasted Sintssistisy Pood

. : ‘wnGer E.AnaKeuen! oe

hoes ee CHE. Yen 5

Pi e Bes, it gf eat,

ST nen SAF

> WEN. SE ee a? A

ROOSEVEUT

a es

"3600 HOLLYWOOD 3L¥D. HOLLYWOOD 28 CALIF

* PHONE HOO-22 © TELETYPE LA MAT

THOS. &. HULL, DIAECIOR

Pn men sa

Bae

ed KO! steel |

fe !

DX 27 3

(American Aviation, Oct. 10, 1955, p. 68 )

st)

}

i ay? tgp Paes» pee

\ Gas \AJawt iG

O Augmented 557 eagine behiz

7 T HAS BECOME an open secret

= ia Santa Monica that Douglas is

confronics with « perplexing DCS

ee nzoiicim. It has been re-evalu-

sting s.! its performance data on the

- projected! Set transpori.

Te will be recaiied that last June

when’ Douglas broke out

$0 draraciically with its

DCs go-ahe aaROUACE-

racnt, i spelled our plans

for two Versions, ‘one a

Comesic mode} kaving a

zoss takeoil weisht of

F100 pounds, the other

&n Overwates mode! to tin

the beam at 257,000

pounds. The company re-

pened it would be ready Hunter deat, has hac his contrac.

airline detiverics in 1959, . Signing founiain pen ali Filled and

Az that time, there was no the cap off, ready to sign ca the

hint of any timetaSie differences be- dotted line for 25 planes. Bur no:

tween the two versions. Now, how- for deliveries 3 year or tore be.

ever, it seems the augmented J57

engine Douglas was counting on for

its long-range, overwates moce! won't

be ready untii a year or more Iscer

than a iess-cug mented J57 suitable

for the domestic version. This would

- the troubles of the exgine-maker, };

iy “hed engine 440. it's = dig sep

—

“ef By Fred S. Huatey

: Pal

oF Douglas.

‘

for its overwawz model. Extensive

augmentation like this compound,

adds to the exgine durability pro.

lera, To iusteniv, 39 gulions of fuid

fills the water injection needs of the

Douglas DC-62. A 22-gallon tank

suffices for Couvair's twin.

7" yp to $58

: more.

gailons and

“ i

All this das an, in.

portant bearing on an im.

portant customer — Pas,

Amezican. Word has ,bcea

abou: for some tise: the

Juan Trippe, PAA presi.

hind a dorsestic carries or for cn |

airplane possiiny navisg tess pesloray

ance than & corapetitor. Sinus the pre. |

dicament as Boeing and Bough!

jockey for key customers in the we

markets,

4 | | pur the start of detiveries on on In a similar quandary, inden}

ee j | Svesweres DOS Sack to 1900. Aid tally, fs Cece ts am tee Mado! 16 As,

hee "|| by that time—who knows?—a con sign ior “I WA, which has to bave

is if mercial versio” of P&W's new, asirceait syitable for transatinatic as

ee ae higher-chrust J75 might very well be well as domestic schedules. There are

74 ‘¢: ‘ pushing into the picture, " even hints for. San Diego tna: Con-

‘oo an . No.augmentaiion would be re- vair may decide its Sest course is

aie quired forthe J75. On the orher to bow clear oui, at least for now.

i Ae hand, ic is » heavier engine. A‘co, s @) @

‘os - it will be more expensive. Douglas P&W's J75 is drogsaiicned ind”,

i currently prices the J57-powered Co- both Convair's F-l02 and North?

PaO mestic at $4,600,009, the oves- ican's i072. . . Motorola's

“7 water model at $4,650,000. With 375s, Pens is stcond source on

23 the overwater version's price would new guidarce system for the Navy

‘e have to’ be inczeased abou: $300- Terrier... Designation ior the new

ee 000.. ‘ "Nike is Nike B (nox Nixe 25 du:

eS. ‘ ° F the origina! design is sinsoiy the

Lip = pa gan The J57 9 a ag ceniezs Nike, — 1... Wouter if it

bs . ai Oaly %6 around the necessi extensive i truce nsittute OF ine Act

i mane to another Surns sect of divan. A it water simian oo up the taxe- nautical Sciences actually is consicer-

i Cesesining Burns V.LP. seating far your ait- off thrust if these big jet transports, ing building an office building on

ee Saige ~ ary n rere | like the Bocing 767 and the Dougizs the back lot of its Los Angetes iacil-

om for gatiscal sa . t 1 aislines pot DC, are to be capable of operating ity to lease to aviation Arias and

‘. ae Yer a casio portios of thaXBAA 75 long-range without throwing away allied interests in the area?

: fleas. Wiite, wise or phone today 4.\2 all the payload. Latest resorts iroza e¢

, for ett information, OG Seattle say Boeing is allowing for MecCultoch -Motozs bough: «

ne : ¢ 2 450 gallons of wiwicr for thrust auz- Super 18 Decch from Norexan Laz

ey : Reyes EES Sear nee | meniation for the 767. son, its firs: venture ia an executive

ee i BONY: BB I AR, t Iniormation from Santa Mozicn aircraft . . . Southern Ceilorais

i: t 70 ona doug H indicates Douglas contempisies s° section, with more shan 505 men

: i Peleg” Co Dpetyige? -c fe ‘ s 3 $ 4 + ia ‘

4) 5 ae A f ? somewhat lesser quantity for the co Ser, is the Jargest unik ia whe

ites, UR TP I mes mesic 190-3, hut subsiantivity mwie American Rocker Swiety ..

nage & Circle Me. 26 on Render Services Cord, : ae

om 65 at ks te: AMERICAN AVIATION

. &y : * Ou: ‘ i, 1955

er wf, } , :

4 ‘ Ps .

a tah Dee ae =: ow oe * dst pata an seattinilitinga thin © se \éend extn

(Pages from Ame

DX 28, page 1

AX-1215

rican Aviation, Oct. 24, 1955)

Dr rs

; 78

. _—

PR eres Come ee 10k sceen ewe kw

er. oe » q's oe

'* oom s edad ¥ 4

or mI SY code

Pian WTS |

mition dacision.

dy WILLIAM Y. HENZEY

“DAN American World Airways

— “broke the ice” this month with a

269-million order ior 45 American.

built jet transport aircraft, all of which

are scheduled for delivery within’ the

next five years, .

As teasion mounted among air.

lines in the race’ to be the first US»

jet purchaser and between manufac.

turers to be the firse US-jet seller,

Pan Am solved both tuces by order.

ing 25 Douglae-buil DC-8s and 20

Voeing 707s

The Ofuct’ Was expected to touch

off 4 rash of orders from other Major

U.S, lines such as United, Anwerican,

Eastera and possibly TWA. Because

of its split nature, it was also seen as

assuring virtual success for both manu-

turers in the

Dowias will start delivering DC-8s to

ec ad Mie) °

9 fe se a ‘ ZR MPA on,

Mune

In December, 1959,

tm!“

. am -_ an

AI\WIS wis yy

. Pan Am, with the order scheduled ior

completion in January, 1961,

The Boving 707s will he powered

by jour Prau & Whitney J57 engin ss,

cox a total of $104 million, includi 1g

spares, and will carry 104 firstchss

passengers and 125 in tourist configura-

tion,

The DC-8s will use more poweriul

P&W J75 engines, cost a tial of $160

raillion including spares, sii; will carry

108 first<lass or 131 tourist passengers,

Both planes, according to Pan Am,

wre Gesigned to cruise a: 575 miles an

hour at 30,000 feet. By way of em-

phasizing these iacts, Hoving flew its

prowwiype 707 on Oct. 16 from Seattle

to New York in record time of 3 hes.,

58 minutes.

* Pan Am intends to place the new

jets in transatlantic, South American,

transpacific services in the five.

a period beginning December,

1958.

Sample times on proposed new

schedules are: New York-Paris, 6 hes,

35 minutes; New York-Buenos Aires,

1] hes. 15 minutes, and Tok yo-Seattle

cata

racjor U.S. cirlines expected cs result of Pen Am's

= r saad

oh pee | eel ore eee

SOI eee YM ud

$259-

for Deco.zSer, 1953; DC-&s to start arriving year later.

8 hes., 32 minutes. >

Dorald W. Douglas, president of

Douglas Aircraft, hailed his firm's deal

with Pan Am as “the largest and ios

significant single contract in the history

of commercial aviation . . . opening 4

new chapter in glohul aviation und

bringing the jet age closer tw the lives

of millions throughout the world,”

The Becing-Pan Am contract

“marks ihe beginning of a new era in

aif transportation,” according to Bucing

president Witllium M. Allen, whe

added: “Introduction of the 707 Jet

Stratoiiner on Pan American's routes

will, in effect, make tne work! WY,

smaller,”

*Pan Am's president, Jusn T.

Trippe said the new order plus PAA

orders outstanding, which add up to a

total aircraft commitment of $357 mil-

iion, is “concrete evidence of Pun

American's faith and confidence in the

continued expansion of sound two-way

international trade as well as greatly

increased tourist travel between the US.

and the 74 iriendly foreign nations

Artist's shetch of Bosing 707 in Pam American dress.

- MEwed ;

~ — ” 1

é” 4a he :

. 4... -N797007 --

‘ ’ 7 om,

~ deg ge St ee A Siaad

ie tees tepe y ee eee ee ee

_ :

—..

AMEAICAN AVIATION

(Pages from American

DX 28, page 2

Aviation, Oct, 24, 1955)

- -

—_—_—_—aT~ e

- as 4 -

\ ,

7 oo 4

{ /

- MF RITAN

yey

—)

AlR >:

‘a

wget A leo

error rs

WORLS

mol te

Do ee ee en

—_—_

Douglas DC-8 as it will leok with Pan American markings.

which are regularly serviced by Pan

American,”

Vice President Richard Nixon, Scc-

— of Commerce Sinclair Weeks,

Air Force Donald A. Quarles,

aad CAB Chairman Ross Ri were

amcng important Federal officials who

hails ihe Pan Am announcement as

a icemendous lift to Aviation aad a

signitic.nt coatribution to the national

cconainy.

But whic Pan Am, backed by a

Douglas statement that the DCS

purcaase is the “first jirm agreement

tor U.s.-duil: jet wansports,” appeared

firs: .. line, many other U.S. carriers

gave cv.dence that litle time advaata;

Wo... .« surrendered to competitors in

the j. we.

~ seremost in poini of time, if not

in size of order, was National Airiines,

which still insists it has the fi

mimment for the Douglas DC-8.

August, testi‘ying uri’c

hearings in the New

company has placed

DC-3s costing about $36 million.

Further, waker said Nations! has

“firm delivery dates” ior four DC-3s

in 1959 and two in 1966. Whether

Pan Am or National was Arst a

National entered with the DC-8 manu- °

United Air Lines was scheduled to

make its rccommendations to its di-

rectors on October 25. The Airlines’

officials held final conferences with

Bocing and Douglas in mid-October.

UAL president W. A. Patterson, J. A.

Herlihy, v.p-engineering and main-

tenance, and W. C. Mentzer, chief

engineer, headed the UAL team in the

final talks.

® Eastern’s board chairman, E. V.

Rickenbacker recently said his company

has allocaicd $i25 million for 20 jet

transports but had not yet made its

mind up as dctween the DC-8 and the

707. A decision is expected at any

time.

American, normally a heavy Douz-

las purchaser and a proud possessor of

many “fArsts” when it comes to new

aircraft types, has not yet made its

mind up and only last week had a

team of engineering experts actively

studying the 707 in Scaitle.

Both American and Eastern, of

course, iously announced so-<alled

“gap-bridging” orders for turboprop

Electras.

* Trans World Airlines, a big

westion mark, is rumored interested in

707 but such rumor must be con-

sidered as the purest speculation at this

time.

Latest carrier to evidence jet ia-

terest was Continental Air Lines, whose

president, Robert Six, was at Douglas

in mid-October checking details with

the DC-8 project group. Continenial’s

interest in a “jet iransport is said to

center around its equipment inter.

change operations.

Actualty, none but the smailest US.

lines can be eliminated from the race

which, in terms of domestic orders

alone, gives promise of a $i billion pot

to be divided beiween the iwo manv-

facturers. And this does sot take into

consideration inevitable orders from

foreign airlines.

What effect increased orders nave

on pricing of the new jets reaiaias vw

be seen. Early reports indicate the basic

price of the Boeing 707 of $4.3 milion

wil} be adjusicd downward to $i.

million it 65 airplanes aze soid.

® Price ow the DOS powered with

P&W J75_ engines reportedly is jus

over the $5 million fAgure, or about

$400,000 more thaa the basic price oF

the J57-powered DC-s.

The substantial cost of these plane,

when related to past prices Jor pistus-

engined aircraft, is largely responsive

for the catand-mouse game deing

played by various ajelines.

Particutarly adroit has been UAL's

Patterson, whe has alternately hinted

at UAL leanings toward the DCS and

the 707, and even suggested thar US.

AMERICAN AVIATION

Ocd. 24, 1985

AX-1217

DX 28, page 3

(Pages from American Aviation, Oct. 24, 1955)

727

“— °

- compsnics may pool uscir orders wih volved in cach airline's order, thereiore, Pan Am's Boeing and Douglas ge

@ unit price yain as « major advantage. even a SY% eduction ia unit Price, ordszs appeared to wipe out PAA's

* Some indication of the smounts such as reporiccly is contemplated by previous order for three Comets. PAA's

now required to stay in the competitive Bocing for quantity production, meaas only comment was that it COMsiNues to

airline race can be obtained from the substantial savings to the purchasers. © be inierested in de Havilland jez trans-

recent Pan Am order and that an- For example, the purchaser of 20 ports and there are “certain conSdential

nounced earlier by Eastern. Pan Am's 707s would gain $4 million or Virtually understandings” dezween the two com-

total of $357 million for new equip- the price of one additional Plane if panies looking toward a “fruitful ou:.

ment and Eastern’s ior $350 arc cach the 6S-piane goal is exceeded. The come.” :

about equivalent to the toral assets of same would hold true for Douglas _ There is, however, general in

the domestic trunkline industry ten purchasers, o: course, if that firm is belier that PAA's contract with de

years ago. thinking along the same lines. Havilland contained a clause i

In fact, the combined net assets of * But while extrenie optimism has ing the order if U.S-built jets should

the nine segional truaks and 13 local invaded the U.S. manufacturing picture, be available i. delivery at the same

service airlines in 1954 was not as high the potential U-S.airline market for time, .

as either of the two aircraft orders, British de Havilland Comet jetliners Thus has the jet age in this

With such enormous amounts in- appeared to be waning. country passed the talking stage. @0@

° >

mr a = ” id die “s % TP mm $s “ ie “\"a “eo nnatis, “= m~ [rn =~ i “%

meee OS GW Ute faz Pun WODTOS scErice?

rs <¢ FR

. mane one

The role of. British aircraft and Armstrongs Ltd. for a fleet (believed provides a 425-iaph turboprop for hish-

engine producers as key contenders in to be 30) of new Viscount 900 Van- density operation at Tanges up to 2,500

the future turboprop transport market guard turboprops for 1960 delivery, miles,

was further shaped last week in two Together, the new Projects put

major or iectosnd iii de ee turboprops oF ; by Decl Not Yer Final

~ Canadair, ise arst de- British engines in two open -slots in the © Alshon« : ee

uo a projected ussee-nation tieup future transport picture, B Se pry vp the oy ger

u.... which it would join with The i-naiion Super Britannia dair Scale not yet Analized, Cana-

sitciwet's Bristol Aeroplane Co. and project, if it materializes, will offer a a ie hea — al

. Coscaiz im the US. in the design and 300-mph turboprop in the long-range, nar hos caine = ee di ;

production of the Bristol Super Britan- - high<apacity category to fill the gp 2 "6 5 ses, i +4 red virzuall pil

sia turboprop, between the Lockheed Electra tur ious thee Sa 7 ear will alia

* Britiss European Airways an- prop and Bocing/Douglas jets. On prontlipeel Po. ak is to ie

nounced it is negotiating with Vickers- the other extreme, the new Vanguard as a major entry ln corse aitline =

P : equipment programs.

Best indications are that the plan

would <ail for final assembly of the

aircraft in the US, by Convair fom

components made partly at Coavair

and partly in Moatrea! dy Canadair.

In addition, other COMpPorenis would be

imported from Bristol iz. Exslaad, as

the aew project does act sice: that

Use of Bristol's BE25 “super.

chaggéd turboprop in the Sires Baie

tannia also makes probable ihe eniry

of a fourth major manufacturer, Cuztiss-

Wright » in the project. To

officials ne : Convair oa Bristol tod

AmExicaN Aviation that both the

engine and powerplant would have io

be Ameiicanized to give the Super

; Britannis its best chance of volume

; selling on the world marke:

Curvent license agreements between

Bristol and Curtiss-Wright are under-

Stood to give C-W “Sirs: refusal” on

severe] Bristol engines, incluciag the

ls dap ahaa Sees Od 4 Ge es ce BE25, thus making it the lozical pro-

. AMERICAN AVIATION

Oct oY, TSS

- =—-- ellitlienstinnintaeastee ee ee

‘

— a ond -<

; yo

;

{

oleae

{ ‘

. i '

‘

: !

‘~

4 ?

‘ ,

shy

ee ee een

< ston. Doruztas as

G uate Week, Oct. 17, 1955,

- he

- * > .

Bosh Tors and DELs

PAA .

~ LES

. Pan Amesican World Airways last

Week signed contwcis totaling $269

ase Re rst major Aiaczican

et, or vis 25

Doug:ss } DOA: ond <3 Bocing 797s.

Bosi g's 8 Sitaiatiiess wn ve de-

st, Beginning is Decembdor

HVE. mmV]|s ths tered nhs

aban, eh wane

transports in service on its trans-At-

lantic, South Aierican, aud trans-

Yociie TwuUics. Bovis Wiss Cupicte its

Gein ies by Now, 1959

Deliveries ry the Deatzi 2S Set aininess

ze schOgulod to begin ia Decewders

1959 sne€ io de de completed by January

1931.

Both siteract WHI provice 350 mig.

transoccaa oc TraHSCON TE >

ice. Tre 707, WigeD ANE

the provoiyze wow diy

Tange of hare thas 3.000 mites nov

eas S Suis tat te DCS

be “ pbc OF KOUSIOD ODStAtions in

either dizection s betwee Now York ang

Vow ann ma te wate ge Mae te “yale

—

Bok wie Gen: jG iv Cibise GD iv

Mach $5, snc che cConimcis guarantee

cruising spoces of 575 mon. at 30, C0

altitude

Psa Ainezican lists these poteniiai

Aight times with the new ict aisiiness:

grounded the

FY-3 Pory yet Sghter

Cation OF its Wrigat } 383

turboie cuzinc to prevent overicating.

U. S. . Navy last. week

North Avzaczicar.

Convsir is Ciscussing = 500 mph.

tuzbonro> sislines with Conadair i an-

othe: Sonczal Dynainies Sivisioa) and

Brssiot Aczopians Co. The Cesizga ior

Celivery fa $956 pronedty, is fe. sect

Narco, sainw: was

; ys 3).

Lbs powered by “he 8 5B: istol B. i a

25 sa as. Condair is bulicing a mitt

sy secon! iSadice version of the Br-

tennis é io RCAY A.

"A new 3nd comolete hytsoster con

$35 we

o a3 aeweathe:

ee Geren’

* Se Ca, ¢ i iwiioa cs

wae Or TD Sosrry bas fist

iottenhd $5008 CsA: : to an-

Vanted Air Ehics Se Heater tease

BUC 2 HOW ROD. POT Die

2G,5cc wid FeVedue oe

Bed G5 3,009 aintenetin,

BEE, TM UNED we. ee Diese

AVR Wicd Suiniee U7, W455

7... a TT & . st Maw

New York to Paris, 6 wee 235 min. New

Yozk to Buexos Aizes, 1 he, 15. min;

Chicago to Londo: =4 hi, 45 mia,

Tokyo to Scaiiic, s' ht, 32 min. and

Honolulu to Sax Francisco, 4 hr. 30

min.

The Bocis.g Fu7s, y wnyercd by sait

& Whitney 137 ox snes, will cariy =

ssengers in sts edi (est —_ ¢

Suration ana i

plane Will dost Fasc n

Dougias’ DCs, with a wing area

approxtastch 7% ieater than the

707, is designed to cane 198 passengers

in standard SCALES arrangements or

131 tourist class passcagers. Pan

Amesican says the DCS will have

“slighty gzcstes Tage sud will

equipped my a larger type Pratt &

Whitt jet turhiae caine,’ the

Ad 75 (cos. wercial designation,

_ ae said that its August an-

nouncement of oe DC-§ periormance

was based on the j-57, but “the Pan

Amiezicen Phaiees covered by the present

eaatsaet are Je “2 to atilize fet en-

Gines OF even grcciee power and ver

satility as and wiser Uicy become avail-

able Commercial use.”

The DCS purctisse calls for cx-

penéitures i ia excess of $160 sniilion for

the 25 aircraft aud sszes.

EWS SIGES

period last year. Freight shipments

were up 35% to 4, 093, 000 ton-miles,

express up 27%6 to 1,276,000 toa-miles

and mail up 6% ‘0 2,007,000 ton-

miles. Late. Bins ig vacationists and

school scturnecs arc credited for thé

trafic increases. .

ic a record 4,320,-

379 ton-inites of aiziccight on domestic

scheduled sevice ii Se: rember, 14%

more than the ssme month last year.

Figure docs wot include the carzicz’s

domestic anc overseas charter flig! ts.

Stick executive “vice

a 30%% Co inescase. in

we this year over 195+

in aizireight for all

fee

HALTS SC

sad 3S ‘ve

aiilines.

ows

dat Ie sure as

tute of the Acza-

ue ao of A: teas ed,

ity auth SI, Tas p sake Ay wee

federal

fe 31.

hones 8GT Dessew Seertddines Coacca Ati

Jet turbine

thrust mechanisms will be insta’:

siencers and reverse

ed.

With the site..cers, Juan T. T,

president oF PAA, says, “The new jets

will make lic more noise oa the

‘ground than present piston-cigined

hanes.” Reverse thrust wi be usec for

ciel Cizect alter lancing.

The’ oer for jet ai

eficct the existing SSS witioa dee

for 33 DC-7Cs with turbdo- “compound

engines. The fizst of these will de, de.

livered in the spring.

_ The combincd commitments, tots}.

expansion of oe two-way interaa-

tional trade as well as greatiy increased

tourist. travel between tic United

tates and the 74 fsiendiy § fore

tions Which are p seguiariy | SeIVES & oY

Pan Amezican Clippers,”

Ti pre stated.

NOA-CuMMitial

and pesha:

Paa American

about its long-stan

still existing, ‘orcer dc Haviland

Cowrct 3s. fn f eteterio cy ta Aviatias

Werk, ig Coimpany saie: “PAA io &

continuing interest in the co Haviland

jet piogzam. Certain consceatisl

written understandings exist “detween

the two companics looking toward 3

successful outcoine.”

ane.

Net sates tozated $14,941,473 compared

with $17,656,429 for the samc pened

last year. Firm has voted a 25 cents

common dividend payabic Nov. 1 to

holders of record Oct. 15.

*. Prototype . Saab detts fighter, zee

ttedly capable of 1 000-mpa. specs,

is scheduled to Ay soon ct Linsopin ing

Sweden. Developed as a result of fight

studics with the tiny hali-scale $33

Draken, the new ae AE per srg gute:

‘is about 50 it. long and has a span

of approximately 35 ft. Accosing | rn)

" present estimates, orders for the re

il total soine $150 milion and 3

designed to provide the backbone of

the Swedish Air Force in the lste

1950s and carly 1950s.

Bendix Radio settied ts 4. wv oid

sivike last week by giving Co iaiee

- tational Association ef No alas

(Ati ys six coats hansy Taist * th ane

Giese Six CU Bitter tv in

September 1955. ‘The _ Sctiecaent,

which wy Serve as a pate

pat v ; :

ihe Biwi “

paid | hovicay

Beeasgassti A isc

Prise ai

‘

“*

ESTABLISHED JUNE 1, 1937

DX 31 el

(American Aviation, Nov. 7, 1955 pp. 23-25, 27-28)

Ley

Prove it:

-”

MaDe GE

‘4

Vox. 19, NO.

" t ~_~

33 es . (Bran if,

2 TEE wows XY

_ & Sraasport ae

e _*

’

By ANTHONY. VANSYX

turSop-09 Wenszost sctivity

Susthes into the Umelighs

two weeks alter Pan Amerzi-

: “00% ee 0

er ’ - op AY

ete: OPN TE (20 Of oe

WECinGisS, Wer

BRCRTG OF a iS TS GS Les Sigg CS

dsive ia bi % "

sczamdte fez iti

posizions

is hectic. The destinies oF meny airlines

—

wiiters,

More inporsnz than the actual oc.

may well aince on now far up or dowa-

thy .cay be.on Cstivery schecules with,

ders ex.nouneed to date is the osck-stage

soaneuwering B2e Re zodlations now

SCowiag are the |

pee wth the

ee rye

he cctivecy

" eeder the 707 and

ie aed it Se pis

a SBincer of

progzess. Buz the

purchese

Xs st a woral cos: of $175

in Mzy 1959,

Easies Newisze! Ai. : an-

a Sra osdes

NOVemssa 7, i

AMA

AVCAT 1A 4!

eit tangile develoncents: Se

US, domessis cersier to order jet trans

oF 30

h 20 option

4 wich an op

shouid is decide vs

seuisment ov order mey pass $iebiton mark before your is

oad »

* At least half a dozen US. sad

as many foreiga ai:tines were acgouat-

ing with Bosing, Dougtss and Lock-

heed Zor celivery positions.

United i

SEER

“fi

acd coraioct of che txc, will cssure us

of the proSts necessary to seppost this

iavestmen:.”

RG 4

of the cheice of new ecvizment is

Cevelosing into 3 sidieisene far

aicsline mansgenents the world over.

At the Inveractiona! Air ‘Transpor: As-

seciation’s caauc! genes] mecting in

cickering for eight

casticzs targe and smcll were asking

each other for scvice on what to oey

Ssuses Annsszces Frozracm

lz sronths acing ue w

weuay there aac boon

daemon

cmie e

Dov, tas

ates

PRA

el eesinnons

annowarced

*, Ret © see

Kye eras 0 Vail’

ts fnclestry hfs ory Cots under wey.

“IO [YA ee

DY LASS

Gee

Electra with ths caaouscescat of

Electra.

On the tive sice is became close

Get Ge Behih wee au: of the sa

Ring Sm Sas sagas. {us Seles es Sty

ish az éesiésé cgeizat sox

we & Vickers IW isso proccctiosn

Mile the Cocact has loi the oe p3ss:

of all carciccs exesa: BOAC.

se: | Selene | ~ New Yor

A jag opsncd the bizgest news

of all broke: PRA oscered the Bocian;

. 707 and the DCS. A iw cys isiez

eel

iss terbop-09 Vargucstd whis

and Locatced revecled much

@ er!

Britanais th: Air France had

to buy the SNCASE Caravelic jez

sede shock wo the vast inaiocty of ihe

alsin chicis poocat in New York.

Tae DAA occ: das 28 SOS's acd 23

Seting, 707% coviews!, caught son3-7

ing Furopess carticss at gucci, os oc

DC8; Lockheed unveiled its tuzbo- -

AX-1219

DX 31, page 2

(American Aviation, Nov. 7, 1955, pp. 23-25, 27-28)

suaeicd 3 cisneve RieZS Im Kor SRowins

* 9 pe ese" SP? SER SSORS the aintine mea cs wea as cid cy

SfERSS PAC? SUA SCORES ‘ . :

| Beit Douglas seprescarciives, wie hove casd:

ts. the sace 53 Zz der an esinswd S7Livsr. jet and testepsop trans friends of many 2 26D wacestive in tke '

catket ste three US. monulctunre—Dougiss (DCS), weciheed - rr siemens enh.

R SSS. Se —. ka >. ran course of Going business with them he

‘ : ; we dour dorcizn proceccre—Vissere Arm |yesr ; : af

Reatizi::

Nur-der

Hatt

is nowhere neacly 6s bigs”

&AVocaies ASSCZT, EVEN on

routes. be

Es.

; specd, S55

SEE SER

' 3s

- 6 -

- 38

12,

_ 3

ebout

- 4 and

? .

$10

b ad

er ow

about

abou:

- ebeut

abeut

y rs

LEBE Ze

bf Fei

pepe

ark

‘

‘§

aL S:

Tiga oak -

31, page 3 .

(american Aviation, Nov. 7, 1955, pp. 23-25, 27-28)

; Ci. 5 eee :

iin Wee eck a ny Ae re

$$ es = Shee age ee Te enna a ee RS Ee |

ae, eee Se Se ee ee aaa >

SS Oe ee ee ae Mg ace hte ot =e

ia foe ee Te ae

<3 _ Sy et, ah.

| — ae i [= i ia |

: 8 ee ee etn os

, eee ot

_ iteier testa tticertaak aun wie eel core os 2 ened |

‘ B ta the load la jot race ls Douglas DC-2, chown hora with United Ale. Line markings. .

’ - : :

Coxscercation into the Sest-knowa wane reinforcing penels. Esch 'surkee is that at the New Yock meeting nochiag"

posts in the world. brokes iro cnwise pane! sisizs chou: but praise was heard sbou: the Vie

Tae turboarop plane needed litle 20 inches wice so that if & esack origi- count. There is no guesion Set cas:

poomecing in New work. Mos: of the “nares in, anc propagates ceross cay one Vickezs has wos. the frst sound /. .

tistics men who a Refine 5 span penel, the zeraining pene's have sufi for that the second wi:l be the decigive

thar the Ewctra fulSils ‘the anced for en cient ome to suppor: Fight loads one. « * .

» gees. wnical, wideranze trans They . ‘without failure. .° Meanwhile, despite all the talk of

Hkes its size (secommoccing up wo * Waits Lockhzed had 1c maxi- jets. and tusboprops, orders ere sil!

: paesergers), is specd (over 400 mah” mum of information evaitzble on its coming in for piston-eagine om:

eraise), Ks operations: Aexisility (per Eleezea, Vickers was hesitent to Cisclose Dougles and Lockheed are of

suiting eosomical opezctions on st oF its Vangusré tdzsoprop ce selling msny more commercial turbo-

secicm ead leag routes) and its _ Sign. Inquiries abo: such basic mst cocapound-powered DC-Js ard Super

tO wie saci cirncids (it can take ters as the new model's szaz, cross Constilations. To a small sirtine ops:

Gs 2.06 in Leas. chen 5,659 &.). Above weight sad price drew oaly 3 ating nothing bigger than DC4s, end:

all, they Hked ix because it looted right. mative oF evasive snswers. Several giz Roe Sf many such operators, today,

The weanicsilyminced IATA dele the prospect of-s leaping into the tux

gots wore impossee Sy the srveturel pie. tien anne bine exa is seking Sinancis!ly

cetize oF the Electra’s aizframe. This SROZIT SN. SEES and » (in the loner respec:

swarmarates Lockhece’s “Silsate phi. Por an w3to-rvhe xincte 3% | of. the sislices will have

ses ats : " eae tenths Minete picture «ae. in making use of feet

oe TENE! «CERN B88 OP gt tl, jet financing rece Selig ye ate An

saged in such & moncez thet the fait " Abtschul’s spzraiss! oa pege 27. Also because of the ins he oon tan

ure Of one element cozzo: sesule in the in this issze sce page BD foc Fred M*_*ifports which serve. i

failure of the comzicce scucture! com 7 s scan’, ETE SHC dew carriers wocay which are

a Huncer’s views on Americaa’s without =

Rructzes scch’ as foxy. aes dmee . & serous equipment dilerar.:

Oo esd tegeatly cite ee ——- - at this time. 7 ; on

Seetg anevar Practica: in the Bsc : —

Z a use o3 o-903; 2 2 : °

aed po mange shes — ficiry UB ae & te a meeting | Beusics Aps"tss

sais and connections. the new Vickers desige was what they | For DC-8 Certite=vin

Toe at RT Suselage chell ls of bad tend in Sie prow. Formal application ior certifica-

Spetined skia-sizinge: Seructure scytess on the subject of > f wo modes of j

cia, faner shect sete] grid, at the fie: the airersfs wes desi domestic and overwste: version,

teehed te che besic cuselage chin, gives to « Brisish Excopety Aizways’ specifi. | DS® filed with CAA dy Dougiss

elective ica increase and sizes sedvc-° cation which ae wot suit too many OtScial paperwork wes dzuad Oc

Wea wiersver the skin is forewee by other operaiers. Develoamests of the | Wber 18 and sudcaiued wo CAA's

"fives or ocker Esseners. This stress re- origins) Cesig= are cimet, it would Sonics chisl ene so gee

Cuctica where Soles occur minimizes seem, to mike the Veesuard competi- Monica chief engineer 5. FP, 3zr:02.

Stigue erecks iz the skin. tive wich the Elecra.: Taisial tclks on DCS approv:!

HE ecack sheulé occur, or xe skin If indications prove coczect the Van- pe a Rees pow early this month

» Gould de captured by = doreiga objece, posrd verse Evecurs ales tare will ywhea Harold Weshiastsa

the grid woutd wrv: as: scrics of erack & heated exe, for the results of | | CAA Project

grates which . ut prevent er seduce may weli ccenaine whether Brissia i | Visits Santa ; More detafed

tis heck proc sais. Sisciiar iatigue ba fi waclé-wi cosgmezcic! wansnor: | Giscussions with a wam ef CAA

Cieck Pagate: in the wizg is muini- dar Leaps or Wwiscthe: the Vig- cectiSeation perwonnel are expected

milzed by the use of low teasion count was the exception tha: proves the | in December,

a the lower susisce anc integral skis rete. In all cizness, x should be

NOVI 2-2 7, . . . .

AMZhicaw 3

AviaAriw :

ov. 7, 1955,: pp. 23-25, 27-28)

Hue

iret

pie pat

uh i ra

;

pig

*ls pooper czre of Gevernzest

S. Eave its pie esd

to uke ia

of air

Sab!

TEAS 3 is,

yes any. ase

ak HE

Bp ta

bGLS

Ril Fe wiht

sit

Rey

e.e .

bi exes oF

weoWelte

He HT

mae :

si il:

He Hii jt de

» FE pane

S Ate

a tai

icy sili 4

i Hie tg ,

ors 2

tae

| Sin:

f We

2: tes of Ate Perswts 3

in avw toe <s 2

besa

copa sitic

aes

i ae

* 9 MOmDaneDes a8 @ cc cmee cece ace Scenes

ere

31, page

us. Unorictn aviation,

> incising

Os the powerpiani

spnics Fa 3 epening

to be used.

Tais xpresenis 525

Guisemenss som the = Tecan

gezpsep & 2 Sot arn cost

ois Ss3ss G er Boz. Seconciy, ic wes

the dager

-mameoe cece

po 4 peeviewsty oe reser

is sre as3o: esters we rouie ron 3 to such

Tae a%2f3

ene is, wake and she prOs-

/ ES nctietam peda: sing, cca

IG sadUvitica to

- ese coslat

Seotee 39 ead

sovis wz S Sse

hove es eBags seit

Perse Cecsane Cer ne Sve yeats ence,

Dazite the aise numoer of aizeran

post years, the shoruge of

shie to 2 member ot air.

o3 see present time ib not wishe

indusizy ia

n~-es2 Sessanes sous

she entize

sertizg its rind signs.

The Sigh cait cos of the ici

W2$2S63 S25 eos their number wil theze-

oregon grecter eremenis of

x. Ses

, 4 ~ 2. =:

WE I-TM Anancing

4 Somatic wstzy 5 sos

Singte sitzcne miy de segarcee ia

whe me as 2 ike expenchuze

Zor 3 acick one morms induswis! pant

ta Sec cases, is may be as saticizased thst

Se expences will permit efacicat

tad piSainon Cpremcvnis O jusiiy the

outlay,

Moreover, the fez j Zaas

Ca Bere sod %* heve sec lige ci a

eas: tec Yeats, > Leos age Fazzciag

pins eecercinzy wii be geared to chis

eupeciztion enc dz $233 by cepze-

ciston charges and atendan:

ea geared scceccing y-

egR3

ct may de

sed

lel sanent gree 8 Rot 3 he

SC SieenS atQcisizion ory ins Snancizg.

onsie panes SOS2 More than doub:c

og in cocarcteial service

aie ilso expected 3

2 secs: ies SOs: Less

sendy ‘ eiad's om che lates: pistox-

powered sizerait.

thes: goon,

tees wee”

maj

et aispor equipraeac

is.Vesters,

2 tenon

ae oe

Mes ap

pisce Pererots iS ponent

2°

«vv

<r me meee . eee

Nov. 7, 1955, pp. 23-25, 27-28) ——__

a” ~-

3 oe J . ¢ ann me

Ne vt ore we Nee ee Veticcs

oe ee ee ee eee

. .

rude ene

Combet” recizs i

towigater infig?: Fe

ce Vocohi's 270-2 Cutlass will be extwrced by new - Eghton f

HG system shown hore ia eriist’s visw. Miner mecizestica

wilt (perenit e oe StSaEES ts transier severe! hencrod genozs of fuel to

another Fw 626 Waters renga of ths cersorebesod fighier Lect witaost benpair

ing ix wcrme! shor®racge sizthe capabiitics. 7

"has a $259 miniion o7¢ A ior 707s and inelucing on ecer sor Six DCSs and

DCSs. As oF Juzx 56, toial ‘eigat DO-72s. The company has sued

7 assets —— sup that it will Enance chis — program

" porved by é mu- ,. plus $10 mitiioa in facilizies

Ren snd bart tern Seo2 oF mi + Uzough eazainzs, sas bg Some O: the

uncsce bur this is - and benk loans of some 525 milica:

siance This projecied progtam. is the most

ceAniie

= worth

2 pee] eaeateted whe

eed: inzexé . ears. is

of DO7s previewsy ozcezec. ; ize of any of the sist

OG: cozzse, yexis tom now: ing jews aad is serther Cisinguisied

the continiag cesreciilon cosh throw. . by the _sdeence of Bay cosiexplaicd

Fs nie transior the existing deb: exteasive long-ierm Szancing.

: Sorrowings wil ’ . United J Aixines =, pesiicty iadi-

Ns doud:, the caied that iz will pay for izs Paci eozip-

weejeciion wit Suvugis a Rhencin Poss py teed

“gh .e Enancing “now dosing arranged.” Te company

sas that may soon evolve for Pan prepared the Way 2 Such Finarcing by

Amezican. Casing its pretersec recenity (Aacz2>

Amesicaa’s order ic ss Ereccsa’s en- AX Aviation, Scpx. 12, 1555, P. -, 24).

tailing a capital comsaiment of sony It is probable tha: leag-sezza leszs,

sie vial ¢ cage shorter bank credits anc saoches

$65 mitiion is unikely co create cay

enaia 2! rez, should Convertible preferzed may exser ict

fiasn ing probies.. ~oWe co, $200.0 the fiasaciae here

the company” Cecice to move to jet “gers. Seeapiaars

PRATER te i: Ae It is important to acre her cis

WaRsDozis, ig st msy Want to bulk of the Enanei-! Revirements £..

ERiicipsie through is —

: r the aiziines ozdezing es WL St core

long term m

. until four yecrs or so &

2 sation ie Gives thera time to work our 5: arcizg

insOn By the some soken, unc

the aircrai builéess wit

shouides major Tesponsiviicies. Progress

paymenis som their Cus: wees may

ease the builder's sain, dur his at

lay and risk wil be sudscancc!

ane os = |.

icipesi BOF this

Lockheed « scic S30. mittisn in Cesenzcres

earlier this year. Past OF shese proceccs

Was ezimarked for the Sectea prograss.

that Dozsias may sosa

Ban srg FadiKeis to —-

pov =

Pruad

“so

aie spacial Seekees

figuze promines:. y

—s

& SS VITOR

ry ow.

wer tt)

meee

Wort

Wore

wet

our ony comps :

Easacing. Paying Jor these

they are deliversc over

period, the company

ediigctions to th:

<a smacaet when

w% co so.

° Esitera, ates

Super, Gs. aha Do-7s, Hace 2 "Iz is repored

eater ~

ose.

tase os, Seer.

wane

ore costs 3:25 xul-

I so rhawce

excuse of

trasspect ocers sad

S2GuSKces, deitcezs have sore hea

2a. 9S5- > ‘their presiize invoived. On

ene > re! -

MAaUGainy lone-: wie

©No“anel has

sss

tow

* AMERICAN AVAT:

ULASCES

ene “ =

5 i% “°retss¥>es ia ook” y*s . :

A . . 14) ® . “, {mw

c Y DX 40, page 1 - SOAS c

DK (TWA Board Minutes-June 21, 1962) AS

a , MINUTES OF THE BOARD OF DIRECTORS MEETING

TRANS WORLD AIRLINES, INC.

June 21, 1961 ;

. The regular meeting of the Board of Directors of Trans World

* Airlines, Inc., was held on Wednesday, June 21, 1961 at 9:30 a.m., at

the offices of the Corporation, 380 Madison Avenue, New York, New York,

Directors present were: Messrs. Ernest R. Breech

- > ; George R. ‘Brown

' EB, O, Cocke

F. D, Hall

Clifford F, Hood

Barry T. Leithead

Albert V. Leslie -

‘Sidney Maestre

Hughston M. McBain

Warren Lee Pierson

Ben-Fleming Sessel

Thomas A. Slack

Charles C. Tillinghast, Jr.

' Constituting a quorum.

Directors absent were: Messrs. Raymond M, Holliday

John A. McCone

Mr. Carl S, Rowe, of Counsel, was present by invitation,

Mr. Ernest R. Breech, Chairman, call the meeting to order

and thereafter presided. ;

Mr. Ronald Duckworth, Secretary, acted as secretary of the meeting.

APPROVAL OF MINUTES

The minutes of the Beard of Directors meeting of May 17, 1961 Y)

and of the Executive Committee meetings of May 18, 19, 24 (two), 25

and 31, 1961 were approved. _ . a

i, Gt -. XT20130F

AX-1225

f ~* f= "%4-eting 6/21/6i

DX 40, page >

(TWA Board Minutes-June 21, 1JEl) er v, _.

_ FINANCIAL REVIEW ee ee

‘Mr. Albert V. Leelie, Senior Vice President - Finance and

Treasurer, presented the June financial review including an analysie ar2

forecast of the market position of the Corporation for 1961.

Mr. Leslie also reported on the sale of Debentures in the amoun:

of $100, 000, 000 during June and advised that a total of $19, 037,900 heii

been subscribed for by sharcholders Senerally and $80, 962, 100 werc .

purchased by the Hughes Tool Company at the closing on June 13, 196).

Mr. Leslie advised that negotiations with respect to the 196)

financing were proceeding in accordance with the plan outlined to the May

meeting of the Board; that the ‘Prudential Insurance Company of America

will not be included as a lender; that the total of $147 million to be _

‘borrowed will be provided by the lending banks to a total of $40 million

and $53.5 million each will be made available by The Equitable Life

Assurance Society and the Metropolitan Life Insurance Company and tha:

the closing of the financing was planned for the third week of July.

He advised that the contract progress: pa:-ment of approximately

$13 million due to Boeing Airplane Company on the additional jet aircreft

had been postponed from July first to August 1, 1961, subject to th

payment to Boeing of five per cent interest on such amount, _

OPERATIONS REVIEW

Mr. E. O. Cocke, Senior Vice President and System General Manager,

reported on system operations and described the steps being taken to |

improve passenger sales including introduction .of Royal Ambassador i

Service in the International Division and increased advertising in both |

divisions. There was a lengthy discussion of the extreme competition on

North Atlantic routes, He reported that since the inauguration of Conveir |

880 aircraft schedules in the New York/Chicago market, the TWA share

of the market had increased from eleven per cent to twenty per cent.

Mr. ' Cocke also advised that an intensive sales campaign was under way

in all major TWA markets.

RELATIONS WITH HUGHES TOOL COMPANY {2

(

Mr. Tillinghast stated that following the meeting of the Executive

Committee on May 31, 1961, at which it had been decided that no adequate

reasons had been shown to justify a change in the Corporation's Boeing

purchase program, a meeting was held with representatives of Hughes

Tool Company to permit Hughes Tool Company to present to the Corporation

technical information asserted to be available to Hughes Tool Company

“

XT 201306

AX-1226 :

RECE DX 4o, page 3CtSCetng 6/21/61

(TWA Board Minutes-June 21, 1961) -. -,_ ;

SO ee aed

relating to the question of whether or not the Corporation’ should acquizc

four additional Convair 880 jet aircraft and thirteen Convair 990 jet aircraft

rather than the Boeing aircraft presently on order by the Corporation... He

stated that such a Meeting was held on June 2, 1961, and that Mr. Chester

Davis, counsel for Hughes Tool Company, made a presentation on this

subject to the’ Flight Equipment Committee and others, as the directors had

previously been advised that no one with a technical background had assisted

Mr. Davis at the meeting, that little of technical significance wan developed

at the meeting, and that the transcript of ouch meeting was available to any

director, He further stated that oubsequently, Mr. Rummel, who was

present at the meeting, analysed the various points raised by Mr. Davis

and submitted a report on the subject. This report was considered by

members of the Flight Eyuipment Committee on June 8 and 9, 1961, and

by the Management Policy Committee on June 13, 1961, The members of

- both Committees concurred in Mr, Rummel's conclusion that nothing of

| importance had been presented by Hughes Tool Company that had not

previously been considered by the Flight Equipment Committee and that

thé previous recommendation that the Corporation should acquire Boeing

tather than additional Convair 880 and Convair 990 aircraft should be

confirmed.

Mr. Tillinghast then referred to the letter dated June 10, 1961 from

Mr. Raymond Holliday to the Corporation'and others, to which was attached

a letter dated June 9, 1961 from Mr. Holliday to the Corporation. He

stated that a copy of both of these letters had previously been forwarded to

each director. He further stated that he had received that morning a

. telegram from Mr. Chester Davis’ advising that the ten-day period within

which the three proposals contained in the letter of June 10, 1961 could be

. accepted by TWA was extended to June 22, 1961.

Mr. Tillinghast also referred to a letter dated June 16, 1961, which

he had sent to Mr. Raymond Holliday commenting on the three proposals

contained in the letter of June 10, 1961, and requesting certain additional

. supplemental information relating to such proposals. He stated that a

copy, of this letter had also been sent to each director.

Mr. Tillinghast pointed out that in connection with proposal number

one of the letter of June 10, 1961, relating to a proposed increase in the

equity capital of the Corporation, an extremely important fact was the effect

that the acceptance of such proposal, including the condition that the present.

' Voting Trust be terminated, would have on the ability of the Corporation to

. obtain additional needed financing, particularly additional debt financing. He

eaid that he had asked Mr. Albert V. Leslie, Senior Vice President -

Finance and Treasurer, whether or not the Corporation could arrange

additional needed debt financing if the Voting Trust were terminated ao

proposed in the letter of June 10, 1961, and that Mr. Leslie had reported

that in his opinion this would not be possible under the circumstances.

Mr. Tillinghast also stated that letterc had been addressed to the finarcizl

institutions presently holding the Corporation's outstanding notes asking

whether they would be willing to terminate the Voting Truct on the condition:

outlined in the letter of June 10, 1961, and whether, if the Voting Trust were

X1201307

“<9 Ra of Mir, Meeting 6/21/61 AX-1297

ae DX 40, page 4 ‘ ¥

4 (TWA Board Minutes-June 21, 1961) SE we at

terminated these financial institutions, would-be interested in particiza:'ing 2.

the current financing program involving additional debt of $147 million. 4..:

but one of these financial institutions had responded formally or inforiaally

that they, would not be willing to agree to the termination of the Votin»

Trust and would not be: interested in participating in additional financing

if the Voting Trust were terminated. He said that the Corporation had

also requested the advice of its financial advisors Dillon, Read & Co.,

Lazard Freres & Co., and Lehman Brothers, as to whether or not, if the

Voting Trust were terminated it ‘would be possible to obtain other financial

institutions to provide necessary debt financing and that he had received

a letter from Dillon, Read, that was also ‘concurred in by Lazard Freres

and Lehman Brothers, to the effect that this would not be possible.

. The meeting then proceeded to discuss the other two proposals

contained in the letter of June 10, 1961.

_ The meeting was advised that Mr. Chester Davis, counsel for the

ughes Tool Company, would like to address the meeting. After discussior

edirectors concluded that in view of Mr. Davis’ numerous and lengthy

prior Communications to the Board and the Management, no purpose would

be served by granting Mr. Davis’ request, However, Mr. Rowe was

requested to talk to Mr. Davis to determine whether he had any specific

dditional information or proposals that he wished to submit to the Board.

Mr, Rowe then left the meeting. Upon his return he reported that Mr,

Davis stated that he had nothing in writing to submit but would be glad

O answer questions that any of the directors had and that he would like

discuss the proposals contained in the June 10, 1961 letter with the -

lirectors. ‘Mr. Rowe’ stated that upon being requested to advise him of

nything Mr. Davis wished to transmit to the Board, Mr. Davis declined

940 80, but indicated that he would put what he had to say in writing

ud submit it in that form, , - | |

After discussion, upon motions duly made, seconded and unanimously

arried, it was the stated sense of the meeting:

1, That the Corporation could not at this time accept

‘Proposal Number One in the letter of June 10, 1961 from

Hughes Tool Company, but, that Hughes Tool Company

should be advised that any reasonable program which

would increase the Corporation's equity and make adequate

provision for necessary additional financing for the

Corporation, including the refunding of its existing debt

and the financing needed for the aircraft now on order

| by it, would receive full and sympathetic consideration

. by the ‘Board; 3 .

DX 40, 5 ae .

(TWA Board HistoeTune 21, 1961) CF Lt

Two in the letter of June 10, 1961 from Hughes Tool Company,

involving the offer by Hughes Tool Company to purchase an

additional $11, 235,900 principal amount of Subordinated

Debentures with warrants attached on the condition that TWA

- commit itsclf to acquire thirteen Model 990 Convair jet

aircraft previously ordered by Hughes Tool Company from

General Dynamics Corporation; and

That with respect to Proposal Number Three of the letter —

of June 10, 1961, involving the offer that Hughes Tool

Company assign to the Corporation its rights to acquire

from General Dynamics Corporation thirteen Model 990

- Convair jet aircraft and four Model 880 Convair jet

aircraft, no facts had to date bech' presented to. the

Corporation that should change the prior decision of the

Board to follow the recommendations of the Flight

Equipment Committee on this matter, or that would

indicate that the acquisition by the Corporation of four

additional Convair 880 and thirteen Convair 990 aircraft

rather than the additional Boeing aircraft ordered by the

Corporation, would be in the best intcrests of the Corporation,

ADDITIONAL FUNDS FCR CCNSTRUCTICN AND snes t leah

_ ACQUISITION OF BOEING FLIGHT SIMULATOR AND (3

‘CF FCOD UNIT AT KANSAS CITY

After diaisaaion, upon motion duly, made, seconded and carried,

the following appropriations were approved: vo

Acquisition ‘of Boeing Flight ‘Simulator

required to support training program

' related to acquirement of twenty-six

additional Boeing Model 707 aircraft,

and to provide annual recurrent

training for Boeing flight. crews $1, 386, 100

Construction and equiping of food unit

Sepvered for this praia) $68, 328

: Upen motion duly made, spcantes and carried, it was

RESOLVED, that the Sresident or the Senior Vice President -

Finance and Treasurer, or the Senior Vice x

President and System Gencral Manager, or anyone

. authorized by any one of them in writing, be,

- and each hereby is, authorized in the name

AX.

"DX 43, page 131 —

(Excerpts from Deposition of Robert W. -Rummel )"

After considerable effort we--I say "we''; Convair,

really, with my working with them--wound up with the Model

18, Contracts were developed, specifications were written.

A lot of this work was done by me pretty much alone in the

technical phases, although I did bring in some TWA experts

7 on 4 Secret and quict basis because of wanting to hold this

8 close because of a competitive thing, did bring in people

9 from time to time. The further along the project went,

40 the more people I brought in, along with the concurrence

: i. of Mr. Hughes.

12 i had lots of contacts with Mr. Hughes duriag this

43 period. |

14 Yhe Model 18, for a number of reasons, was not--wwe

15 didn't move forward with it. However, while we were develot

16 ing it we also were working on the jet Stream, we were work+

17 ing with AVRO Canada on the development of a very high-

18 speed airplane, we were keeping negotiations alive at Bocing

19 and when the Model 18 ceased to be a reasonable--reasonably

20 practical possibility, Convair undertook the development of

21 the Model 19, in a very preliminary way, to evaluate it, anc

22 that was followed with the Model 20, which got to the Gener}

23 Dynanic's board level, as I understand it, and was so advis?

4 at the time, and that's where it Stopped, and some time

later Convair came forward with the Model 880, and Sees:

"DX 43, page 385

(Excerpts from Deposition of Robert W. Rims

vay

Rummel ye

Now can we proceed with Vickers?

Certainly, surely,

Please do,

A Well, Vickers became of interest with the dev

ment of a smallish four~-engine turboprop airplane tha

called the Viscount, I had followed the Viscount deve’

ment out of interest, It was originally developed

through a joint effort involving BEA, Vickers and Ro:

Royce, and included as part of the development progi:

the installation of two Rolls-Royce turboprop engine’

and at least one, and maybe two, Dakotas, Dakota was

English designation of the C-47 type. These were

flown in passenger service, and all this was of tec:

interest. When. tha:Viscount itself emerged I flew -

the experimental model, which, as I recall it, was

called the model 630, I am not absolutely sure, but

I think that was it.

| The. Viscount: was reviewed by myself and my si

Vickers were anxious to penetrate the world market, .

particularly the American market. This was a very

important thing as far as they and I think most manu

turers were concerned, so they made lots of data ava:

able for review,

We were frankly skeptical about the operatin:

"DX 43, page 386

(Excerpts from Deposition of Robert W. Rummel)"

Rummel 386 )

cost characteristi¢s3 of the airplane, and I recomménded |

on two different occasions to Mr, Hughes that we not

move forward with the Vircount -progran.

5; The Viscount was also discussed within TWA, and, ,

| .

6 | as I recall it, this view had the support of the knowledge

7| able people within TWA. That is, the view that we not

proceed, 7 7

La the moc atiane, the Viscauut became a well

established aizpleue in Eucope, and a very popular éir-

| plane, .Capitol Airlines purchased a sizable quantity.

2 \ I am not certain of the sequence, I think they ordezc: :

e 45, and then that order, I believe, was increased to 60, |

” if I recall correctly, and then it was increased to 75 |

. units,

" ChristophersOlarkson,:who is.the U, S.v* :.:.'

_ representative for Vickers, did telephone me while I

’ | was at home in Kansas City, and advised that Capitol

. was forced to cancel, and was in the act of cancelling, |

" these last 15 airplanes, and in view of our earlier discus:

. sions on the Viscount, and TWA's general equipment stteatios

. which he viewed to be that which represented generally

° a lack of equipment, would we be interested, and would I

» take this up with Mr, Hughcs,

I said 'Wcll, given the opportunity, I will be

10 ..

“

"DX 43, page 389 _

‘(Excerpts from Deposition of Robert W. R

Ruaxne] 389 |

A We both wore, I think, I had the impression that

he was. I was,

Ms. Eughes also requested that I see Wwhet:hor or not |

or let's sny determine whether o= not, if I coyld, rca

Would be willing to give up 4 delivery position on the Vis.

counts that were then being procuced for TCA at Weybridge,

i A 2m me Paw Ss ore YS” tikecel

Wa: Ora am Cue lathes “9 teba VP. te i e's 8

-- @.."s

OL Pe Soletn teir et Oats ode ae

it svalleble, Wouad be for ir. Hisang and not for tA, a ¢ .

was glad to do this, I called Gordon McGregor a number of |

tines, and in the end he ageced, after talking to Sir Geozre |

Dud ie, ahd eattine big GAME HAARAR ba perles

pOS.cious available to Lir. Hughes,

Thie wes All hotne Anes nen etn NSE P95 104 a5

Sevicusly coasidering the Viseount ior TVA's use. By "we"

I moan Hughes and myself, and then the people that we had

doing these things,

The noentt-sden bere Gores!

Q Loeane wise?

A Extended, That is,it covered a fairly extensive

| period of time, This was during the time that Carter

| Burgess was president of TWA. I don't recall if this

| Started just before Mr, Burgess became president, or just

afterward, but he was there during, I think, the larger pz

eerie —# 3YU

‘of those negotiations,

It was clear that the,Viscount could be improved

, with respect to payload range, for example, and that it

: should be, and part of the negotiation consisted in trying

‘ to sell Vickers on items of this type, although the Capitol

a| airplanes had becn committed for some time, and the whole

3 contigu.cccioa of the aisplene in detail was eivcunsenibed

, and limited by tbe: constxsuction psotvess thi: bad been:

hei and was. coazineing to be made on these particulary 15.air- -

i | planes. But nonetheless, Vickers did agree to do some of

rf these things and make these improvements, . These were

13! repoxted to Mr, Nurhes fron tire to tira.

14: The contract development--I might say Mr. Hughes

15 asked that I coorindste and hendle, he resnonstitle fox °

6. deve lopuent Of the Vickers deal, I rcported this to TWA,

4 I arranged. for our attorney to go to England to deal with

18 Vickers house and Vickers, and upon request from Carter

financial side of the deal, which he did,

Q Who was the attorney who went to England?

A Beg your pardon?

Q Who was the hietny that was sent to England to

|. work on this? |

A WM. Harry L. West,

COMMERCE REPORTING CO.

ee ee emeipee ee oo —

‘ .

19 Bureass | evranged for Mr. Leslie to so over and work en th!

ana nun & w&

do that,"

Thad Me, Rourke there,

: : page 35

_...... (Bxeerpts from Deposition of Robert W. Ru

Rummel : 391

Q Of the Chadbourne firm?

A Yes, sir. During this time I had discussions by |

telephone with Sir George Edwards ; and met with a number |

of his sean nem ay ieee over here, both on contract ‘and tech.

nical matters, The nature of the deal was complicated, |

because it involved considerable use of foreign’ money |

rather than U. S. sources,

Rowe aver, iis. Hughes wanted to Laou one day whee T

eee. about the doa] -» Should we proces d.or snoulda' t ve

3 proceed, poe { remember Gelding: | him that I dida't feel |

that with the recent “change in TWA wanagement that I would

be--that I was confident in expressing the view of TWA, v= |

Burgess was relatively new, and that if he Wanted an. :

opinion from TWA that I could produce this more oblely |

if I discussed it with him, He said “i fell, by all means,

Q “With him" meaning with Burgess? |

A With Burgess, Well, "with him,"' with TYA managercnt,

certainly including Burgess, S- -

Q Yes,

A The meeting was held in New York, with Burgeos and

others, and George Spater ‘called me relating the results

of the meeting. I wasn't able to be at the meeting, _althoug

except! 20 per cont--

| think it's 20 per cent of the airplane and spares, to the

| extent that we committed for Spares,

"DX 43, page 392

(Excerpts from Deposition of Robert W. Rummel)"

Rumme1 392

As I recall it, there were a number of stipulations

which TWA management felt should be met prior to any comnit-

ment, but that if these were met then a commitment would

be in order, This was passed on by me to Mr, Hughes,

: Q Can you describe generally what those conditions

were that the TWA management felt should be obtained prior

fo 2 connitnenc?

* Well, one that £ semombor ts a:

pe Ren pee e x Niners

3 Gab ANC: TSase 28 P2Ay 4c. 4

¥aneo that T wonetoces cerlios, ons wos firancing of al2

Q Of the total puschase price? 20 per cent of what?

a It was a package deal, Mr. Davis, It included more

than the airplanes. It included airplanes, Spares, and

SC. vente things, ig we wanted thon Le hadn't fully

completed that part of it, Spare engines were included,

for example. I don't want to wtnieas you. It wasn't a

package deal all from Vickers, but several deals, all of

waich were wrapped up in a final package, we will say,

Simultaneously. At least, we were working toward that.

THE SPECIAL MASTER: The question is about the

20 per cent, what is the 20 per cent.

A The 20 per cent, I ama little vague on that. I

to go with the airplane

COMMERCE REPORTING CO.

ee ee ema e o

23 |

tt ul

_ from Vickers. TI am not clear at the moment as to whether |

_happened when you reported to Mr. Hughes,

- a

"DX 43, w.

Ae See oe ‘(Excerpts from Daioakelen “or Robert

or not the 20 per cent applied to the engines, or if that |

was a hundred per cent, or what it was. I simply don't i

recall now. I am not clear as to the extent of Spares tre |

actually had in it at that time. I scem to recall the

Spares worse, to some extent, an elective, that we either

could cx could not have —_ included.

Q ff Saterzupted you wien you wore « gue Cu say th:

you reposecd to -kis, a the conditions which the’ TWA

management felt should be obtained prior to a commitment,

Will you pick up fron there?

A I rentioned tro of then

I am not certain on the others, I scem to recall

there was one relatine to nwteo Seem THA eens +:

ee ey Vouk

Gon't remember if this is really so ar not. And there couli

have been possibly one more.

The result of reporting this to Hughes was that-- |

Q Pafore you give us the result of the reporting,

can you tell me what happened when you reported?

A Well, that was what I was going-- /

Q Iam sorry, I thought you were going to give me at

end result as a result of reporting without’ telling me what

AS don't remember ‘exactly what happened, except

‘with these various items, althouch at the same time Me, 7

(Excerpts from Deposition of Robert &.

Rumnuel 394

reported by phone, and the nct result of that was that we

Set out to deal on the Viscounts, but in a way to corply

with the stipulations fron tanacement,.

Q Did ke. Hughes encourage the management to try to.

get the Viscounts? That is what I am trying to get at.

A He had appointed re the coordinator on this project,

that is, the developucnt ef th- speci ficatione and tha ess.

- - . -: “se

»~e a es 26> [eo ee a oe ~ e-* SPR fetes ° - “ay

tzect. Catach ¢) « -ys vet. aires alt seeing ; wad ‘ te tee

g : .

..*

: : Pron eds Nee cies --* |

~ of .

this. be expodiies. -f mentioned it fad teken-c iittte

| longer than I thought, and it eure did. So his directive

or result of the conversation was that I should continue

te towk with Uetawe sad pete on.

- 4 e-+. 2 a “ :

Huchos eid o- eratd ha ASA eMd Toney pee be ne ae

to Sir Goosge Edwarzus himself, aad I don't know whether this

was as a result of Sir George calling hin or Mr. Hughes

calling Sir George. I don't recall now.

IT think another condition, if I can reve Co thet,

was that the spoei fications be stisfacto:y to Tia,

Q To which? , \

A To TWA,

—_—=

WR. WILLIAMS: That the Specifications be satis-~

factory to TWA,

A This had been our intent, Hughes’ and I. This had

COMMERCE REPORTING CO.

ee ee ee

: "DX 43, page 395.

-~—--i (Excerpts from Deposition of Robert W.

Rummel.

been the understanding and intent in that respect,

At some point Hughes committed to Sir George Edw divans

for the procurement of these 15 airplanes, and Vickers had

begun to prepare for the installation of some of the change

and modifications that we had required as a result of our |

specification’ negotiation. I don't have the impression at

the moment that they had gone too fax in the acttal incite!

Jatfon in aixerafz, but I can't be cevtain now just hes 2-

rey oer! £0. 34 ete ee le Si aaa ea

‘As I recall it now, and I have to rn you this ns

_ My best recollection, Vickers met the 20 per cent criteris, ,

cuey mec the specitications criteria substantially--no one |

ever bats a hundred per cent, but we felt the specs were

wud thoy Gd mauac, as I ncuctoncd eax Licx,

the payload range aspects,

It was very, very late in this negotiation that it

“was discovered that th: man in Vickers with whom we were

dealing thought that he had an agreement on the airplane |

price when he in fact did not.

As a result of this, we undertook & price negotia-

tion which became tedious and Somewhat prolonged, It

included discassions with a nucber of Vickers people who

came over for the purpose, and included such things as

escalation or let's Say the establishnont of the

, "DX 43, page 396

eommemmmenws * (Exeerpts from Deposition of Robert W. Rummel)"

Rurcl 396

"reasonableness of asking price compared to what they had

obtained or contracted for with other airlines, but consider:

4; ing things like labor inflation, parts cost rise and the

5 like. during the intervening ala It rcally became

involved,

a We were unable to come to agreement on price be- . |

5 cause we oe: Benen Tey "os" I woaa I gud the people tin: | |

9 , Were helpins: ro--I +t-as5 waable to Ct Vaciicrs to 726 0:

1W4-: to meet the objectives: in price that i undowstood chat is,

Hill Hughes desired, _ |

ta, This finally got to tho point whore Vielkces said

a NLOOK, you luxe us un Oiter, We don't care what it is,

Ls Yoke any offer, We might take it,"

5 were 28 tg oe sebes LeSBees. Cevece uid nuc

6 _Swer, but referred mo to Mr, Leslie,

. Mr. Leslie advised that I had no authority to alee

aa any offer of any sort, that in fact no offcr could be madc,

e. This was the first I hed heard of this, '

4 | PR. LARR3 Could I have that last?

‘| THE WITNESS: This was the first I had heard of

kf this turn of events,

if oe I.was in Now York in the next few days and discussed

a i it personally with both Mr. Burgess and Mr. Leslie, and

i thoy had the view that there wasn't, as I understood it

a tt (Excerpts from Deposition. of ‘Robert W. E

}. Sir George, that he would not change that commitment, t

"DX 43,

397

that there wasn't any deal that could be made that Twa

Rucrel

could enter into. However, unfortunately, bythe time al]

this occurred, Mr. Hughes had already committed to Sir |

George Edwards to take at least 15 airplanes, a ee

Vickers representatives were also in New York at

the time, and told me that, look, they could understand

that there might be problems. I mipht interject this, to

seis that TWA, in this particula: Porica’, bed suftored a

Sownturn in business, and this efiected our ability -to

proceed. It wasn't a whimsical thing at all, I am sure,

And that, referring to the Vickers representatives commen

now, if there was anything that we derircd, z di £foront

interest rate, maybe different terms, a different percent:

of financing, just to say so. Thoy vaeante ern thew enw

do it, but they would be happy to try.

I reported this to Mr. Burgess and Mr. Leslie, an

it was clear that we would be unable to proceed,

This was roportod to

Peers Pe a +f Sete en

Se BUGKSS, WhO Sccausd rathc

upset to be so advised, although I had indicated cariicr

| te appeared TWA was cooling off some. I discerned nothing

as definitive as I have described, but a sort of lack of

enthusiasm let's say. | / ;

Me. Hughes, I recall, said that. he had committed

late

14) didn't build them for us, because by the ting it was detcr-

16.

| Ahow thot he had £r1£1116g all his cdi:

| things.were now-on Fe}

y th ; :

0.0674

DX 43, page 398 <*

' (Excerpts from Deposition of Robert W. Rummel)"

Rummel ‘ | 398 \

reputation in Europe to

_ it was worth more to him and his

_ stick with his word than to back out, and that was that.

To complete the Story, it must havo been a year

later, I don't know when it was exactly, but Mr, Hughes call

ed me, and the only thing he Said was that he just talked

to Sir €torge Edwards,

Sir George was Satisfied that he

had ditcharged al} his responsibilitios, end he wanted rs to

-E2tious, and ths: i

ven keel again wtth respect to our #214.

; ; woul

tions with Vickers, :

Q And in fact TWA did not take any Viscomnts?

15} @inead that we enytant« SoS Teta.

18 |

7 1

| 19} as

ni, ny “nowledge, did Vickers xe

41i the first number of months, whether this

901 deal or a Howard Hughos deal or a TWA deal,

Sure they understood the airplancs would be used for TWA,

: a ¢ Iwas led to belicve that the deal would ultimately

Be :

A. 35 4 G23 sutte. Sette VeOCUUUEE, anueed, Vickers

e waitin Ch £ CSS Os gas wodeeeis cole. 2g

end other matters, Vickers Simply stopped work and attenoted

to find other customers for the airplane,

—— oe ee

One interesting aspect--it might be an interesting .

p2CSe-perhaps I should report here is thet at no tire,

ally undcorstand, at least,

would be a Hughes

I am

R fact be a TWA deal, and not a Hughes deal, though it was

Hughes and I that wore negotiating it for TWA,

"DX 43, page 398A Be.

(Excerpts from Deposition of Robert W. Rumne})

Rummel / 398A

Q Would this be a convenient placc-*go ahead,

A Well, suze, Why not, 3 | (

Q I don't want'to break into your train of thought,

A This is a good place to stop, |

THE SPECIAL MASTER: We will take ‘ short recess,

(Whereupon, a short reeess was taken, )}

(Continued on. page 339.)

.¥. -1 JAP

"DX 43, page 399

(Excerpts from Deposition of Robert W. Rummel)"

Ao in mas alto 0. dn editor ae ae

; Rummel 399

| BY MR, DAVIS:

3 : Q Batoré continuing where we interrupted, Mr.

40 Rurmel, you night clerify = me one rossibly two points.

5 , At one time you referred to an effort which was

6 | made for obtaining a Viscount out of the delivery schedule

is for TCA, a Viscount for Mr, Hughes or the Hughes Tool Conm-

6 pany?

9 A Yes, er.

See ae Q. Wes that for just ‘one’ Viscount? -:

aa A. As I recall it, it was one airplane,

12 i. Q Do you know what-=

iS : A Zi Go woce- 2 veule roe pay ct Thee ~*. hae

id : I don't recall, whether there might have been a request

' sn Tago Caen es. wa smd on eth one, end as necri¢

” s as I can recall, that was a request tnat L mide,

Ss Q You did receive one then?

a : A No.

a Q You mede 2 reGzest fer one? .

ag A As I testificd, I worked with Mr. McGregor, co to

a . speak, I discussed the situation with hin--

» = Q Who is McGregor?

A He is the president of TCA,

(Continuing)--at Mr. Hughes' request. The request

that I can recall is for one airplane, but I am mot total:

: » page 40U >

Lawes sree neee (Excerpts from Deposition of Robert W. Ruy

—

Rummel - 400

confident that I might not have backed off from a reques|

for two or three and backed off to one, That is quite |

possible, _ | 4

Q I understand. My question now is whether or J

in fact one was received, |

A To my best knowledge, none were received by anyo

Q Bo you recall what the purpose was or tie rettc

Sox muting a request for oae or wich cane down to ov!

i a ‘ora quite certain, I can't be positive, but °F

am quite certain that Nee ; Rushes enseeneed the pres | |

thet he wanted the one airplane for some sort of flich: | 1

test purposes, It was definitely an airplane for kx, & ,

Hughes and not for TWA, as far as I ever knew. iF

Q < ga not ure tart £ aa ccrcarvely cleus us | i

the time period involved, as to when these discussions 1

with Vickers or this flight that you had on an experiment] ,

al model took place, | | 1

Can you identify approximatcly when it was that |

this--

A If you are referring to what I recall as being!

old 630, that was at the time of the first Anglo-Aneric

technical conference at Brighton, which would put a fix

, !

on the time. | I can only guess the ‘now, but-- re

Q Subject to correction, can i. give me an ides

r _ gram. I think I mentioned in the testimony previously

630, is that correct?

(Excerpts from Deposition of Robert W. Rummel)"

Rummel | 401

A 1952 or 1953.

Q It started as early as that?

A On the 630. The discussions on the procurement

that I described in such a lengthy manner was considerably

after that.

Q I see, That is the other thing I am trying to

esteblich, because it seemod to me thet chere vere two

OR SS on emean te ol yaqed . eae4ey og me td

Gifscveut periods anvolved tht you weds desencbins,

‘sand I am trying to separéite thom now before you continue, | —"

Let me see if I understand you correctly, that

approximate ly in 1952 or 1953 you developed this interest |

aw we 8 te Pens Ve r ~ 4e ~ ees crepe amced eve

d. Vis cwtidt aud ECv. a ls “o* eR C28 hatte | eese de Meher ne

AT went .%

ome baw.

A Prt 22 in thfa neeenasetva. We wore Eallavtr~ |

Viscourt developments, as we weed to do many drcelbonenxe :

to see whether or not we should have interest, | I

mentioned previously that we had analyzed and looked at

the Wecount ‘ewise. Tate covers cuite a period of tir,

and on two occasions I recommended to Mr.’ Hushes thet te

not move forward with @ procurement program,

Q That is the other area I was trying to straighten

out.

A We did not move forward with a procurement pro-

eae CE REPORTING Co.

te me Oe ie oe ee

(Excerpts from Deposition of Robert W. tus

1 Rummel : bio

2 just a few minutes ago that when 1 expressed this vie

3 ! to Hughes I did it with the confidence that I was also |

4 reflecting knowledgeable people in TWA,

= 5 Q I remember you testifying to that effect. I an

trying to get you to give me an approximate time when tha

event occurred,

A I would be hard put to pin that dow,

Q Was it sth) Curtis tha docron rerhiuc?

‘A 3 Yess I think so; - |

Q What was Mr. Hughes ' reaction to that report?

I gather--

Se I cues oh eh ohn “ago OWS eee 4 ne ® dutdenes ice aed wee

ul nature of a series of phone conversations, as I recall

it, ard the net resuts ern thap vot phan WTA awe Begats .n

procured the airplane,

i Q You mean that airplane of the model 630 type?

i : A No, no. The 630 was not the production type

ih. airplene at all, The €20 was the prototyre, and thc

ae production aixplane was a larger and fairly substantially

- different model, | .

23 as to which you advised Mr. Hughes you would not recom

24 H _ mend.and which you felt reflected the views of TWA and |

asa result of which you did not move forward with sx '

| COMMERCE REPORTING CO. a

n "io

" "DX 43, page 403

Betees J bbininain from Deposition of Robert W., Runne})"

Runme 1 403

procurement negotiations, as distinguished from the type

of aircraft as to which you did have these lenghty

negotiations, That is what is confused in my mind fro:a

your prior testimony,

A Well, I don't recall the model number, Mr, Davis;

of these airplanes, It was. the kind that Vickers had

blated fo. procuction fox the Gelivery period thot we

Were comsicozing at the tir-

> identity : it, chon, by the perdod, ‘by 24>

time period?

A Well, let me say I have the impression now thet

had 4A moved rorward with Hughes in the first instance

we would have far and away been the first to have Viscount

aun 2 c- %. =? >

or; ie wre eyes ai on we an . G . at ae ce Sane eee .

Pte te a we ee wee aww VERE, dome desk win anol, Qu eid emer,

J. S. airlines to express interest in the Viscount,

Q I gather gro your testimony that there was a

model or type of Viscoutit being offered by Vickers which

you Yelt was not Suitable or cosirable from -_s point of

view, and that at some later period, ard that is what I

am trying to identify, one period against the other,

< you did become interested in @ Viscount, if certain

“] specificational requirements were met, and--

A Maybe this will help, Mr. Davis. I may have

i nf sed the issuc by talking about the 630 at all,

OE RES

more than one production line in England,

"Dx 43, page 404 e

(Excerpts from Deposition of Robert W. Rumm >

Rummel

The 630 was a prototype, the first Viecount produced,

It was the only such airplane produced. The airplane

was reeensinccred, the fusilage was lengthened, the fuel

capacity changed somewhat, pee I recall, and other changes

made. Then it was placed in that subsequent configura-

tion in production, That became the first production

Vasrorit, the first srovp of which vont to Pea,

fran that time on Viscount semaincsd in rroduct:c

'* @s‘eSscntially the ‘game besic airplane. There were —

an, however, introduced at various: times sieve the

production line, The engine was uprated in power,

~31

git, eS eee PN ee he +e - i te mt - ie a @u - at, *

ee Oencca Cow tS wSLe auc e — Ciuske & SVG he ec wae Sianos ewes

whether there wes a still longer fusilage version or not,

Thaes mtate hawa hao, Ceontinenent mithe bon ene~n-

@ longer fusilage, for example.

So there was no splitting of the line or two

distinctly dissimilar models. It was an evolution of

the first tp: thet wes then produced in serics, so to

Speax, in this one production line. I hate to take the

time to elaborate on all these points, but in the interes!

of accuracy, when I say one production line, a am speak-

ing figur

This text is long and has been trimmed here. Open the source document for the complete record.

This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.