# Appendix — Hughes Tool Co. v. Trans World Airlines, Inc. > Briefs, arguments, decisions, and more. URL: https://www.frixlaw.com/law-library/documents/brief%3Amicro_IA40386414_0039%3A11 ## Record - **Collection:** Supreme Court brief - **Document type:** Appendix - **Published:** January 1, 1973 - **Citation:** 409 U.S. 363 ## Text 4 Pe 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 iv 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) ix 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 4 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 A) 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 ae Fh 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. (c) Balance within the usual thirty (30) day : 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 "i 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 ‘ - . - 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. — o} 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 to 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 aa 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 i: 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: Kt 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 ie 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, 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. et ag 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 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 eee cae oF we 8 “8 ' Tok —§ Re cae peel sl. Ut} Total + a a Soe ae e' 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 - 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 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 . ‘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 if i 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 © Orders must be Placed within nex? few months | | *~ 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 ~ er 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 . Be of the Big Four, length 101 ft, 4 in, pepe alee uals , had tied to buy Wingspan ae 95 ft. | | | “ | ‘ { H ' i H a | | i 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 ot : © te enee 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 a “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 © Better * Greatly increased attention to basic research. © More effective utilization of the 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 t 1 ‘ . * : (American Aviation, Sept. 12, 1955, pp. 84-85) hi 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 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 WEN. SE ee a? A ROOSEVEUT o od a es oe ep rd - oe "3600 HOLLYWOOD 3L¥D. HOLLYWOOD 28 CALIF * PHONE HOO-22 © TELETYPE LA MAT THOS. &. HULL, DIAECIOR ~ Pn men sa z. Bae ed KO! steel | fe ! DX 27 3 (American Aviation, Oct. 10, 1955, p. 68 ) f st) } / i ay? tgp Paes» pee \ Gas \AJawt iG © DC-S power prckien puzzler 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 | © Rash ef orders from other mition dacision. © First colivery of 707s schoculed 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 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. 3 oo - MEwed ; ~ — ” 1 é” 4a he : . 4... -N797007 -- ‘ ’ 7 om, ~ deg ge St ee A Siaad ie tees tepe y ee eee ee ee _ : —.. ad AMEAICAN AVIATION (Pages from American DX 28, page 2 Aviation, Oct, 24, 1955) - - —_—_—_—aT~ e - as 4 - \ , eT 7 oo 4 { / - MF RITAN yey / ss —) i 2 vs AlR >: ‘a wget A leo error rs WORLS 2 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- mr a = ” id die “s % TP mm $s “ ie “\"a “eo nnatis, “= m~ [rn =~ i “% meee OS GW Ute faz Pun WODTOS scErice? © Canscdcir, Bristol and Conveir may join Forces in Precuction of Bristol Super-Sritanaia. © Britis Zuropean Airways negoticting for fee? of Viscoun: 950s. rs . Bosh Tors and DELs PAA . ~ LES . Pan Amesican World Airways last Week signed contwcis totaling $269 ase Re rst major Aiaczican 3 et, or vis 25 Doug:ss } DOA: ond 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, f. 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 2. tions Which are p seguiariy | SeIVES & oY Pan Amezican Clippers,” is Ti pre stated. NOA-CuMMitial ed 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. if 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: -” DE MaDe GE me ‘4 *e Vox. 19, NO. . " t ~_~ 33 es . (Bran if, 2 TEE wows XY _ & Sraasport ae e _* ’ © Biggest suying’ erive By ANTHONY. VANSYX R 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, 4 Easies Newisze! Ai. : an- a Sra osdes NOVemssa 7, i AMA AVCAT 1A 4! eit tangile develoncents: Se © Usted #.ic Line, became the first 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 i i | 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 8G when © buy is. 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. i “IO [YA ee DY LASS of Gee bd Electra with ths caaouscescat of i g f £ 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 ie aT ri ar eel tt & g iss terbop-09 Vargucstd whis and Locatced revecled much i ty 5 @ er! i RE tp $e 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 2 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: . oo 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 2 Hatt rf is nowhere neacly 6s bigs” &AVocaies ASSCZT, EVEN on routes. be Es. Hg ¥ é ; specd, S55 SEE SER ' 3s » 3s at - 6 - - 38 3 20 12 49 3 12, 12 12 _ 3 3 20 we ebout - 4 and te ? . $10 12 se b ad er ow about 2 abou: $7 - ebeut abeut rf - y rs tt LEBE Ze it a bf Fei pepe ark ‘ ‘§ aL S: Tiga oak - . AX 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 f wo modes of j the sings cusched Gizcctly wo the the V; ward apparently seems inex, | DO% Of two == ove © 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 : a 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 we Sab! TEAS 3 is, yes any. ase ak HE Bp ta bGLS Ril Fe wiht sit 5 Rey ee e.e . bi exes oF weoWelte He HT mae : si il: He Hii jt de a » FE pane S Ate 4s a tai icy sili 4 i Hie tg , ors 2 tae | Sin: f We 2: tes of Ate Perswts 3 in avw toe 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 hd , 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 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 o . 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: ‘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. a 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 “ [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 “ : , - © Bee oes. OO Sot wwee bape ies ev Ce ay aeons . -_ 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, ae a 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 a 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 ie late 14) didn't build them for us, because by the ting it was detcr- 16. 17 | Ahow thot he had £r1£1116g all his cdi: | things.were now-on Fe} y th ; : 0.0674 DX 43, page 398 Lawes sree neee (Excerpts from Deposition of Robert W. Ruy — e ee 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 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, 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 figuratively, because the airplane vas produced on | THE SPECIAL MASTER | Mr. Davis, . on bee »> ‘ ’ . sane ta a es sa stn ain (Excerpts from Deposition of Robert W. Ru — vv Cw fs were of lesser interest than some of the others. . Q Do you recall during what period of time it was that Handley Page was in the merket of making offerings to United States airlines? A I don't really know the extent to which they dealt with other airlines. I would only assume that since they were talking mages they were talking to other air- lines. ek Q I am trying to identify the period as well as you can do it, and always subject to correction, Mr. Rummel. A Well, I can't be sure, but I think it falls in the period, oh, possibly 1956 or '57 on. I am not certain of that date, Mr. Davis, Q During the jet age period? ; A Essentially during the jet age, maybe with minor overtures just before that. ie ‘ Q The next one that you identified was Bristol of England, Will you give us the same information with respect to that manufacturer of eircraft that you have with respect to the others? | | A The first work with Bristol, as I recall it, predated the Anglo-American conference at Brighton that I. | mentioned a few days ago. I can't recall the exact time now, but Bristol put forward information which was | }. "a Sn al dal a ' "DX 43, page 444 ees oe (Excerpts from Deposition of Robert W. Rummel)" | 4 eee Rumme 1 hbk - descriptive of the Britannia in an interest to--in an 3 || effort to interest us in it, | 4 I visited the Bristol factory I believe twice 5 |/on trips to England, and inspected the Britannias that 6 || were in production, and I think was kept generally apprised 7 || of the progress that Bristol was making in developing 8 |iand scliizs the aixzplane, } @,-2 2 © - A - 2 the cirplene was oxdexcd by LO‘C cnd a nerher of. "10 | othe airlines, and I believe uzs also ozcered, and I don't recall if this was initially or later on, by British = 12 || military services as a transport. ie; et. | o. eo 9 nm ~ D woe 0. Poe 00a g, — os owe” ? 13 Qua Gaspicsis wos & lusge Zouseeagiae tuchbsocop 14) that I believe I described heretofore. 1S Q Wteing tftenetf2ed 2" 2 a lenes teebeceep, paghere 16 || at this point it might be helpful if you would identify 17 || the other type of aircrart that might be considered as 18|' competitive with the Britannia, or with which the Britannia , Was coupeting for whatever rozket. 20-5 A When the iciceanne was first discussed, Bristol 21 anticipated delivering it much sooner than they finally i 22 || did, and at that time, had it been produced en Bristol 3 expected, it would have been competitive to contemporary U. S. piston airplanes, and later on with the Electra, wap and still later on with the jets, "DX 43, page 445 Ry . - (Excerpts from Deposition of Robert We It in fact wasn't produced when Bristol first thought it would be, so the competition that it found itself up against varied through the years. Q The only.ather U. S, manufacturer of a pA AS xe was the Lockheed Electra, is that correct? A Of a large tutkoprop, yes. Q The cne that would be comretitive with the ae i Pritanaia, the Visesunt, or== ‘eo a tio 4. : ‘ht The Electra could have competed on some segments, but: “42 i 43 ’ Q You say that the original plans of Bristol, if : 14 | they had been able to deliver as coon as they originally not on the extrémely long-range serments,. 15: | anticipated, the aircraft would have competed with the 17 || would it . been coupeting with? 18 | A The late Constellation series and the DC-7 series, 19 It in fact did compete in international service with these 6 | 20 " airplanes. Again, the DC-7s and Connies were still in 21 service when the Britannia finally appeared. Q When I refer to the competition between types of 23 | aircraft I an--perhaps I should learn to uae a different 24] expression, Mr. Sopa —=t am trying to determine the om ; | | 25 | types of aircraft pitch were available to girlines for 22 Rummel “at ly, S. picton engine. Which U. S. piston engine aircraft | .A The Britannia had mich more renge. than the Electra, . i , " "DX 43, page 446 ss ’ (Excerpts from Deposition of Robert W. Rummel)" : a Rummel | 446 a Ee cicaennt for the pur pose of determining to what extent 3 A airlines had a choice between procuring Britannias or 4) | Electras or Viscounts or Vanguards or whatever other types si of adrorafe, jets or piston engines, so far as that goes, sf for the purpose of determining what competition Bristol > ves facing as a manufacturer and would-be seller of air- craft, what king of competition it was facing fxcm other 8 ji 0 ménufacturers of aivernte, ig ja wca® Have. I mace myself clear to ycu?.. | 7 * | | & In‘addition to those I have mentioned, I believe | 12 || the Comet would have been construed by Bristol as being a i3 compotltss. 14 || Q For clarity, would you mind now identifying, | { 15. Listing for re, ea Teen weitaenesnd, the varies tynes of li 16 i aircraft which were in competition with the bristol Britan- 17 nia in the sense that I have just tried to explain to you? 18 | - A Well, this would be my personal opinion, but as I | A9 : understood, you are asking what Bristol confidered their | | 20! competition to be at that timc. Q That's right, but from your point of view, as a 2, Person interested in choosing or deciding which tye of ee “aircraft to procure for the benefit or -use of TWA, I am ‘ |} taterceted in your —- and judgment as to which air- -- (Excerpts from Deposition of Robert Ww. ae - your giving me also, ix you cure io w so, your understand. ing as. to what Bristol might have considered its competitia, but I would appreciate it if you could do it separately, A I will try, Mc. Davis. As I recall it, ny distinct evaluation of Bristol at the time was that they | could not reasonebly be expected to produce the Britannia | wea they said they--waen they tore plcuning to procuce it, i tered person: ily to paca Ue Giipians in & bssekct “10 ‘ of time somewhat Luter then, Belstol did, ' Even so, in the beginning the Britannia would compete or did compete on the maxzket with the later serics of Ceoretalictions, the Me7 and the Corst, Later on tle Britannia, once it was in production end fully eestificcted, and in service, it competed with jots fzom tue standpoint of prouuscusuc, ct lsest, Bristol made an effort in this direction. As I recall it, Bristol claimed there was always 2 pisce for the Britennia, and that there was a place for jets as well, but obviously, to the extent that Britannias would be procured, it would, to some cxtent, displace the | jet markct. | | It also competed, in this period, in this country, certainly, with the Lockheed Electra, but not in overseas service, because the Electra was not that kind of an air ' plane. . * "DX 43, page 448 " ===" (Byeserppts from Deposition of Robert W. Rummel) Rummel 448 _ Q Perhaps I can approach what I am driving at a little ; differently, Mr. Rummel, I uncerstend your testimoay to be that Sristol approzched TWA or approached you some time before this con- ference at brighton. You don't know the exact date, ih a Can you give me any idea of the year which you , b'think thet wes7 is) A Well, it cfche beve bean ecovad 1952, but T ra not : . oveereatin, ee Se ee ee ae Arourid 1952, ALL right. ial Apparently you gave some thought, mede some LFF ntes- 22 - ‘Ogite hick teu ee oe 50 24, of Oe nt ee ee poweseccy SN Re er at te e aya gaan: Be hed wee am &iin anaes oe te we Ouc[., | : ithe Britennia, the possible use of that product by THA, ts 15 that win%9 16 A Yes, sir, | J ! i Q At the time that you were giving that consideration | 18 ito this prodwt what other aircraft from other manufactur - | 9 ers wore also avallable to you of tice being offered to tt. Lie - 0 domestic aizline industry which warranted conside:aétion 7 1}as an alternative to the britannia? see describe or 7 {tentity that situation for me? a: ) a Well, I may have micunderstood, Mr. Davis. I thougtt #ithat's what I did, : me Q Y think you did too, but in your answer I was getting = vA. 53, page 44) : a (Bxcerpts from Deposition of Robert wW. 2¢ 1: Rummel | 4a9 a little confused when you began to describe the fact that 3 ithe aircraft was competing on the routes with another air. craft. It may be that the answer is still the same. Let me put it this way: At that time, assuming eee ee - 21 |! | lation or the DC-7 series. ay | Nonetheless, the britannia was given considera- oD : tion, not only by TWA, but there were numbers o£ conversa- _} tions with Mr. Hughes during which the airplane was des- || €eibed, performance aspects were discussed, power plant “VR S53, page 4 —_ (Excerpts from Deposition of Robert W. | ot adie LS ee | ; Gc " | Rummel 45a 2 configuration was discussed, and that ‘sort of thing, 3 @ With itr. Hughes? 4 A Yes, between Mr. Hughes and myself, but I recall eo: Bee ue } 5 ; this, that there were a series of conversations. I couldn't ; 6 | Giese: to pinpoint the date, or precisely what was said in 7 each one of them, but I do recall discussing the Britannia; ii et 8 e Q Cen you give me an idea of the period of time during | 7 4 : 9 sWhich it woudd be faix to aay thet Ti or you were givin’ i. : x em ra il. ‘14 i other supnort activitics,. 15! Tsetse AF glean poms agnedeteerd. Inateding potas 16 _ Gyaizpizcs Sut Lluccraacional ccevice, bue wnat I ca saying 17 ig that -i¢ sort of finally boiled down, as I recall it, - 18 I to the most serious interest finally being in a linited nume : 19 ber of aizpicues in this domicile scrvica. | 20 2 Bristol wss quite ciliaiih to ake a dsal, to th 1 point where it was quite willing to re-arrange delivery 4 schedules to the extent that it could in order to accommo- Bl date Mr. Hughes and TMA. i” During th: period I think that I was negotiat- ze: ‘with Bristol on behalf of Mr. Hughes, bebdet Meets Se ir RS NS jot nahotalgiioneisonsiie niaenien from Deposition of Robert W. ~_ OO A GAO + ety wc tty ulemlUWw® 7 s- > “ae 16 | 17 : 18 | ais 20 | 21 22 "DX 43, page 455 " fat: Rummel ‘ | } 455 \ clearly uncezstood whether the airplanes would ‘finally be Evtetel, . g-?. © c mugetasation we. esveicd te the point of - 10 Leelinthiy “y vvLew of epecif: teations, Bristol--the t-nder a HO il he Bristol of lettere offérine the strotels: : | ‘. e 5 X made a trip to Montreal et , Hughes’ requcst : 3 60 inspect a beiccunia waich was ae imaweal at rire ciuwe, eke -, ~ .9% eS . we, es ow 2 *. os -? = 5 - 2% Seee Pe ed - ~** ~ . ee 2 en Oe ~~ + « See nee Peete « pet, ~~ — I did meet with men from Bristol. They indts | ie loated the airplane was availeble for Mr. Hughes to fly, aud had been cvaileble for a numbcr of G2ys or weeks for ’ 20" that purposes, i me _\\ 2 looked the airplane over ‘and «iscussed a num’ | ! a qr features with the ‘eal sta Bristol ae | | | opene the airplane up for that purpose, ) : oo | By, opening | up, I mean opening inspection, he cowling and the like, things they could do without 1 Rummel 457 aor 2 dt emant Ling the airplane. 3 | This airplane was ‘also examined dur ing flight ti 4; tests for siz purity. In fact, we did it on the Britannia f 5 before we, as I recall it, did this relative to the Vis- 6 ‘count that I montioned earlier that TCA had-mada 7 |\evaileble. 18 ‘ Aivy scmples wore tekon fren verfous places 9 ‘ia tre cabsn ead factie coekpit. I diteveccd the “ase “ a ' eas owith hire Hughes in-ecome detail beford it was undertaken, a1 Ite was quite particular on how he wanted some parts of the pie \ test run. The test, in the first place, was done at his ate a 2 jae See eee Gas 2 eccictccoce Ses Ie tt a good thls te do. salt ~~. awe ~_ * he ‘14 4 was frankly concerned with this part of it. I Sad Tha “not weentee, anna they esra made avas]ahto 16 | by ths. laboratory that assisted, were reviewed in some dc- 17 ; cail with he. Hughes, 18 Now, & torollary-scorollary effort: to: thésé 1D tests was to) check into some of technical aspects of ree 20 latcd items. 21 f For example, at what’ temperature does the or 22 | — the fumes from various kinds of oil become toxic, 23 (Af of all, eb apaihy 4 bel iH | | 24 | a ‘tac ane petrolium based lubricants ae s. 2 25 las wot as os mal being sonevhat di COMMERCE REPORTING CO. "DX 43, page 458 wees Ee halo esiat Nov a great deal of information appeared to ; be available, particularly with respect to synthetics, , that is, synthetic lubricants, 5 : This part of it was done by my power plant 6 specialist operating out of Xansas City, who then maie 7 this information available to me for review and for pur- noses of ciscussing “hts stant with tho fltiche tears: o iG -c- ¢ “WLS With Me. Evchos. « Jorvt - * + The net results of these particular tesi:r waa : 11 hat we found no evidence of toxicity in the airplane, 12 oF suy danger from toxicity. | . Bhat Cena ox wemcon wh i wis cee Ge ee eee fl 1! plece for a-~ecess. :* ! (Wharounan , molest Amer tees tenleary\ “ 17 1? : ae (Excerpts from Deposition of Robert W. Rummel)" hae ee el (Excerpts from Deposition of Robert w, 1 Rummel | woo 2 ; MR, DAVIS: Will you read to the witness the 3! last portion of his qaever to refresh his recollection 4 as to where he was in his narrative? 5 | (The answer was read.) ty | WR, WILLIAMS: Had you finished the answer, or 7 h do you want to add to it? | c A I vould like to add this, th a5, ty way of explana- * ‘hoa, tha scrsoa the taste were undertckcn in the Dratanc:: » 10 was. becuuse in this porticular ajrpisne the eir. that wae 11 [pumped into the cabin and the gockpit for breathing during 12 prescurized operations all flowed through the power plants 13 ““hemsalyvos, where heretofore, senerally, airplanes had the i 14 ‘air that was breathed pumped in by separate pumps or super- 15 — dissssociated, except for the power drive, from 15 ‘tae ‘ebaines: 17 The question was wrether or not the air passing 16 [eorough the engine could somehow become toxic, and this was 19 the reason why it was felt appropriate to conduct the tests. 20 , The Viscount was a different ‘installation from the 2) ‘pritannia, but nonetheless we thought it appropriate in 22 |ithat, case too. : . : oe 23) le Have you now fately describes the nature or BCope | | 24 of the investigation that was wails wy TWA relating to the 25 ow of procuring Britannias? | | "DX 43, page 460 snes (Excerpts from Deposition of Robert W. Rummel)" - Rummel 4590 A No, I can elaborate somewhat. 3 While I was at iontreal ir. Hughes requested that 4' I contact Cartcr Burezes and invite “ur. Burgess and a nun- 5 ber of his imnediate staff to Montreal to fly in the 6 Britannia. 7 |i My understanding of this exercise was that this |; t would chive hit, teresa and his siyif ean ores “amine to 9 Leemanace tiie Truiug Gualities of the airplaic and perhaps i. He sweteh that: perancetive better visualize the kind ef service (a lena we were discussing, : : a | A2 |! I contacted iir. Burgess, and he and a number of 3 ) Pep bo2560 £25.50 vs OR ka the: 2 en POe sy wan se hay " aCe ‘were met by myself and a Pristol representative, taken to 15 | . : . 3 tha Pose cogent ny cart Maney S Parsg fn ed : boas 5d eA Boi bes : iO flicht, és { recall it. I think ut was possibly an hour =“ an Veco Sa - 17 iand a half, or thereabouts. 18 | On landing we returned to the airport, flew back ¥ : . as — 2 ! ‘ . 17 || dirplean: Staletly fzom TWA's point of view, vic looked at ! it in terns of its--in terms of what it vould probably 19. do for others, and then what that would do to us. . Ul 20 4.5 Z wentioned earliez, part of the Oujcccave ot 21 tae regotic sion with Beistei 1003 to L272 2 way to proeccd ™ \ \ without requiring much cash, be ly As I recall it, although I do not recall the | | | || particularity, part of the reason Bristol had for mil ! ED | ‘or | al | 5}} tacting the government! was to make funds available fo , / Or TT stele . H > e a. ° eve sO aa BAS fT mir 1 Thoce were predvetion problems in relationship to avail- i! | A Well, at one time part of the aisplancs that ‘ reicoeak Trae eats VEY ehout | rea iebsig ay ailable to Bes | and the excct degzee to waicn tinls wry have gotce:. unto (Excerpts from Deposition of Robert W. ay : 469 would like to have some tangible evidence of interest, Rummel eithcr a personal appearance, a letter, or something, and to my best recollection, it got no such tangible evidence, 2 Q You referred to production problems at Bristol, able financing? ay sane ates 12:09 oF oraz ‘by Seotnich Clan. Wat i +L enn'’s be coxtaln tt this time, I think Bristol felt che need for mending fences, if you Like, ahead of tins, with respect. to releasing airplenes for this purpose. I am sure they had discussions with Scottish Clan, discussions at a goyernment level, I can't be certain now, but I have the impression that it probably did, = Can you identify the Scottish Clan to which you were referring? | A Not except that it was an interest that had ordered a faizly small number of Britannias. 3 i» Q Were the financial resources of TWA at that tine + a factor in the decision or conclusion which was reached? A Well, ‘this would have been primarily a question ~~ | me ’ @ mae oe "px 43, page 469A — _ (Bxoarpts from Deposition of Robert W. Rumme})" ye Rummel . 469A | poine of view. This would bee question Ir. Leslie would have, I suppose, been expected to take a position on with lr. Bytpeee | .. I have never knowna case yet, when ordering equip- \ - . -- ment, when finances weren't an important considoration. te fae tho evatiec bAlicy oF ftuonelugs to T!. frou rhntove: a. Ca ek cet tlon of Robert Ww, 1 Tummel —— 3 = What I am trying to determine is wh2ther or not, ‘\ 4 | to your hocliiadve: the Scnencial resourses svaileble to_ 5 . Ti" et thet time were a major factor or consideration which: 6 ae cs seucsed at this meeting attended by M. Burgess, ro tac anotte, yourself, and others, ¢ | f& Well, I ean't encwer it, Is. Davis, because I eats not phat Was mods available or wh.t would be mde doa? Yestew le e2cher Paoug Le Be treough Hughes to Tit OL ¥i “bemgeecetc fais is an area that I didn't directly work with, ; «. What I am tryirg to establish is wnsther or not i ' ! i 13 this decision which wes made at this mootin:; which you hove a 14 | previously identi fiod, whether it is your undozstanding s| that the decision was predicated upon fectors other than €-.9°9°Om y or id Spee Sag 17 | & Well, I am quite certain thet thore were factors ae considered besides financing. if * « Iunderstend thet. I am trying to datermine to 20 unet extent availeble financing or the willingness of the 21 Tool Cowpany to provide the financing or to cornmit its 22 | credit was a subject of discussion ct this moeting or meet- 23 ings at which the decision that you have described wes 24 | acde. 25 4 I don't recall snacifically. \ I am intcrestab Sigtatyie bl Gea tha ae Re > no = —: Rummel 471 live. Rummel, You testified at one time that Bristol original- ily anticizcted a delivery schedule which ou felt they paght not be able to keen, Can you dascribe what the facts wore in that pears, whet was it thet Bristol originally sr.ticipated 'being able ¢ to do, end whet in * ou 293 pee = 7 = ~ Ro. act es t secall the sencdules nov, Be. Gavic 4 tad vm . . * - - “ch she Rristol fsstesy, huvars a possonsl evalucticn, if ths, that cs a result of whet I saw, and as a 1csult of _ ithe discussions I then had with them, they could rot rs i " [reasonably be expected to meet the delivery schedule that _ they Weve wiikang about ang paciming om. sd oy Noelivesy AG ischedule, " I am speaking now of the production of airplanes 18 ‘to their custorers, 19: Q That is what I am talking about. 20 | . 4 Later on the delivery prospects were, again upset 21 | .becnuse the Britannia caught, so to Speak, some cackwash 2 i: the Comet program. /.s a result of the investigations het followed the Comet disasters, the British Government, ecting, to a fair degree, I believe, in consert with jindustry, laid down some criteria which required extensive peevaluation and retesting of not only the Comet, but an - (Excerpts from Deposition of Robert W. Rummel)" Aemaremets asase « peste exseneha See "Dx 43, page 472 a | | (Excerpts from Deposition of Robert W. Rum { | Rucmel 4 H1so the Britannia, Now, this in turn caused additional delay in producing Britannias. : Q Can you identify or describe the nature of that ¢ deleys was it a delay of months, a year? | 2 ; A Well, I can certainly give you my recollection. I a vould be hard put to prove it at the moment. But I would go Sszens heve the icpression that the MTeitannin vas éclayod “ — x 10‘ 0 Aneeenones year or ESreaney 8 year end c (uartcr, oF ae 4 ‘sheroabouts, as a result of the additional basking a avs 12 Te~evaluation, re-engincexing and modifications that came “43 out of the investigation of the Comet and the reinvestiga- 14 tion of the Britannia. - : 15 i Q By reason of some mishap which had occurred? 16 : & Because of the Cer-2t dieastess. Tem not avere of 7ee7 mishaps on the Britannia that called for this. 18, Q Now do you think you have adequately described the 19 nature of the offerings made by Bristol end the relstions 20cf TWA to Bristol? oy A Well, as I said, I am quite sure Bristol approached t| & 22 TWA after that sequence, but I seem to draw a blank right i! 23 now as to what it was. 24 . QQ Have you fully rae «adequately described the partict He | 25 gation of Mr. Hughes or the Hughes Tool Company or any 4 + ; i. : : tad 5d ‘ mtative of the t HughaerteckeGam mets | yD ral t 4-3 5- a } "DX 43, page 473 ee uate (Excerpts from Deposition of Robert W. eeaaies)* 7 Romrel 473 “ hip? KS H A Well, to the extent that I presently recall it, it ee did not lose sight of the Britannia, it became a ‘competitive factor in the “tlantic. % Iam referzing to the part played, if any, or the . ontent to which a vert was plaved, ecithor by M+. Hughes or ths Uoches Tesl Cenniny or any represoatetive ef the Hughes ~ 29% GORE oye Jee ‘ : . 4 2 $2 te .. e we ° » o 4): ° .. 11 | & Weil, cnat is “ail i recall at the moment, hr. °225Vi8. i em Guice cuss thee we discussed the technical i featuses of the aizplane fron vise to time in the perspective | , of jet developments, what could be leasned from it to be ; reapplied, and that sort of thing, but I don't remember any ; specifics, . : Q The next manufacturer that I have listed is Short- 1g flarlan, es A Yes. It hss pronosed prirnrily, as I recall it, 20 carzo aircraft in various sizes fron tim2 to time, Short-Harlan used ‘to be Short Brothers, I believe. 22 | Tt is currently promoting, if you like, the use of a fairly i tnoabie freighter that it has under development. This was not a particularly active relationship, d still isn't, although we did receive information from 2 oVe . * a, ° wla —— ad 2 (Excerpts from Deposition of Robert W. R an ROBERT WILAND RUMMEL, resumed the stand end testified further as follows : EXAMINATION (Cont'd) BY MR, DAVIS: Q During the luncheon recess, Mr. Rummel, has anything else occurred to you that you haven't already identified or o fo NY A ue fh hUWhCUWN || described? hee Ba o MR. WILLIAMS: In connection with Short-Har lan? MR, DAVIS: In connection with the manufacturers “ho from time to time may have made offerings to the — airline industry. Is there anything you would like to add or change to your testimony to date? A No, nothing occurred to me during luncheon, Mr. Davis Q Was there anything which hes occurred to you since you begen testifying here which you would like to modify eo ‘| change? A No. . Q The next manufacturer which 1 have on my list is Sui Aviation, of Aviation Sud--whichever you prefer. _ A 1 visited the Sud people in Paris and the Sud fac- tory at Toulouse sometime before the first Carayhlie flew. © Q When was thet? : | . : A~Probably in 1952 of 1953. 1 am not positive. 1 se ’ are . (Excerpts from Deposition of Robert W. Rummel)" _ Rummel 477 re bien on a tour through the facility, and had somewhat | eeatous but interesting but technical discussions with r cheir engineers--tedious because of the language problem. A Generally I became familiar with what they were P i mee and the stztus of the project, ate also the Sud . facility, as well as their plans for producing the Caravelle. d Sud from time to tine would send specifications and other Sesériptive data pertaining to the Caravelle project a to my heneas City office, Tg eht - this was a particu- | larly intriguing airplane design because of the engine lo- ‘ , cation. | | | a Part of the purpose of the visit was to try to es- P tablish as best I could whether or not Sud appeared to have is the capability of developing and producing an airplane in 7 | this category, and in direct competition with others with ) 18 whom we had been dealing. | : 19 : The Caravelle was ordered by Air France who receiv- 0 ed the initial production lot, but additionally was sold to 2, Air Algiers and a number af other European airlines. 2 : Sometime later a Caravelle was flown across the | 23 : Atlantic and flown on demonstration tour pretty much throuzh+ ; : -out the United States, and if memory serves correctly, % touched a certain number of countries of South America. ; 4 : Rummel 3 478- of Sud, involving demonstrating the airplane to most of _ the major airlines, but additionally in promoting the gen- eral cause of good U. S ,-French relations. I recall being , told at the time that the cost of the project was being shared by Sud and the French Government, although Sud is in fact primarily owned, I believe, by the French Govern- pe Se gs Oey bed * POR Chie Sud had been: in at with my ities. I ar- | ranged for the handling of the demonstration with our opera- 13 || tions department, and also arcanged for our publicity people 14 to work with the local Chamber of Commerce and with Sud to- 15 wards setting up various meetings with town people that Sud 16 7} wanted to meet with, This was a number o£ months in ad- i 17 | vance of the actual demonstration, as I recall it. I had 8 the impression that this had been done elsewhere by Sud. 19 : The airplane arrived at Kansas City, and was demon- 20 ' strated: to two or three plane loads of TWA personnel in 21 / combination with town officiais and other prominent citi- 22 || zens that Sud had invited and who had accepted, I went on 23 || one of the flights and was tremendously Paperebly impressed — ! 24 with the comfort. of the ite me from the passenger s point 25 j { | ‘ of view. ; "Dx 43 79 (Excerpts from Sanenktlen of Robert W. Rummel)" Kummel oe GIS | Bie jeleared by Sud management to fly in the airplane. One was fester Lindbergh, and one was Mr. Hughes. They advised 2 4 | they wanted to demonstrate if at all possible the airplane 5 6. to Mr. Hughes ° oo ; I got in touch with Mr. Hughes. I don't recall 7 jiiabiee I left word at the Hughes' office or whether it was y iin the course of another call, but I recall advising him of :9 hte, and irdicating my belief that the aixplane hed stro.y :, 10, : paesenger:. -appeal, although I recall indicating 1 wasn't . j 1 then sufficiently familiar with the mechanical detail of B ‘ the airplane to comment on the practicality of the system' s It was either then or in a subsequent call which vould heve been fanrroximately at thet cone time, Mr, Burhes 2 Fequested that the airplane be flown to the Hughes Aircraft 17} | adzpore at Culver City so that he might inspect it and fly 18 19 ' | in it. I approached Sud with this in mind, and was able _to report back to iir. Hughes in due course, “—e in a “fairly brief interval of time, that Sud was wv willing to fly 4 i the airplane to Los Angeles, and that in order to make it —. it was willing to readjust and rearrange its |, Semonstration schedule to the extent that might be desired, ‘et | at¢hougn they hoped it would not require much. I think hey planned to have . We airplane available one day or a . 3 Tem eh at Te - * @ ,%ee [Text truncated at 120,000 characters. The full text is on the page linked above.] --- Source: Frix Law Library, https://www.frixlaw.com/law-library/documents/brief%3Amicro_IA40386414_0039%3A11. Public record. Not legal advice.