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TWA, Departs the World’S Gers, Not Mail, Unlike Most Other Airlines Skies in Almost the Same Industry Envi- PART I in Those Days

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TWA, Departs the World’S Gers, Not Mail, Unlike Most Other Airlines Skies in Almost the Same Industry Envi- PART I in Those Days rans World Airlines, with one of the month; copilots, $250. most recognized U.S. airline sym- TAT was developed to carry passen- bols, TWA, departs the world’s gers, not mail, unlike most other airlines skies in almost the same industry envi- PART I in those days. TAT’s transcontinental ronment in which it came into being— As TWA ended its 71 years of air/rail service would take passengers the end of an unfettered period of ex- cross-country in 2 days instead of 3, as pansion marked by consolidation of air- continuous operations, it was rail-only travel required. On the west- lines. Born of a 1930 merger, TWA had the United States’ longest to-east schedule, passengers would most of its assets purchased by Ameri- board a Ford Trimotor at Los Angeles can Airlines on April 9, 2001, to end flying air carrier. at 8:45 a.m. (PST), deplane at Clovis, TWA’s run as the longest-flying air car- N.M., at 6:54 p.m. (MST) for a night rail By Esperison Martinez, Jr. rier in U.S. commercial aviation. Still, trip to Waynoka, Okla., via the Topeka Contributing Editor its 71 years of flying millions of passen- & Santa Fe Railroad, followed by an 8- gers throughout the world, of record- hour 8-minute Trimotor flight to Colum- ing achievements that won’t be quickly bus, Ohio, then onto the Pennsylvania duplicated, of establishing sterling stan- manager of NAT, became TAT vice- Railroad to arrive in New York City the dards of operations, safety, and profes- president. But Lindbergh was in charge next morning at 10:05. sionalism, mean that it will forever be of planning and developing TAT’s infra- Lindbergh inaugurated TAT’s coast- recorded in the annals of aviation his- structure and its route structure, which to-coast air-and-rail service on July 7, tory as one of America’s most presti- forsook the lighted airways of mail 1929, using east-to-west routing. En- gious airlines. routes across the country in the early sconced in Gov. C.C. Young’s office in TWA was created on Oct. 1, 1930, 1920s. Los Angeles, Lindbergh, at precisely when Transcontinental Air Transport After more than a year, all was in 6:05 p.m. (EST), pushed a button that and Western Air Express merged to be- place—routes over new terrain, newly sent a signal to New York’s Pennsylva- come Transcontinental & Western Air, created landing fields, selected aero- nia Rail Station where the Airway Lim- Inc. (T&WA). dromes, new weather reporting facili- ited train awaited. Amid a great deal of Transcontinental Air Transport ties, meshed rail/air schedules, and fanfare, which included political and cin- (TAT) had been formed on May 16, 1928. many other operational needs. ema celebrities, a band, and radio The carrier’s financial backers named Securing pilots to fly the about-to-be- broadcasts, the Limited caught the sig- Charles A. Lindbergh to head the tech- purchased 10 Ford Trimotors was an nal and moved out on the first leg of the nical committee that oversaw develop- equally laborious task. Three men took country’s first scheduled transcontinen- ment of the line and made all initial de- on the job: Paul F. Collins, pilot veteran tal air-rail link. The train arrived at cisions involving technical or opera- of World War I and postal mail flying, Columbus, Ohio (Port Columbus) at tional problems. Lindbergh’s influence became general superintendent; John 7:55 a.m. the next morning. Five thou- was so great that TAT became popu- Collings, ex-chief pilot at Ford, headed sand people braved drizzling rain to larly known as “the Lindbergh Line.” up TAT’s eastern division; and Max witness the transfer of the 20 transcon- At TAT’s helm was Clement M. Cornwall, the western. Collins directed tinental rail-to-airplane passengers Keyes, who was a promoter of multi- the search for pilots with multiengine who, having each paid $350 (air portion million-dollar aviation corporations, in- time, of whom he found few. In all, TAT $290 for a 16-cents-per-mile fare struc- cluding National Air Transport (NAT), hired 38 pilots, and 17 needed further ture), would fly on the next leg aboard and who later formed North American training. Many began with fewer than the two Ford Trimotors, City of Colum- Aviation. Paul Henderson, then general 500 hours. Captains received $500 per bus and City of Wichita. Columbus, • Air Line Pilot September 2001 departing at 8:15 a.m., was the first air- craft airborne. Capt. Dean Burford, co- pilot H.H. Zimmerman, and courier D.W. Dudley were the crew members. The first west-to-east flight was made aboard the City of Los Angeles, piloted by Lindbergh and Eddie Ballande, a noted Glenn Curtiss test pilot, Navy World War I instructor, barnstormer, and movie stunt pilot. TAT’s air/rail transcontinental ser- vice was to prove momentous, as histo- rians said, “for the inception of an idea— intercontinental air travel.” Two months into TAT’s operations, a Trimotor crashed, killing all on board. Within a year, passenger interest had withered, and losses mounted. Within 18 months, TAT recorded $2,750,000 in losses. Still, its owners were able to The pilots Maddax Air Lines brought as the carrier’s first aircraft. Three weather the financial storm. Within a to the TAT–Maddax merger were a more Army aviators were added to the few years, the carrier would be think- proud and very experienced lot who roster: Maury Graham, Al DaGarmo, ing of globe-circling flight. became top number holders on the and Jimmie James. TAT weathered the storm by acquir- eventual TWA seniority list. These in- These pilots, the initial cadre selected ing two airlines—one sought, the other cluded, among others, Arthur C. Burns to haul the mail on the CAM-4 route, “directed.” (11), Daniel W. “Tommy” Tomlinson were cautious to the point of inspect- (14), Ernie Smith (15), Henry G. “Andy” ing from the ground the route they Andrews (16), Felix Preeg (18), would fly while delivering the mail be- On Nov. 16, 1929, TAT bought Maddax Goodwin T. “Ted” Weaver (21), and tween Los Angeles and Salt Lake City. Air Lines, a profitable Southwest car- Albert D. “Major” Smith (38). During their 2-week inspection, they rier, and began its move out of a finan- TAT’s second acquisition, more “di- laid many “markers” visible from the cial hole and toward an air-only trans- rected” than “sought,” was Western Air air to reveal where a forced landing continental service. Just 18 months ear- Express (WAE). Incorporated on July might be managed. This certainly paid lier, Maddax had begun Ford Trimotor 13, 1925, by a wealthy Los Angeles off. The first WAE mail flight took place service between Los Angeles and San group to capture one of the private air- on April 17, 1926, and within the first Diego, followed by Los Angeles–San mail routes that the U.S. Post Office year, pilots made 36 forced landings Francisco service. In 1929, Maddax was offering, WAE gained the CAM-4, using those markers. opened service from Los Angeles to Los Angeles–Salt Lake City, route. But Carrying its first passengers only 1 Phoenix and southern California loca- WAE had no airplanes, or pilots, only month after startup, WAE ended 1926 tions. By the time TAT bought Maddax desire and determination. carrying 209 passengers. But the finan- Air Lines, it was operating 16 Trimo- Undaunted, Harris Hanshue, WAE’s cial mainstay and key to the airline’s tors along with two Lockheed Vegas founder, began creating an air carrier. existence would prove to be its mail and two Travel Airs. Having carried One of his first moves was to hire Maj. contracts, which in 1926 were paying 40,000 passengers in 18 months, busi- Corliss C. Moseley, a World War I pilot $1,500 per flight and cost WAE only ness was obviously good, but a carrier and a highly respected, well-known $360 to operate. could not be sustained on passenger West Coast aviation authority. Moseley The late 1920s marked a time of pub- service alone and needed a contract to quickly added an old college classmate, lic enthusiasm for flying, unfettered carry the mail. Maddax knew that no Fred Kelly, a 1912 Olympian and ex- regulation, and great freedom of action, mail contract would be offered and ac- military pilot, who became equipment resulting in a proliferation of new car- cepted TAT’s buyout offer. procurer and selected the Douglas M-2 riers. WAE’s growth was continual and September 2001 Air Line Pilot • passengers, for a systemwide load fac- tor of 3.9 passengers per airplane. The Los Angeles to San Francisco route ac- counted for the greatest amount of traf- fic, averaging 22 passengers per day, 7 per airplane. A devastating blow to the company’s operation came just 5 months after its first coast-to-coast flight. On March 31, 1931, a Fokker F-10 that came from WAE during the merger crashed in a Kansas cornfield. Famed Notre Dame football coach Knute Rockne, one of the nation’s best-known personalities, was one of its fatally injured passengers. The precise cause of the crash was never determined, but another F-10 from WAE had evidence of dry rot in impressive, and its route structure ex- came better known as TWA, an acronym the wooden wing. The fleet of F-10s was panded with acquisitions. But the stock that became official in 1950 with the grounded.
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