TWA Northrop Gamma President TWA Jack Frye Executive Plane 1930’s Test Mail Record Plane

Jack & Helen Frye Story – the Camelot Years of TWA

The Frye Legacy

A Lifetime of Accomplishment

TWA Northrop Gamma 2D

By Randall Reynolds

Brand New Website Which Visually Documents the Lives of Jack & Helen Frye

My purpose in creation of this website is to not repeat narrative found in my novel ‘the Jack and Helen Frye Story’ but rather provide readers with images and text to complement the book

To purchase my Biography-Novel-Love Story please click: Jack & Helen Frye Story – the Camelot Years of TWA which is available on Amazon in Softcover or Kindle.

Please Note This Page Under Construction

The TWA Northrop Gamma 2D Story

A. NR (X) 13757

B. NX NR NC (X) 13758

C. NR NC 13759

Transcontinental & Western Air purchased their 3 Northrop Gammas for mail delivery, these were formidable planes, sleek and fast, with powerful engines for trans-country flights. However, let me clarify the misconception about these ships, Jack Frye, President of TWA, always had a personal ‘company transport’ from 1930 on…. this was to ensure ‘hands on operation’ of his airline. Yes, there are those who are not aware of this association with TWA aircraft as designated to this end, but nevertheless, it’s true. Take it from myself, a foremost TWA historian, who has traveled the country documenting these associations. The Gammas were used for TWA testing of high-altitude research, this technology was eventually utilized on TWA mainline passenger planes, however, these flights always took a backseat to Frye’s use. Two of these planes were utilized by Jack Frye in the management of his airline cross-county, the identity of these planes were NR (X) 13757 and NR NC NX 13758, the latter utilized exclusively by Frye except when pulled for flight research by TWA research pilot Tommy Tomlinson. TWA owned another Gamma, as well, the NR 13579, this was short-lived though, and few are aware of the provenance of this ship. This all said, the NC13157 was damaged beyond repair in an accident by Frye, as detailed in my book. NC13158 was thereafter authorized by Frye as his executive plane. At the onset of the 1940’s, Jack designated another plane for his personal use, this was the Lockheed Electra Jr. NC18157, the intent by Frye was to transport airline executives around the country for the advancement of TWA. By 1945 Frye took possession of a larger Lockheed 18 NC 33604. This plane was unknown to the aviation public and no one understood the provenance of this TWA Lodestar but for my in-depth Frye research. However, I digress, this page is dedicated to a visual of the TWA Gammas to enhance the narrative found in my book, Jack & Helen Frye Story – the Camelot Years of TWA

Three TWA Northrop Gammas detailed below:

The first 2 Northrop Gamma 2D’s served as official TWA Overweather Research transports & Jack Frye’s Executive Planes

Number 1

Northrop Gamma 2-D (X-13757 & NR13757) TWA fleet #16, S/N 8, NR 13757 (above). This plane was delivered personally to Frye at the end of April 1934. After a brief ownership, on September 10, 1935, Jack transferred the plane’s ownership to prominent United States aircraft broker Charles H. Babb of Babb International Aircraft Brokerage, 1140 Airway, Glendale California. After a mishap, Transcontinental & Western Air took a loss of $16,208.48 on the plane (rather than have it repaired). Soon though by 1942, it was back in the air, this time serving with the Army Corp of Engineers and was supposedly lost in Africa with no recovery (crashed). A shame, and yet another short life of a Northrop Gamma 2D!

The remarkable photograph (above) was gifted to Sedona Legend by the late Patrick Chateau of the TWA CDG Website (Frye image rarely seen). The new TWA Gamma (NX) NR-13757, TWA fleet #16, S/N #8, was captured at idle while representing Transcontinental & Western Air at the 1934 National Air Races, Cleveland Ohio (as notated on the back of the photo in pencil). The pilot shown is identified as 30-year-old Jack Frye. The rocket-like plane was delivered to the legendary pilot Frye personally and he was the only TWA pilot regularly associated with this aircraft. This TWA chief pilot always wore a suit and tie with fedora when flying, at times covered with a flight jumpsuit. Jack Frye was known to be a sharp dresser and brought a visual representation of professionalism to his airline. He never wore a TWA uniform, yet he was the only airline president of his day to hold a transport license and flew TWA passenger ships regularly. Frye was recognized as TWA’s top pilot, the most experienced (from 1923) and had actually taught many of his associates how to fly years earlier to include Richter and Hamilton

The 1934 Northrop Gamma 2-D was a formidable speedster akin to the Howard Hughes H-1 Racer. It appears that Jack’s TWA co-founder and good friend Walt Hamilton, an early Standard Air Lines and T.W.A. mechanical genius, is seen with fire extinguishers behind the plane near the prop. It is no surprise that Walt was the man chosen to maintain Jack’s plane for this event, Hamilton, being one of the foremost airplane mechanics in the country and a real marvel with aircraft engines. This Gamma was not an official entry in 1934

It’s with deep gratitude that I thank (the late) Patrick Chateau for donating this original vintage photograph to the Sedona Legend archive. The Canon scan (above) is of that image from Paris, which judging by its condition, appears to be an original print from 1934 and not a reproduction in 1934

TWA Mail Plane & Jack Frye Private Transport TWA Northrop Gamma 2D, Wright Cyclone 710 H.P. President Frye established a Coast-To-Coast TWA Air Mail Record (11 Hours 31 Minutes) on May 13 1934. President TWA Jack Frye (seen) cockpit

Number 2

Northrop Gamma NR13758 (at times NX13758) TWA fleet #17, S/N 9. Delivered to TWA mid-July 1934 (seen above). By mid-1930’s this Gamma was used extensively for TWA’s legendary flight research program. It was retained by TWA until October of 1940 when it was sold. It had been utilized regularly as executive transport by Frye until that date as evidenced on this page. Tellingly this sale coincided with a new transport Frye purchased (October 1940) which was the Lockheed twin NC18137. Interestingly at this juncture this Lockheed became the new flight research-executive aircraft for Frye who always maintained (1) plane in the TWA fleet for this purpose. This transport was always a small aircraft not being used for TWA passenger service. Each time one of these small planes was sold, Frye replaced it with another. Frye never kept a fleet of executive planes as some CEO’s did but requested just one always be available for his cross-country business flights. “Sell Gamma to Texaco Company: The low-wing Northrop Gamma monoplane used by TWA on high altitude experimental flights preceding introduction of four-engine Stratoliners this summer has been sold to the Texas Oil Company for research flying. (Newspaper copy). “For five years the Gamma was flown to “sub-stratosphere” levels to hang up a record of spending more time above 30,000 feet than any other plane. D.W. (Tommy) Tomlinson, under the direction of Jack Frye, made frequent flights to the upper levels in the Gamma to test every type of instrument under consideration for high altitude passenger flights. Tomlinson learned that weather was clear 95 percent of the time at altitudes above 20,000 feet and that instruments, including radio, worked perfectly. The plane will be used to test special types of gasoline, according to Aubrey Kief of Texaco, who will oversee flights.” Source TWA Skyliner, In-House Publication, September 15, 1940

Legendary TWA test pilot Tommy Tomlinson

Media Reports of the Flying President

Jack Frye rocketed cross country regularly in his Northrop Gamma “speedster-rocket”. These trips by Frye, who always maintained an executive plane, earned him the famous nickname nationwide “The Flying President”. He was the only airline president at the time who literally managed his company from the air! This is why he became a TWA legend and was the glue that held early TWA together. (See September 2, 1938, PHX, Page 1938, for another Gamma flight)

Scooting Along at 241 m.p.h. Monday November 15, 1937

Jack Frye, pilot-photographer, was the source of news ‘copy’ on this date which mentioned he landed at Amarillo after a flight from Boulder City on his way to Kansas City. He spent Sunday and departed Monday morning. Frye was interviewed at the airport with his “private Northrop Gamma” which he stated covered the 800-flight-miles between Nevada and Texas in three hours and 22 minutes @ 241 m.p.h. Frye, who was said to have been “burning the breeze” in his plane, stated he managed to pilot the ship and take photographs at the same time, capturing a “few good shots” from an altitude of 15,000 feet. Frye was in Boulder City on business, and he is establishing new TWA passenger service to Boulder, Nevada with stops at Amarillo, Texas

TWA President Guest at Amarillo February 27, 1938

Yesterday, Frye landed briefly at Amarillo in his private Northrop Gamma on his way to Boulder Nevada where TWA is initiating new scenic service next month. From Boulder the TWA president is continuing to Fresno where he will organize a search for a TWA airliner recently missing on a flight from San Francisco California to Winslow Arizona (to ABQ)

March 5, 1938

United Press photo runs of Frye in his Northrop Gamma (TWA Gamma NC (NR) 13758) captured on the ground, likely at Fresno, as he takes off to conduct another daily search for the missing TWA airliner

Personally, Searches for TWA NC 13789 Flight 327

March 1, 1938- Jack Frye, president of Transcontinental & Western Air arrived here today from Boulder, Nevada to organize an emergency search for the missing TWA airliner which had on board 6 passengers and 3 crew members. Frye flew at unheard speeds, rushing here in his sub-stratosphere experimental ship in just 3 hours, on a flight of 400 miles from Boulder. Frye’s plane was immediately refueled, and he soon took off again for the Auberry and Tollhouse districts for a search. Jack Frye was quoted as stating “I feel the men here have mapped out a logical area for the search and it seems almost certain, that given a few hours of clear weather, we would find the plane in the area of Fresno.” The plane of Jack Frye and record speed holder Frank Fuller were the last ships to end the search at dark.

March 6, 1938- Again Frye is mentioned in newspapers, as heading an aerial search for the missing TWA airliner in his sub-stratosphere ship. Another TWA airliner (this one piloted by Paul Richter) as cited to have arrived, with Bureau of Air Commerce Inspectors and TWA officials, along with United Airlines transport. Both airliners joined in the hunt providing much-needed radio communications. Frye’s plane is equipped with a radio telephone, as well.

March 6, 1938- (Sunday) In a second edition newspaper it was stated that rescue planes were forced to return to the Fresno airport under threat of a snowstorm. The planes were urgently searching for the missing TWA airliner over the treacherous Sierras in a line north and south from the Fresno area. Jack Frye, President of TWA, was said to again be “the last one out of the air” and was said to have stated “hope had not yet been abandoned for the 6 passengers and three crew members” (missing since Tuesday night). However, it was mentioned that in the face of widespread despair, Frye’s words were the only ray of hope considering the other search party members who felt the airliner was likely lost in heavy snow with no survivors. Many felt, even, that the plane may not be located until after the spring snows melt. In desperation, Frye offers $1000,000. reward to anyone who locates the airliner.

On March 8, 1938- It appears that Frye had to return to K.C. for pending TWA business, as he departed Fresno for Albuquerque, with a heavy heart, leaving the search to men he left in charge at the California crash area. I have no doubt that Frye would have personally known the crew of this lost plane. As with each TWA plane that crashed with fatalities, a part of Frye died too.

March 8, 1938- It was mentioned by media that search pilots were grounded by a spring front and ground crews, which were minimal, lost their “inspirational” leader (Jack Frye) Monday night when he had to fly east on urgent business to Kansas City. However, before Frye left in his substratosphere monoplane, he stated to the press, “we must proceed on the assumption that speeding the search might do some good.” On a more somber note, though, he continued, “I think however, there is no chance that any of the crew or passengers lived after a crash in country like that.” The search had concentrated on the Bass Lake region, and several witnesses had heard an airliner pass low in the clouds around 9:30 p.m. in the region on the night it was lost (March 1). All of them were wondering what a large plane was doing in the area. It is thought the airliner was lost and had deviated due to weather before the crash. Frye will return from the east to head the search again in several days.

Frye Arrives in Albuquerque, New Mexico, March 8, 1938- President of TWA Jack Frye arrived here late last night at 11:25 p.m. to refuel his sub-stratosphere plane on a hop from Fresno-Albuquerque-Kansas City-Washington D.C. His departure was delayed 1 hour because of business. Frye stated he flew in from California at an altitude of 11,000 feet and at an average of 200 miles per hour. The trip took just 4 hours and 20 minutes. The TWA president, visibly exhausted, had been in Fresno California searching for a lost TWA airliner. Frye was to stop only briefly for the day in Kansas City to handle pending business, and then by night take off again for his Washington D.C. office. Frye departed at 12:17 A.M. for Kansas City, set to fly most of the night, and arrive early in the a.m., weather east was reported to be favorable for a night flight. (See details of this ill-fated search below)

TWA Gamma NC (NR) 13758 with TWA President Jack Frye after record flight

Undeterred by dangerous thunderstorms in the west-chilling snow fronts and icing in the east- Jack flashes from coast-to-coast setting a new transcontinental cargo plane record with his new Northrop Gamma 2D at cruise speed of 227 m.p.h. and peak speeds of 275 m.p.h. The Gamma carried 355 pounds of U.S. Mail and (85 pounds of express). The new Gamma (not a passenger plane) was specifically built by John Northrop for fast efficient mail and express transport. Designed for 1 pilot and a load of 1000 pounds. On this record-breaking flight Frye proved TWA could deliver the mail efficiently, effectively, and speedily! Information accompanying this image in 1934 states that Ted Herbert was the Field Manager at Newark Airport. The cross-country time noted was 11 hours 28 and 1/2 minutes (this among a variety of “official” times. The plane was Frye’s personal transport NR13757. Jack understandably looks exhausted in the (above) image. On Sunday, May 13, 1934, Jack Frye supervised the loading of TWA’s new Northrop Gamma speedster (NR13757) with 355 pounds of mail and 85 pounds of express. Frye prepared himself and the plane for the rocket cross-country jaunt that would include a quick refueling stop at Kansas City. Frye started the massive Cyclone engine- within 5 minutes- the wheel chocks were pulled, and he made his way off the ground by (6:00 A.M.) 5:00 A.M. (EST). Frye raced over the Tehachapi Mountains and settled in a flight path over the deserts of AZ and NM. Finally, at 10:21 a.m. Jack set the rocket-like speedster down at Kansas City for refueling and to off-load and load mail. On this first leg Frye stated he had averaged 233 m.p.h. but because of snow and rain he had to fly at a low level of 16,000 feet. Frye had time only to grab a sandwich and a cup of coffee before the Gamma, engine screaming, lifted off again for Newark. On the next leg, the Gamma averaged a speed of 225.66 m.p.h. -however most media sources cite 227 m.p.h. Again, inclement weather was encountered, but the 710 H.P. Wright Cyclone never missed a beat and plowed through blizzard conditions to land at Newark, N.J. @ 4:31 (4:33) E.S.T. P.M. Official time for the 2609-mile flight was 11 hours 31 minutes; however, some media sources subtracted the 10 minutes Frye was on the ground in Kansas City refueling making the record 11 hours, 21 minutes. Frye stated he could have shaved an hour off the record if unfavorable weather had not been encountered. Gamma and the Wright Cyclone performed flawlessly. At Newark, in between interviews with reporters, Frye assisted Ted Herbert, the Newark field manager, unloaded the cargo (see above). Photos and coverage of this record flight ran nationwide in media publications on the front page for a week. This promo flight was conducted under a temporary mail contract and was the first such resumption of the U.S. Mail by a commercial carrier. The last such trip was also conducted by Frye on February 18, 1934, in the luxury airliner ‘City of Los Angeles’. Frye shared the record with Eddie Rickenbacker, but Frye piloted the plane for a majority of the flight due to Rickenbacker not possessing a transport pilot’s license. This last demonstration by Frye convinced the U.S. Government once and for all to surrender the delivery of the U.S. Mail to the airlines. The rugged Gamma was revolutionary design suited for all cross-country mail-express service conditions, night flying or daytime use, but was soon eclipsed by the multi-use Douglas Commercial. The Northrop was short-lived only by size. The DC series airliners enabled the airlines to fly the mail (and passengers) which was a more efficient and profitable application

TWA President with his wife Jean after record Chicago flight

Aircraft Yearbook 1953 (Aviation Records) InterCity Speed Record- Chicago IL. to Washington D.C. (Transport Aircraft) February 18, 1936- Jack Frye (TWA) Northrop Gamma 2-D Monoplane, NR13758, Wright Cyclone (710 hp) engine. Chicago Municipal Airport to Washington (Hoover Airport) South Washington. Elapsed Time, 2 hr. 22 min., distance 599 miles, average speed, 253.098 mph. National Aeronautic Association awarded record to Mr. and Mrs. Frye. As I said, after the demise of the Gamma NR13757, the 2nd Gamma NR13758 was drafted by Frye as his next executive plane, which he would fly back and forth across the country regularly to business appointments. When the plane wasn’t being used for business and tested by Frye, it was operated by Tommy Tomlinson, as a TWA flight research ship. Regarding the record above Frye was in Chicago on the plane. He met up with his wife who was often in Chicago herself. Jack asked his wife to fly back on a return leg to Wash. D.C. in the Gamma. Of course, most aviation enthusiasts would not think this possible, as the Gamma TWA 2D’s were designed as single (pilot) seat, mail-express planes. But 13758 had an observer’s compartment in the area below the pilot, which in the other 2D’s was merely a cargo hold. There was a seating area there, quite cramped, mind you, with a little door and window, framed by a curtain to block the sun. During the plane’s test flights with Tommy Tomlinson, his assistant James Heistand occupied this compartment. To my knowledge, this is the first time a woman was ever transported in the plane, and certainly the only time it was a V.I.P. like Jack Frye’s wife. Jack’s wife at the time was his second wife, a beautiful French-born lady by the name of Regina (Jean) Yvonne LaCoste. (When Frye met Jean, she was a high-fashion buyer for SAKS in N.Y.C.) Obviously, the lady was not all furs and French couture, but a real trooper and quite adventurous. This was to be expected of course, as this woman entertained the likes of Frye friend’s Anne and Charles Lindbergh, who stayed at her and Jack’s Kansas City home on a flight through the U.S., in April of ‘33. Over the next three days Jean was regaled by Anne with the adventure of flight and certainly was enriched by this association. The TWA Northrop Gamma was fueled and serviced for the outbound flight, while Frye helped his wife into the passenger cubby. After Jean was safely tucked in, he kissed her and climbed into the overhead cockpit. Frye often flew the Gamma with a parachute attached to his back which served as the seat cushion in the Gamma, this was typical for the day (pilots sitting on their parachutes on unpadded aircraft seats). The planes were not luxuriously arranged. The mighty Wright Cyclone was ignited, after which Jack slowly taxied to his takeoff position where the 710 horsepower Gamma was let loose and screamed for the horizon. I would imagine, even though Jean flew with Frye often on airliners, this flight was a milestone in her life! The plane climbed higher toward the sub-stratosphere, settling in at 14,000 feet, leaving snowy Chicago and Lake Michigan, far behind. The Gamma cruised ahead of a 50-mile an hour gale which helped Jack maintain a speed of over 240 m.p.h. After a flight of 2 hours and 22 minutes, and 600-some miles, the TWA Gamma descended on Washington D.C., landing at Hoover Airport in South Washington D.C. This was a hazardous airport to navigate in 1936, what with the adjoining motor parkway, 14th Street bridge, amusement park, a smoke-belching landfill, and high lines, etc., to name just a few navigation obstacles. But not to worry, it presented nary a problem for the stellar piloting skills of TWA’s Jack Frye. After landing at Hoover Airport, Jack helped a very chilled Jean out of the cramped passenger cubby, who was wrapped in a heavy coat and gloves. They both departed for the luxurious Carlton Hotel (now known as the Ritz-Carlton). The purpose of the flight? Just another routine flight by President Frye in the TWA Gamma NR13758, this time though, to attend the Copeland Senate Committee meetings at D.C. debating airline safety issues. This investigation (Feb. 10, 1936) was, 1936 of the TWA airliner crash (May 6, 1935) which killed N.M. Sen. Bronson Cutting at Atlanta Missouri. Record? This was never the intent of Frye at the onset of the flight, but upon landing in Washington, it was discovered that he had beat the previous 2-year-old record by 26-minutes, with an average cruise speed of 252 m.p.h. Frye stated to the press that the flight was uneventful, other than its brevity. The couple was photographed next to the cooling Gamma racer at Washington by the Associated Press for a story which was shown in the Washington Post and other newspapers the following day (Feb. 19)

Northrop Gamma NC13759 TWA fleet #18, S/N 10 (above) was the last of just three Northrop Gamma (2-D’s) manufactured, all owned by TWA. This Gamma was purchased by the company mid-July 1934. I have found no connection between this plane and Jack Frye at this time; however, he likely did fly the plane at some point during TWA’s ownership. While Jack was associated with TWA, he piloted nearly every plane they owned at least once. (Frye had piloted and tested some 90 different aircraft by 1936). The plane is said to have also been utilized for a short time in the TWA flight research program, but documentation is lacking. As with the other TWA Gammas, the historical information is sketchy and records for these planes are elusive. NC13759 was owned by TWA for a very short time and was sold by mid-October 1935. Sadly, this beautiful machine disappeared completely some time after December of 1937, while serving as a bomber and coastal-surveillance plane with the Spanish Republican Forces as XA-ABJ. I have on file but one image of this beautiful ship (emblazoned with TWA markings). I have never seen another

The last Northrop Gamma Frye was associated with can easily be identified by the ownership intervals of the Gamma mail planes of TWA. For instance after 1935 TWA owned but (1) single Northrop Gamma 2D and this was (NR13758)

Vintage FAA Airplane Registration Codes-

NC (National Standard) NR (National Restricted)

NL (National Limited)

NX (National Experimental)

N (United States Registry) -one might assume in error that (NC) means National Commercial

This is the ‘NEW’ Sedona Legend Helen Frye – the Camelot Years of TWA website, the original rendition launched in 2003 is no longer supported by host Yahoo GeoCities and has been discontinued. The original website will be rebuilt within these pages. The new revised overview title is now Sedona Frye TWA Story’ with world URL www.sedonatwa.com. This effort is managed and owned by Sedona Legend Publishing. Herein you will find a historic perspective of Sedona that was nearly lost to time itself, the real HISTORY of Red Rock State Park a rich and valuable legacy which must not ever be forgotten or swept under the carpet, a showcase of treasured information and documentation. Sedona’s history with Transcontinental & Western Air (TWA) one of the world’s largest and most beloved airlines known as the ‘Airline to the Stars’ and how this association helped put Sedona Arizona on the map! Red Rock State Park known as a ‘Crown Jewel’ of the Arizona State Park system and one-time private playground of the rich and famous. Originally owned and discovered in 1941 by one of the most glamorous couples in America and one of the greatest aviation legends this country has ever known! An association so powerful the original identity of the property will always be known as the Frye ‘Smoke Trail Ranch’ and the ‘TWA Ranch’ at Sedona’. Dare to delve beneath the surface and discover the hidden and forgotten history of one of the most pristine, beautiful, and priceless real estate parcels of the Southwestern United States and the legendary couple who owned it!

This website serves to offer readers of the book ‘Jack & Helen Frye Story – the Camelot Years of TWA’ with images that complement the biography. Photos were not included in the publication because of copywrite restrictions. An effort will be made to not include a lot of repetitive narrative on these pages as this can be found in the book. This website will be updated and refined as time allows, and as well, the layout will be improved in an easy to navigate format. This Entry Page features the Fryes at the onset of their relationship (as covered in the book). Please click the following link to purchase the Biography-Novel-Love-Story Jack & Helen Frye Story – the Camelot Years of TWA available on Amazon in Soft Cover or Kindle. The presentation herein is best viewed on a Personal Computer.

The Sedona Legend Web Site is a copyrighted historical photo enhanced narrative presented for educational and entertainment purposes, some materials may be displayed in regard to the United States Fair Use Act. Sedona Legend was envisioned and created to provide Red Rock State Park visitors with a comprehensive historic overview of the Jack and Helen Frye Deer-Lick and Smoke Trail Ranches. This web portal is totally non-profit and generates no income, nor does it seek, or has it ever accepted, a single donation, it is an independent venture.

Sedona Legend is encouraged by the many friends of Jack and Helen Frye and was in fact launched at Red Rock State Park when volunteering for (two) 6-month sojourns, this presentation is not a disconnected effort. A gracious thank you to the Frye and Varner families for invaluable support and Red Rock State Park staff and volunteers for their enthusiasm, also thanks to the TWA Museum at Kansas City for their dedication to Transcontinental & Western Air, Inc. (Trans World Airlines).

Formerly this effort was called Sedona Legend Helen Frye (the Jack & Helen Frye Story)

Order the Biography-Novel on Amazon ‘Jack & Helen Frye Story – the Camelot Years of TWA’

Sedona TWA Online Presentations:

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Standard Airlines – Aero Corporation 1920’s

Transcontinental & Western Air TWA 1930’s

TWA President Jack Frye Northrop Gamma 2D

Western Air Express

Transcontinental & Western Air TWA 1940’s

A-Broad With Eleven Yanks – A Memorial to Boeing Superfortress 42-24698

TWA President Jack Frye Executive Plane Lockheed Electra 12A

TWA President Jack Frye Executive Plane Lockheed Electra 12A Robinson