In Re Trans World Airlines, Inc.

185 B.R. 302, 1995 WL 493072
CourtUnited States Bankruptcy Court, E.D. Missouri
DecidedAugust 4, 1995
Docket12-44639
StatusPublished
Cited by25 cases

This text of 185 B.R. 302 (In Re Trans World Airlines, Inc.) is published on Counsel Stack Legal Research, covering United States Bankruptcy Court, E.D. Missouri primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
In Re Trans World Airlines, Inc., 185 B.R. 302, 1995 WL 493072 (Mo. 1995).

Opinion

FINDINGS OF FACT, CONCLUSIONS OF LAW AND ORDER CONFIRMING MODIFIED JOINT PLAN OF REORGANIZATION

BARRY S. SCHERMER, Bankruptcy Judge.

INTRODUCTION

When historians look back on the twentieth century, they will no doubt regard pow *304 ered flight as one of this century’s most significant accomplishments. The history of aviation achievements spans the entire century; from the first controlled and sustained flights by Wilbur and Orville Wright at Kitty Hawk, North Carolina in 1903, to the end of the twentieth century where no two major cities on earth are more than 24 hours apart. Growing with the development of aircraft were the airlines which helped bring commercial flight to virtually everyone.

Trans World Airlines, Inc., (“TWA”) is certainly one such airline. Its storied past is as much a part of the fabric of American aviation history as it is a part of the lives of the men and women who operate the airline. Its history chronicles the life of a swashbuckling owner, the travels of movie star passengers, and a family of dedicated employees.

Today, the recently troubled airline emerges from bankruptcy court. This case represents TWA’s second Chapter 11 bankruptcy filing in 3/6 years. TWA’s success rests largely in the hands of its employees, the flying public and its creditors. Moreover, much of TWA’s success largely depends on the accuracy of the business plan submitted by its officers. Yet, while this Chapter 11 reorganization plan looks towards statistics and events in the future, it is also important to look back on the rich tapestry of machines and people which made this airline part of aviation and, indeed, American history. For in TWA’s history is a story of surviving economic troubles through unyielding employee dedication.

I. Early History

The airline, which later became TWA, resulted from the 1930 merger between Charles Lindbergh’s Transcontinental Air Transport and Western Air Express. The merger was more of a “shot gun marriage” coming from a directive by the United States Postmaster who issued all airmail routes. These early companies earned most of their income from transporting the United States Mail and carried only those hearty passengers whose confidence in this new form of travel and strong stomach could handle the 48 hour coast to coast trip aboard the all-metal Ford Tri-Motor by day and railroad at night. 1

It was during these early years that TWA, or T & WA as it was known at the time, first became associated with accomplished airmen. In addition to Mr. Lindbergh’s early involvement, former barnstormer Jack Frye stepped up to become TWA’s president at the age of 33. Mr. Frye’s background as a pilot and as a former holder of a transcontinental speed record, gave him the practical skills and reputation necessary to sell the public on air travel.

Mr. Frye insisted that TWA focus on both safety and glamour in its advertisements. TWA aircraft ferried celebrities and publicity seekers. Movie stars, frequent customers of TWA, brought hordes of paparazzi and fans to airports across the country to see their heroes of the silver screen step out of TWA airplanes. The airline stressed comfort by introducing “Air Hostesses” aboard the DC-2 on December 6,1935 and sleeper berths in 1937. Interestingly, TWA’s first Air Hostesses were required to be trained nurses, thus furthering Frye’s goal of making the public feel safe about flying on TWA. Some of the airline’s noteworthy personnel during this period include: Ruth Rhodes Molitor as TWA’s first chief air hostess; meteorologist and later supervisor Gordon “Parky” Parkinson; 2 and TWA engineer John Roche who helped develop many TWA sponsored innovations on the fabled DC-3.

II. Howard Huyhes

By 1938, Mr. Frye’s need for a cash infusion for better airplanes and the unwillingness of TWA’s New York investors to fund such an investment, led to the search for another source of funds. Mr. Frye found such an investor in then millionaire Howard Hughes. Mr. Hughes inherited millions *305 from his father’s oil industry triumphs, made movies in Hollywood, set aviation records, and founded one of the country’s largest defense contractors, Hughes Aircraft, Co. Mr. Hughes not only made the $15 million investment in TWA which Frye initially sought, he later became TWA’s principal stock holder. Mr. Hughes’ marriage into the TWA family would shape the airline for the next two and a half decades.

As an airman and a designer, Mr. Hughes enabled TWA to set new standards and truly earn its reputation as the “airman’s airline.” On July 8, 1940, TWA inaugurated the Boeing 307 Stratoliner offering coast-to-coast service in 13 hours, 40 minutes. The four engine Stratoliner was pressurized allowing TWA to offer its passengers more comfort by flying its routes above rough weather. During World War II, the Stratoliner proved vital to the war effort, ferrying supplies to Europe and returning with wounded soldiers.

Mr. Hughes’ next achievement came in 1944 with the development of the Lockheed Constellation or “Connie”. The Connie remains one of the most cherished and innovative airplanes of all time. New features on this aircraft included hydraulically powered controls, and a thermal de-icing system for wing and tail-unit leading edges. It was powered by four 2,200 h.p. radial engines, driving three-bladed fully feathering and reversible propellers.

On April 17, 1944, Mr. Hughes and Mr. Frye introduced the Connie to the media and the world in a highly publicized record setting flight from Burbank, California to Washington, D.C. in 6 hours, 57 minutes. By 1946, TWA became truly a world-class carrier as it offered scheduled international service aboard the Constellation leaving New York bound for Gander (New Foundland), Shannon (Ireland), and finally Paris. Throughout the late forties and early fifties, Americans were treated with a series of significant TWA services aboard the Connie and its later incarnation, the Super Constellation. The Paris Sky Chief and the New York Sky Chief offered all-sleeper deluxe transatlantic service. On October 19, 1953 TWA offered the first scheduled nonstop transcontinental air service (eastbound) aboard the Super Constellation. The trip took 8 hours. Later, TWA would present two classes of service, First Class and Sky Tourist service, in the Super G Constellation. Finally, TWA operated a polar route flight between Los Ange-les and London with the 1649A Constellation.

For Howard Hughes, the Constellation may have marked the last of the good years between himself and TWA. While Mr. Hughes’ association with Hollywood brought TWA unprecedented fame, 3 his reluctance to embrace jet powered aircraft caused TWA to stumble financially and eventually brought about Mr. Hughes’ divorce from the TWA family. TWA had lost $4.5 million in three years using its piston powered aircraft and, as a result, Mr. Hughes was forced to put his majority TWA stock in a voting trust controlled by Wall Street lenders as security for the $165 million needed to purchase new jet aircraft. TWA finally launched jet service on March 20, 1959.

Mr.

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185 B.R. 302, 1995 WL 493072, Counsel Stack Legal Research, https://law.counselstack.com/opinion/in-re-trans-world-airlines-inc-moeb-1995.