Clipper, Vol. 15, No. 2, May 1959

              C L I
PAN AMERICAN • P A C I F I C - A L A S K A DIVISION
Read From The Land O! The Kodiak To The Land Of The Koala—From The Golden Gate To The Ginza
PUBLISHED BY THE EMPLOYEES OF PAN AMERICAN WORLD AIRWAYS
Vol. 15 No. 2

May 1959
JETS? IT WON'T BE LONG NOW
Route Patterns Still Hot Definite As PAD Due To Gel Three 707-321's
Jets will be flying in the Pacific-Alaska Division this year. Actual scope of the operations will depend on the outcome of planning meetings being held not only within the division but also between division and system officials.
Two basic questions being considered are these:
1.	What type of equipment (707 or DC-8) and how many will each division get?
2.	On what routes will the jets be used initially?
Actually, these two questions are inter-related. The answer to either one would go a long way toward providing the answer to the other. The fact that Pan American is not—or will not be in the near future—the only airline with jet equipment complicates the determination of where to put the jets first. This is true of the system as a whole and within the divisions.
The PAD’S first jet competition will come from Qantas, who plans Sydney-San Francisco service this July. The Atlantic Division will be confronted with TWA and Air France jets late this year.
these aircraft as they come off the line at the Boeing factory has not been finally determined, but the PAD will receive three of the early deliveries.
The first 321 may arrive as early as July, whereas the first DC-8 is not expected to be delivered to Pan Am until December of this year. The PAD hopes to start scheduled service about 45 days after receiving its first aircraft. The time interval between delivery and start of service will be taken up with crew training and proving flights.
The “where and when” of the PAD jet service will be announced just as soon as the final decision is made.
Most Airports Can Take The 321 With Limitations
Most of the airports now used by Pan Am in the Pacific and the Orient can be used by the Boeing Intercontinental jet.
At many of them, however, without substantial improvement the company will suffer a payload penalty under certain wind and temperature conditions. At several of these airports such improvements are underway or past the planning stage.
Airports which cannot now handle the jets are Saigon, Melbourne and Auckland.
Contrary to popular belief, runway thickness was never a problem. The limiting factor is the length.
The Boeing Intercontinental jet will be able to fly the Atlantic non-stop in either direction.
THEY'LL BE SEEING YOU SOON
It now appears that the PAD will receive Boeing 707-321 (Intercontinental) equipment initially, rather than the DC-8, as was originally planned. The Atlantic Division will also be getting 321’s. The assignment of
Gross Weight In Excess Of 300,000 Pounds For 321 "s
It is now expected that the 707-321’s to be delivered to Pan Am will have a maximum gross take-off weight of 301,000 pounds. The model 121 now flying the Atlantic has a gross takeoff weight of 246,000 pounds.
Maximum passenger load as now planned will be 147 in an all-tourist configuration. All-first-class capacity will be 94. Many dual configurations are under consideration.
Here are the first two Boeing Intercontinental jets, both slated for delivery to Pan Am. The planes are now being used on the FAA certification program.
50,000th Pacific Crossing Made "23 Years Later"
When Flight One taxied away from the blocks at San Francisco on April 29th it marked the beginning of Pan Am’s 50,000th crossing of the Pacific.
Over 25,000 people attended the ceremonies on November 22, 1935 when Captain Edwin Mu-sick lifted the “China Clipper” from San Francisco Bay. Although there were not nearly that number of people to witness the departure of Flight One, the event was a “field day” for the press and TV and newsreel photographers.
The “China Clipper” required 21 hours to reach Honolulu. The DC-7C Clipper, under command of Captain Duke Campbell, made the same hop in just nine hours.
Progress toward the 50,000th flight was relatively slow at first. Fifty crossings were made the first year. By December 7, 1941, the number had increased to 199. But last year alone PAD Clippers crossed the Pacific 4,-370 times.
During the pre-war period the Clippers carried a total of 2,336 passengers. By the end of 1958 the total had swelled to more than a million and a half, and this is increasing at a rate of 3,000 every month.
Other crew members aboard the 50,000th flight, besides Captain Campbell, were 1st Officer George Caulkett, 2nd Officer Gene Glunz, Flight Engineer Elbert Wills, Purser Barbara Sharf-stein and Stewardesses Pat Pig-man and Kiku Mariwaki.
American Airlines now operates three daily round-trips between New York and Los Angeles with 707’s.