Clipper, Vol. 13, No. 1, January 10, 1957

              Read From California To Calcutta, From Alaska To Australasia
Vol. 13 No. 1	PUBLISHED BY THE EMPLOYEES OF PAN AMERICAN WORLD AIRWAYS	January 10, 1957
GREAT CIRCLE RECOMMENDATION
Examiner Favors Granting PAA Authority To Fly To Japan From Los Angeles And San Francisco
ON THE ROAD TO HIGHER LEARNING
Here is a let-down chart to enable students assigned to ground training at San Francisco to find the school’s new campus opposite Tanforan Race Track.
SPACEMEN INVADE PAD
Reservations Assumes Space Control For All PAD West Coast Departures - North, West And South
CAB Examiner William Cusick has recommended that Pan American be authorized to fly over the Great Circle route from Los Angeles and San Francisco to Tokyo.
At the same time his recommendation included a denial of PAA’s application to fly the Great Circle route from Portland and Seattle.
Until last January, when President Eisenhower asked the CAB to reconsider PAA’s Great Circle bid, the CAB has banned Pan American from flying the short route to the Orient that it pioneered over 20 years ago.
Although pleased that the Examiner had approved San Francisco and Los Angeles as Great Circle gateways, Executive Vice President Young expressed disappointment over his failure to include Portland and Seattle.
Commenting on this, he said: “Unless we are permitted to take on and leave off passengers at common gateways of the Pacific Coast we will not be able to maintain our current schedules across the Pacific.”
Colonel Young further pointed out that the company would need no subsidy if permitted to operate directly to Japan via the Pacific Northwest from Los Angeles and San Francisco. He said that the
OUT OF CONTROL
Out of Space Control, that is. Wendy Dickey looks up from her desk in the new unit at PAD headquarters. On this sheet Wendy keeps track of all reservations on every flight in her sector. For more pictures of Space Control activities see page four.
Post Office Department intends to send air mail by the shortest, fastest route. When this goes into effect, it would cut Pan American out of the Orient mail picture from the Midwest and East—areas from which Northwest Airlines has a competitive advantage with its domestic routes,
Colonel Young added, ‘‘It would penalize PAA in the global aviation picture to deny it this logical hinge (Pacific Northwest gateways) between the two hemispheres when 54 per cent of all trans-Pacific traf-(Continued on Page 3)
Ground Training School Joins Navy Next Week
Ali Classes Will Be Held At Navy Base Opposite Tanforan
Starting next Monday all classes in the ground training school at San Francisco will be beld off the base.
This was prompted not by any scheme to get the airline back on a rural basis but was dictated by a rather essential item connected with running the school—space for classes.
Today and tomorrow Bekins will be at PAD headquarters with 15 men and three moving vans. The whole school, down to the last piece of red chalk, will be moved to a building rented from the U.S. Naval Advance Base Personnel Depot (Disestablished) just across from Tanforan Race Track in San Bruno.
The new location is just three and a half miles from the Pan American base. The company will shortly acquire a school bus that will furnish transportation on a scheduled basis between the school and the airport. Any employees assigned to the training school who are required to report first to their job at the airport will be provided transportation to school.
The present quarters occupied by the school are inadequate for the greatly expanded training program that will get underway in preparation for PAA’s jet operations.
The local phone numbers now assigned the training school will remain unchanged.
The Pacific-Alaska Division this month took over the space control function that has, for the past eight years, been performed by personnel of the district sales offices in San Francisco and Seattle.
Space control is a highly specialized job that requires fast and accurate work. Basically, it is an inventory problem—how to get the most profitable use out of the passenger seats and cargo space available on each flight.
However, it is not quite as simple as just counting seats and counting reservations. For instance, it takes experience to determine when to “close out” a given flight. It is a well established fact that if an airline has 50 passengers hooked on a given flight three weeks be-
fore departure, by the day of departure maybe as many as eight will have cancelled their reservations and perhaps there will be three “no-shows.”
These figures will Vary on individual flights. And they will vary according to the make-up of the passenger load. For example, a flight with the majority of its passengers booked through travel agents or a connecting carrier in a city other than the departure point can reasonably be expected to produce more “no-shows” than one booked primarily with local passengers.
Space control personnel, by analyzing all these variables, attempt to come up with the maximum (Continued on Page 4)