Pan Am clipper, Vol. 13, No. 1, January 1987

              New York-Madrid Service Highlites New Summer Schedule
New nonstop B747 service between New York and Madrid is one of the highlites of Pan Am’s summer schedule for 1987. Service will begin on July 1, with three nonstops per week. Clipper 156 will operate the eastbound segment on Sundays, Wednesdays and Fridays. Clipper 157 will operate westbound on Mondays, Thursdays and Saturdays. The addition of yet another city into Pan Am’s European destinations comes at a time when advance bookings for 1987 are already beginning to build and when passport applications—an indicator of the strength of international travel for the coming year—are running well ahead of last year. “Coming off the recent experience of the Christmas and New Year holiday period where traffic was stronger than had been forecast, we are looking forward to a good summer season,” says Executive Vice President Tony McKinnon. “Our summer schedule is in place in Panamac and it is being sold aggressively.” Here are the highlites of the schedule.
Effective April 5:
Increase Miami-Paris from three to four trips per week with three of those extending to and from Frankfurt.
Add an additional Saturday roundtrip between New York and Frankfurt, Clipper 68/75.
Add three weekly A310 roundtrips between New York, Hamburg and Vienna. (Increase to four on May 2.)
Effective May 1:
Increase New York/Rome nonstop to daily.
(Continued on p. 11)
Tempelhof Airways To Join Pan Am In Germany
Pan Am Corporation has signed a letter of intent to acquire a 51 percent interest in Tempelhof Airways, a regional airline based at Tempelhof Airport in West Berlin. Finalization of the deal is expected to occur in time for flights to begin under the proposed name Tempelhof Airways-Pan Am Express by the end of the first quarter of 1987, the year in which the city of Berlin marks its 750th anniversary.
The addition of the regional carrier to the Pan Am network of airline services will broaden Pan Am’s presence in Berlin, headquarters of Pan Am’s Internal German Service. The IGS operates a fleet of Airbus A310-200 and Boeing B727-200 Jet Clippers from Berlin’s Tegel Airport to Copenhagen, Frankfurt, Hamburg, London, Munich, Nuremberg, Oslo, Stuttgart and Zurich, with connecting services to the United States. Nonstop flights between Berlin and New York are slated to begin in June.
Tempelhof Airways currently operates Nord 262 turboprop aircraft, similar to the Nord 298 Mohawk operated by the Pan Am Express in the northeastern United States. The Tempelhof route network currently includes service to Paderbom, Dortmund and Brunswick, in West Germany. Under the Tempelhof Airways-Pan Am Express operation, route expansions are expected to include cities such as Basel and Geneva, both in Switzerland, and Milan, Italy.
Conrad Jacoby, General Manager of Pan Am’s IGS and Central Europe Region, said the regional airline concept provided by Tempelhof Airways will enable Pan Am to bolster the number of destinations served from Berlin. “In addition,” said Jacoby, “it will be possible to introduce new feeder services which would support the new nonstop flights between Berlin and New York. Tempelhof Airways President Knut Kramer will remain in charge of the regional airline. O
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With The Sale Of The Pacific Division in
February, the Pan Am Team in Los Angeles began seeking a new identity. It seems they have found it. Meet the Pan Am People at LAX in a special profile on page 3.
New Ad Campaign To Appear In March
In early March, Pan Am will launch a new advertising campaign with an entirely new theme based on “expectations.” The advertisements, both broadcast and print, will take on an all new look and will have an all new sound, and will feature Pan Am employees.
The ads carry a very simple message— “You Expect More From Pan Am. And You Should.” The concept, drawn up by Pan Am’s advertising agency, Wells, Rich, Green, actually came from Pan Am’s customers. Exten-
sive marketing research was conducted to identify the most effective theme to stress in the advertising. Focus groups were formed to identify what perceptions the public has about Pan Am. It was expected that the focus groups would draw, in large part, on Pan Am’s experience and heritage, which has been emphasized in various Pan Am ad campaigns for years. But the focus groups had a different point of view. “Experience and heritage are definite strengths for Pan Am, ’ ’
they said, “but Pan Am must go beyond its past achievements and stand for something in today’s flying environment.” The crux of the message from the focus groups was, “We expect more from Pan Am. ’ ’ And from that, came the central theme of the new ad campaign.
The research then focused on what the public meant by the words “We expect more from Pan Am.” It turned out that “more”
(Continued on p.5)
On Time Performance Makes A Major Difference In 1986
Pan Am’s on time performance record for 1986 is clearly the best it has been since records have been maintained in the schedule dependability area. At the beginning of 1986, Chief Operating Officer Marty Shugrue established on time performance as Pan Am’s number-one priority in the operational function of the airline. Senior Vice President Field Sales And Services Hans Mirka was named to lead a special task force to address the dependability issue. “Detailed surveys of frequent air travelers clearly show that an on time departure far outweighs all other aspects of airline service,” says Mirka. “No matter how good a meal is, no matter how good the inflight service is, if the flight is late in departing, it starts the passenger off with a negative experience
about the airline. That is why we placed such a strong emphasis in the area of on time dependability. ’ ’
The results of the on time performance program, as shown on the accompanying graph, are obvious. At the beginning of 1986, as the program was being implemented, the on time performance was hovering around 65 percent, a full ten points below the standard that Shugrue established—to have 75 percent of all flights depart within five minutes of schedule. But by the last quarter of the year, not only was Pan Am achieving the corporate standard, it was exceeding it! The months of September, October and November all finished above the 75 percent mark. The month of December, while finishing fractionally below the standard at
74 percent, still showed a dramatic 14 point improvement over December 1985, when the on time record dropped below 60 percent.
‘ There are obvious seasonal dips in the on time performance,” said Mirka, “especially in the months of August, when summer traffic is at its peak and in December, when heavy holiday traffic and winter weather impact the schedule.” When severe weather is impacting Pan Am in a certain area, it is having a similar impact on all airlines. Delays into New York due to poor weather in Europe—or in New York—can impact the on time performance for several days in succession if the delays are lengthy. A late inbound, under normal circumstances, might be expected to turn into a late outbound. That factor was studied carefully by the Dependability Task Force. From that study came the concept of “made up time,” which is designed to eliminate, as much as possible, the “automatic” delay created by a (Continued on p.5)
PAN AM EXPRESS TAKES ON A FAMILIAR LOOK
1986 Shows Gains In Systemwide Traffic
Pan Am’s scheduled traffic in 1986 registered a 4.2 percent gain over 1985, excluding figures from the Pacific Division, which was sold as of year-end, 1985. Revenue passenger miles climbed from 20.627 billion to 21.5 billion. The increase in RPMs was accompanied by a 20.6 percent increase in available seat miles, from 33.694 billion to 40.646 billion. The year-end load factor was 52.9 percent, compared with a 61.2 percent seat factor in 1985.
In the cargo area, scheduled freight ton miles, again excluding figures from the Pacific division, registered a 34.4 percent increase.
Strong traffic over the Christmas and New
(Continued on p.2)
LAX:
Maintaining a high profile in the West
VOL. 13 NO. 1
JAN./FEB. 1987
CLIPPER