Classroom clipper, Vol. I, No. 5, February 1945

              CLASSROOM CUPPER
February, 1945	Vol. I, No. 5
PLANS FOR POST-WAR AIRPLANES, SCHEDULES AND FARE RATES
HOLD PROMISE OF GLOBAL AIR TRAVEL FOR “AVERAGE CITIZEN”
Applications for New Montes and Improved Services Filed With C.A.B.
(See Map, Pages 4 and 5)
The questions most often asked about international flying in the post-war Air Age are these:
Where can we fly?
How long will it take?
How much will it cost?
From those who ship to foreign countries, and their number is increasing, comes the additional question: What can we ship by air and how much will it cost?
Pan American World Airways’ proposed answer to the first question is presented in the form of a world map showing projected global air routes, reproduced on pages 4 and 5 of this issue. The map indicates all routes for which the company has requested certificates at the time of this writing, in late January.
(See also future international air routes and termini as suggested by the Civil Aeronautics Board, in the Civil Aeronautics Journal July 15, 1944, page 88. The Journal is available in many school and public libraries.)
World Wide Plans
Pan American’s plans call for routes in these areas: Transatlantic, Transpacific, U.S. to Africa, and Latin America. The company operates services in all of the areas named now—current applications to the Civil Aeronautics Board are for extensions.
These proposed route extensions would fill in the missing sectors of the globe-encircling network, and they would reach cities in the interior of Europe, Africa and Asia which were not reached by American flag air service prior to the war.
Transportation on a mass scale is proposed, with huge Clippers of several different types ranging in seat and berth capacity from 56 to 149 passengers and making possible a passenger fare rate on longer routes as low as 3p2 cents a mile.
The largest of these new Clippers, still on the restricted list, is known simply as Type 10, reflecting the fact that it is the
tenth four engine type which has been ordered by Pan American World Airways. This is the 149-passenger giant.
Type 9 is the Douglas DC-7, described in the November issue of Classroom Clipper. Type 10 is the P.A.A. version of the Lockheed Constellation.
The huge sizes of these aircraft, particularly of Types 9 and 10, make it possible to offer conveniences and luxuries for passengers which are out of the question for present-day air transports—even for the huge Boeing 314’s now operating on the Pacific and Atlantic (Atlantic Clipper, California Clipper etc.) Type 9 will be twice the size of the B-314 and Type 10 is still larger.
For example, the Type 10 for service between the west coast of the United States and Hawaii is blue-printed as follows:
Tzvo decks.
Nine staterooms (tzvo passengers sleeping or three passengers seated in each.)
Twelve berths (or scats for a like number.)
Eighty-nine reclining seats.
Total passenger accommodations, 128 daytime or 119 at night.
The difference between Type 10’s maximum passenger carrying ability and the passenger capacity planned for U.S.-Hawaii service is accounted for by the length of the journey—approximately 2400 miles— and the consequent huge fuel requirement. Any long range airplane must inevitably reduce its “payload” in favor of fuel for extremely long journeys.
as 288 miles per hour; of Type 9, the Douglas DC-7, 296 miles per hour; and of Type 8, the Lockheed Constellation, 322 miles per hour. They are to fly twice as fast as the pre-war Clippers, taking half as long for their point-to-point flights. More night flying, and other operational refinements, will still further reduce the time required for long global flight, with results that are exemplified in the tabulation below.
Cargo- service gains comparable advantages from the size, speed and economy of the new Clippers. It is proposed to classify cargo, as is customary in surface transportation. Three categories of rates are planned, for first, second and third class air cargo, and distance carried also will be taken into account in rate-making. Here are some typical proposed rates: New Orleans to Mexico City, third class cargo, 7 cents per pound. New York to San Juan, second class cargo, 17 cents per pound. Los Angeles to Buenos Aires, first class cargo, 69 cents per pound.
First class cargo would include such shipments as jewelry, wearing apparel, cameras, surgical instruments, etc., in other words articles of relatively high price for which speed of delivery offers an advantage. Second class includes articles of relatively lower value, like food products, tobacco, and tea, shipped in quantities and under circumstances which make the speed of air transport economically attractive. Third class includes items of little intrinsic value, but of timeliness making air transportation valuable, and examples would be newspapers and magazines, advertising matter and sheet music.
The cruising speed of Type 10 is listed
TIMES AND FARES
Examples of proposed transit times and costs for international air travelers in the post-war Air Age, as contrasted with present times and fares, follow:
Fares	Times
(In Hours and Mimites)
' From	To	Present*	Proposed	Prc-zvar*	Proposed
New York	London	$572.00	$148.00	26:30	13:40
Baltimore	Paris	603.75	152.00	27:55	15:05
Chicago	London	610.85	161.00	32:41	17:55
California	Hawaii	500.40	96.00	16:30	8:00
New York	San Juan	181.35	81.00	17:40	5:25
New York	Buenos Aires	561.35	190.50	91:15	21:25
* Including in some cases, connecting schedules via domestic air lines.