1955 SEATAC Brochure SEATTLE TACOMA AIRPORT PanAm Airlines PAN AMERICAN Airways

$19.99 Buy It Now or Best Offer 4d 18h, FREE Shipping, 30-Day Returns, eBay Money Back Guarantee

Seller: Top-Rated Plus Seller chestnuthillbooks (19,269) 100%, Location: New Bedford, Massachusetts, Ships to: Worldwide, Item: 352627827815 VINTAGE SEATAC BROCHURE FREE SHIPPING with delivery confirmation on all domestic purchases! Vintage 6-panel brochure dated 1955, "Helpful Information for Clipper Passengers Arriving Seattle/Tacoma; Pan American; World's Most Experienced Airline" We ship worldwide! Please see all pictures and visit our eBay store and other eBay auctions! Pan American World Airways, originally founded as Pan American Airways[1] and commonly known as Pan Am, was the principal and largest international air carrier in the United States from 1927 until its collapse on December 4, 1991. It was founded in 1927 as a scheduled air mail and passenger service operating between Key West, Florida and Havana, Cuba. The airline is credited for many innovations that shaped the international airline industry, including the widespread use of jet aircraft, jumbo jets, and computerized reservation systems.[2] It was also a founding member of the International Air Transport Association (IATA), the global airline industry association.[3] Identified by its blue globe logo ("The Blue Meatball"),[4] the use of the word "Clipper" in its aircraft names and call signs, and the white uniform caps of its pilots, the airline was a cultural icon of the 20th century. In an era dominated by flag carriers that were wholly or majority government-owned, it was also the unofficial overseas flag carrier of the United States. During most of the jet era, Pan Am's flagship terminal was the Worldport located at John F. Kennedy International Airport in New York City.[2] Pan American Airways, Incorporated (PAA) was founded as a shell company on March 14, 1927 by Air Corps Majors Henry H. "Hap" Arnold, Carl A. Spaatz, and John H. Jouett as a counterbalance to the German-owned Colombian carrier SCADTA,[5] operating in Colombia since 1920. SCADTA lobbied hard for landing rights in the Panama Canal Zone, ostensibly to survey air routes for a connection to the United States, which the Air Corps viewed as a precursor to a possible German aerial threat to the canal. Arnold and Spaatz drew up the prospectus for Pan American when SCADTA hired a company in Delaware to obtain air mail contracts from the U.S. government. Pan American was able to obtain the U.S. mail delivery contract to Cuba, but lacked any aircraft to perform the job and did not have landing rights in Cuba.[6] Juan Trippe formed the Aviation Corporation of the Americas (ACA) on June 2, 1927, with the backing of powerful and politically connected financiers who included Cornelius Vanderbilt Whitney and W. Averell Harriman, and raised $250,000 in startup capital from the sale of stock.[7] Their operation had the all-important landing rights for Havana, having acquired American International Airways, a small airline established in 1926 by John K. Montgomery and Richard B. Bevier as a seaplane service from Key West, Florida, to Havana. ACA met its deadline of having an air mail service operating by October 19, 1927 by chartering a Fairchild FC-2 floatplane from a small Dominican Republic carrier, West Indian Aerial Express.[8][9] The Atlantic, Gulf, and Caribbean Airways company was established on October 11, 1927 by New York City investment banker Richard Hoyt, who served as president.[8] This company merged with PAA and ACA on June 23, 1928.[8] Richard Hoyt was named as president of the new Aviation Corporation of the Americas, but Trippe and his partners held 40% of the equity and Whitney was made president. Trippe became operational head of Pan American Airways, the new company's principal operating subsidiary.[8] Flown cover autographed by pilot Cy Caldwell and carried from Key West, FL, to Havana, Cuba, on the first contract air mail flight operated by Pan American Airways, Oct 19, 1927 "Birthplace of Pan American World Airways", Key West, Florida The U.S. government approved the original Pan Am's mail delivery contract with little objection, out of fears that SCADTA would have no competition in bidding for routes between Latin America and the United States. The government further helped Pan Am by insulating it from its U.S. competitors, seeing the airline as the "chosen instrument" for U.S.-based international air routes.[10] The airline expanded internationally, benefiting from a virtual monopoly on foreign routes.[11] Trippe and his associates planned to extend Pan Am's network through all of Central and South America. During the late 1920s and early 1930s, Pan Am purchased a number of ailing or defunct airlines in Central and South America and negotiated with postal officials to win most of the government's airmail contracts to the region. In September 1929 Trippe toured Latin America with Charles Lindbergh to negotiate landing rights in a number of countries, including Barranquilla on SCADTA's home turf of Colombia, Maracaibo and Caracas. By the end of the year, Pan Am offered flights along the west coast of South America to Peru. The following year, Pan Am purchased the New York, Rio, and Buenos Aires Line, giving it a seaplane route along the east coast of South America to Buenos Aires, Argentina, and westbound to Santiago, Chile. Its Brazilian subsidiary NYRBA do Brasil was later renamed as Panair do Brasil.[12] Pan Am also partnered with Grace Shipping Company in 1929 to form Pan American-Grace Airways, better known as Panagra, to gain a foothold to destinations in South America.[8] In the same year, Pan Am acquired a controlling stake in Mexicana de Aviación and took over Mexicana's Ford Trimotor route between Brownsville, Texas and Mexico City, extending this service to the Yucatan Peninsula to connect with Pan Am's Caribbean route network.[13] Pan Am's holding company, the Aviation Corporation of the Americas, was one of the most sought after stocks on the New York Curb Exchange in 1929, and flurries of speculation surrounded each of its new route awards. In April 1929 Trippe and his associates reached an agreement with United Aircraft and Transport Corporation (UATC) to segregate Pan Am operations to south of the Mexico – United States border, in exchange for UATC taking a large shareholder stake (UATC was the parent company of what are now Boeing, Pratt & Whitney, and United Airlines).[14][15] The Aviation Corporation of the Americas changed its name to Pan American Airways Corporation in 1931. Flight crews The Sikorsky S-42 was one of Pan Am's earlier flying boats and was used to survey the San Francisco – China route. Critical to Pan Am's success as an airline was the proficiency of its flight crews, who were rigorously trained in long-distance flight, seaplane anchorage and berthing operations, over-water navigation, radio procedure, aircraft repair, and marine tides.[16] During the day, use of the compass while judging drift from sea currents was normal procedure; at night, all flight crews were trained to use celestial navigation. In bad weather, pilots used dead reckoning and timed turns, making successful landings at fogged-in harbors by landing out to sea, then taxiing the plane into port. Many pilots had merchant marine certifications and radio licenses as well as pilot certificates.[17][18] A Pan Am flight captain would normally begin his career years earlier as a radio operator or even mechanic, steadily gaining his licenses and working his way up the flight crew roster to navigator, second officer, and first officer. Before World War II it was not unusual for a captain to make engine repairs at remote locations.[19] Pan Am's mechanics and support staff were similarly trained. Newly hired applicants were frequently paired with experienced flight mechanics in several areas of the company until they had achieved proficiency in all aircraft types.[20] Emphasis was placed on learning to maintain and overhaul aircraft in harsh seaborne environments when faced with logistical difficulties, as might be expected in a small foreign port without an aviation infrastructure or even an adequate road network. Many crews supported repair operations by flying in spare parts to planes stranded overseas, in some cases performing repairs themselves.[19] Clipper era PAA routes as of 1936 1941 advertising mailer for Pan Am's "Flying Clipper Cruises" to South America Pan Am started its South American routes with Consolidated Commodore and Sikorsky S-38 flying boats. The S-40, larger than the eight-passenger S-38, began flying for Pan Am in 1931. Carrying the nicknames American Clipper, Southern Clipper, and Caribbean Clipper, they were the first of the series of 28 Clippers that symbolized Pan Am between 1931 and 1946. During this time, Pan Am operated Clipper services to Latin America from the International Pan American Airport at Dinner Key in Miami, Florida. In 1937 Pan Am turned to Britain and France to begin seaplane service between the United States and Europe. Pan Am reached an agreement with both countries to offer service from Norfolk, Virginia, to Europe via Bermuda and the Azores using the S-42s. A joint service from Port Washington, New York to Bermuda began in June 1937, with Pan Am using Sikorskys and Imperial Airways using the C class flying boat RMA Cavalier.[21] On July 5, 1937 survey flights across the North Atlantic began.[22] Pan Am Clipper III, a Sikorsky S-42, landed at Botwood in the Bay of Exploits in Newfoundland from Port Washington, via Shediac, New Brunswick. The next day Pan Am Clipper III left Botwood for Foynes in Ireland. The same day, a Short Empire C-Class flying boat, the Caledonia, left Foynes for Botwood, and landed July 6, 1937, reaching Montreal on July 8 and New York on July 9. PAA's China Clipper[23] service cut the time of a transpacific crossing from as much as six weeks by sea to just six days by air. Trippe decided to start a service from San Francisco to Honolulu and on to Hong Kong and Auckland following steamship routes. After negotiating traffic rights in 1934 to land at Pearl Harbor, Midway Island, Wake Island, Guam, and Subic Bay (Manila),[24] Pan Am shipped $500,000 worth of aeronautical equipment westward in March 1935 using the North Haven, a 15,000 ton merchant ship it chartered for the purpose of provisioning each island that the clippers would stop at on their 4 to 5-day flight.[25] Pan Am ran its first survey flight to Honolulu in April 1935 with a Sikorsky S-42 flying boat.[26] The airline won the contract for a San Francisco – Canton mail route later that year and operated its first commercial flight carrying mail and express (no passengers) in a Martin M-130 from Alameda to Manila amid media fanfare on November 22, 1935. The five-leg, 8,000-mile (12,875 km) flight arrived in Manila on November 29 and returned to San Francisco on December 6, cutting the time between the two cities via the fastest scheduled steamship by over two weeks.[27] (Both the United States and Philippine Islands issued special stamps for the two flights.) The first passenger flight left Alameda on October 21, 1936.[28] The fare from San Francisco to Manila or Hong Kong in 1937 was $950 one way (about $16170 in 2017) and $1,710 round trip.[29] Stamps issued by the United States and Philippine Islands for Air Mail carried on the first flights in each direction of PAA's Transpacific "China Clipper" service between San Francisco, CA, and Manila, PI. (November 22 – December 6, 1935) On August 6, 1937 Juan Trippe accepted United States aviation's highest annual prize, the Collier Trophy, on behalf of PAA from President Franklin D. Roosevelt for the company's "establishment of the transpacific airline and the successful execution of extended overwater navigation and the regular operations thereof."[30] Flown cover carried around the world on PAA Boeing 314 Clippers and by Imperial Airways, June 24 – July 28, 1939 Six large, long-range Boeing 314 flying boats were delivered to Pan Am in early 1939. On March 30, 1939, the Yankee Clipper, piloted by Harold E. Gray, made the first ever trans-Atlantic passenger flight. The first leg of the flight, Baltimore to Horta, took 17 hours and 32 minutes and covered 2,400 miles. The second leg from Horta to Pan Am's newly-built airport in Lisbon took 7 hours and 7 minutes and covered 1,200 miles.[31] The Boeing 314 also enabled the start of scheduled weekly contract Foreign Air Mail (F.A.M. 18) service and later passenger flights from New York (Port Washington, L.I.) to both France and Britain. The Southern route to France was inaugurated for Air Mail on May 20, 1939 by the Yankee Clipper piloted by Arthur E. LaPorte flying via Horta, Azores and Lisbon, Portugal to Marseilles.[32] Passenger service over the route was added on June 28, 1939 by the Dixie Clipper piloted by R.O.D. Sullivan.[33] The Eastbound trip departed every Wednesday at Noon and arrived at Marseilles on Friday at 3 pm GCT with return service leaving Marseilles on Sunday at 8 am and arriving at Port Washington on Tuesday at 7 am. The Northern transatlantic route to Britain was inaugurated for Air Mail service on June 24, 1939 by the Yankee Clipper piloted by Harold Gray flying via Shediac (New Brunswick), Botwood (Newfoundland), and Foynes (Ireland) to Southampton.[34][35] Passenger service was added on the Northern route on July 8, 1939 by the Yankee Clipper.[36] Eastbound flights left on Saturday at 7:30 am and arrived at Southampton on Sunday at 1 pm GCT. Westbound service departed Southampton on Wednesday at Noon and arrived at Port Washington on Thursday at 3 pm. After the outbreak of World War II in Europe on September 1, 1939 the terminus became Foynes until the service ceased for the winter on October 5 while transatlantic service to Lisbon via the Azores continued into 1941. During the war Pan Am flew over 90 million miles (145 million kilometers) worldwide in support of military operations.[11] Pan Am's flying boat terminal at Dinner Key in Miami, Florida, was a hub of inter-American travel during the 1930s and 1940s. Pan Am also used Boeing 314 flying boats for the Pacific route: in China, passengers could connect to domestic flights on the Pan Am-operated China National Aviation Corporation (CNAC) network, co-owned with the Chinese government. Pan Am flew to Singapore for the first time in 1941, starting a semi-monthly service which reduced San Francisco–Singapore travel times from 25 days to six days.[37] In 1940 Pan Am and TWA began using the Boeing 307 Stratoliner, the first pressurized airliner in service and the first with a flight engineer in the crew. The Boeing 307's airline service was short-lived, as all were commandeered for military service when the United States entered World War II.[38] The "Clippers" — the name hearkened back to the 19th century clipper ships – were the only American passenger aircraft of the time capable of intercontinental travel. To compete with ocean liners, the airline offered first-class seats on such flights, and the style of flight crews became more formal. Instead of being leather-jacketed, silk-scarved airmail pilots, the crews of the "Clippers" wore naval-style uniforms and adopted a set procession when boarding the aircraft.[39] While waiting at Foynes, County Limerick, Ireland for a Pan Am Clipper flight to New York in 1942, passengers were served a drink today known as Irish coffee by Chef Joe Sheridan.[40] During World War II most Clippers were pressed into military service. Pan Am pioneered a new air route across Western and Central Africa to Iran. In January 1942, the Pacific Clipper completed the first circumnavigation of the globe by a commercial airliner. Another first occurred in January 1943, when Franklin D. Roosevelt became the first U.S. president to fly abroad, in the Dixie Clipper.[41] During this period Star Trek creator Gene Roddenberry was a Clipper pilot; he was aboard the Clipper Eclipse when it crashed in Syria on June 19, 1947.[42][43] Pan Am Lockheed L-049 Constellation Clipper Great Republic at London Heathrow Pan Am Boeing 377 Stratocruiser Clipper Seven Seas at London Heathrow in 1954 Growing competition after World War II Air transport's growing importance in the post-war era meant that Pan Am would no longer enjoy the official patronage it had been afforded in pre-war days to prevent the emergence of any meaningful competition, both at home and abroad.[44] Although Pan Am continued to use its political influence to lobby for protection of its position as America's primary international airline, it encountered increasing competition — first from American Export Airlines (American Overseas Airlines (AOA) from November 1945[45]) across the Atlantic to Europe, and subsequently from others including TWA to Europe, Braniff to South America, United to Hawaii and Northwest Orient to East Asia, as well as five potential rivals to Mexico. This changed situation resulted from the new post-war approach the Civil Aeronautics Board (CAB) took towards the promotion of competition between major U.S. carriers on key domestic and international scheduled routes compared with pre-war U.S. aviation policy.[46][44][47] Overseas expansion and fleet modernization Pan American DC-4 at Piarco Airport, Trinidad in the 1950s AOA was the first airline to begin regular landplane flights across the Atlantic, on October 24, 1945. In January 1946 Pan Am scheduled seven DC-4s a week east from LaGuardia Airport, five to London (Hurn airport) and two to Lisbon. Time to Hurn was 17 hours 40 minutes including stops, or 20 hours 45 minutes to Lisbon. A Boeing 314 flying boat flew LaGuardia to Lisbon once every two weeks in 29 hours 30 minutes; flying boat flights ended shortly thereafter.[nb 1] TWA's transatlantic challenge – the impending introduction of its faster, pressurized Lockheed Constellations – resulted in Pan Am ordering its own Constellation fleet at $750,000 apiece. Pan Am began transatlantic Constellation flights on January 14, 1946, beating TWA by three weeks.[44] In January 1946 Miami to Buenos Aires took 71 hours 15 minutes in a Pan Am DC-3, but the following summer DC-4s flew Idlewild to Buenos Aires in 38 hr 30 min. In January 1958 Pan Am's DC-7Bs flew New York to Buenos Aires in 25 hours 20 minutes, while the National – Pan Am – Panagra DC-7B via Panama and Lima took 22 hours 45 minutes.[48] Convair 240s replaced DC-3s and other pre-war types on Pan Am's shorter flights in the Caribbean and South America. Pan Am also acquired a few Curtiss C-46s for a freight network that eventually extended to Buenos Aires.[47] In January 1946 Pan Am had no transpacific flights beyond Hawaii, but they soon resumed with DC-4s. In January 1958 the California to Tokyo flight was a daily Stratocruiser that took 31 hours 45 minutes from San Francisco or 32 hours 15 minutes from Los Angeles. (A flight to Seattle and a connection to Northwest's DC-7C totaled 24 hours 13 minutes from San Francisco, but Pan Am was not allowed to fly that route.)[48] The Stratocruisers' double-deck fuselage with sleeping berths and a lower-deck lounge helped it compete with its rival. "Super Stratocruisers" with more fuel appeared on Pan Am's transatlantic routes in November 1954, making nonstop eastward and one-stop westward schedules more reliably. In June 1947 Pan Am started the first scheduled round-the-world airline flight. In September the weekly DC-4 was scheduled to leave San Francisco at 2200 Thursday as Flight 1, stopping at Honolulu, Midway, Wake, Guam, Manila, Bangkok and arriving in Calcutta on Monday at 1245, where it met Flight 2, a Constellation that had left New York at 2330 Friday. The DC-4 returned to San Francisco as Flight 2; the Constellation left Calcutta 1330 Tuesday, stopped at Karachi, Istanbul, London, Shannon, Gander, and arrived LaGuardia Thursday at 1455. A few months later PA 3 took over the Manila route while PA 1 shifted to Tokyo and Shanghai. All Pan Am round-the-world flights included at least one change of plane until Boeing 707s took over in 1960. PA 1 became daily in 1962–63, making different en route stops on different days of the week; in January 1963 it left San Francisco at 0900 daily and was scheduled into New York 56 hr 10 min later. Los Angeles replaced San Francisco in 1968; when Boeing 747s finished replacing 707s in 1971 all stops except Tehran and Karachi were served daily in each direction. For a year or so in 1975–76 Pan Am finally completed the round-the-world trip, New York to New York.[49] In January 1950 Pan American Airways Corporation officially became Pan American World Airways, Inc. (The airline had begun calling itself Pan American World Airways in 1943.)[50][51] In September 1950 Pan Am completed the $17.45 million purchase of American Overseas Airlines from American Airlines.[44] That month Pan Am ordered 45 Douglas DC-6Bs. The first, Clipper Liberty Bell (N6518C),[52] inaugurated Pan Am's all-tourist class Rainbow service between New York and London on May 1, 1952 to complement the all-first President Stratocruiser service.[51] From June 1954, DC-6Bs began replacing DC-4s on Pan Am's internal German routes.[53][54][55] Pan Am introduced the Douglas DC-7C "Seven Seas" on transatlantic routes in summer 1956. In January 1958 the DC-7C nonstop took 10 hours 45 minutes Idlewild to London, enabling Pan Am to hold its own against TWA's Super Constellations and Starliners. In 1957 Pan Am started DC-7C flights direct from the West Coast of the United States to London and Paris with a fuel stop in Canada or Greenland. The introduction of the faster Bristol Britannia turboprop by British Overseas Airways Corporation (BOAC) between New York and London from December 19, 1957 ended Pan Am's competitive leadership there.[56][51] In January 1958 Pan Am scheduled 47 flights a week east from Idlewild to Europe, Africa, the Middle East and beyond; the following August there were 65.[48] Jet age A Boeing 707–120 at the Pan Am Worldport in 1961. The terminal was once the center of the airline's New York operations; it was transferred to Delta Air Lines in 1991, and demolished by Delta and the Port Authority in 2013.[57] Douglas DC-8-32 of Pan American at Amsterdam Airport Schiphol in 1967 Pan Am was the launch customer of the Boeing 707, placing an order for 20 in October 1955. It also ordered 25 of Douglas's DC-8, which could seat six across (the 707 originally was to be 144 inches (3.66 m) wide with five-abreast seating; Boeing widened it to match the DC-8). The combined order value was $269 million. Pan Am's first scheduled jet flight was from New York Idlewild to Paris Le Bourget (stopping at Gander to refuel) on October 26, 1958, with Boeing 707–121 Clipper America (N711PA) with 111 passengers.[58][59] The 320 "Intercontinental" series 707 in 1959-60, and the Douglas DC-8 in March 1960, enabled non-stop transatlantic crossings with a viable payload in both directions.[citation needed] Widebody era Boeing 747–100 Clipper Neptune's Car (N742PA) at Zürich Airport Pan Am was the launch customer of the Boeing 747, placing a $525 million order for 25 in April 1966.[60][61] On January 15, 1970 First Lady Pat Nixon christened a Pan Am Boeing 747 Clipper Young America at Washington Dulles in the presence of Pan Am president Najeeb Halaby. During the next few days, Pan Am flew several 747s to major airports in the United States as a public relations effort, allowing the public to tour the airplanes. Pan Am began its final preparations for the first 747 service on the evening of January 21, 1970, when Clipper Young America was scheduled to fly from New York John F. Kennedy to London Heathrow. An engine failure delayed the inaugural flight's departure by several hours, necessitating the substitution of another 747 which eventually flew to London Heathrow.[62] Passengers cheered and drank champagne as the jet finally lifted off from the runway at John F. Kennedy Airport. Pan Am carried 11 million passengers over 20 billion miles (32 billion km) in 1970, the year it revolutionized air travel with the first widebodied airliner.[63] Supersonic plans Pan Am was one of the first three airlines to sign options for the Aérospatiale-BAC Concorde, but like other airlines that took out options – with the exception of BOAC and Air France — it did not purchase the supersonic jet. Pan Am was the first U.S. airline to sign for the Boeing 2707, the American supersonic transport (SST) project, with 15 delivery positions reserved;[64] these aircraft never saw service after Congress voted against additional funding in 1971.[65] Computerized reservations, Pan Am Building and Worldport The Pan Am Building in Midtown Manhattan, now the MetLife Building, was Pan Am headquarters Pan Am Building from Park Avenue, 1989 Pan Am commissioned IBM to build PANAMAC, a large computer that booked airline and hotel reservations, which was installed in 1964. It also held large amounts of information about cities, countries, airports, aircraft, hotels, and restaurants.[66] The computer occupied the fourth floor of the Pan Am Building, which was the largest commercial office building in the world for some time.[67] The airline also built Worldport, a terminal building at John F. Kennedy Airport in New York. It was distinguished by its elliptical, four-acre (16,000 m²) roof, suspended far from the outside columns of the terminal below by 32 sets of steel posts and cables. The terminal was designed to allow passengers to board and disembark via stairs without getting wet by parking the nose of the aircraft under the overhang. The introduction of the jetbridge made this feature obsolete. Pan Am built a gilded training building in the style of Edward Durell Stone designed by Steward-Skinner Architects in Miami. Peak At its peak in the late 1960s and early 1970s, Pan Am advertised under the slogan, the "World's Most Experienced Airline".[68] It carried 6.7 million passengers in 1966, and by 1968, its 150 jets flew to 86 countries on every continent except for Antarctica over a scheduled route network of 81,410 unduplicated miles (131,000 km). During that period the airline was profitable and its cash reserves totaled $1 billion.[59] Most routes were between New York, Europe, and South America, and between Miami and the Caribbean. In 1964 Pan Am began a helicopter shuttle between New York's John F. Kennedy, LaGuardia and Newark airports and Lower Manhattan, operated by New York Airways.[58] Aside from the DC-8, the Boeing 707 and 747, the Pan Am jet fleet included Boeing 720Bs and 727s (the first aircraft to sport Pan Am — rather than Pan American — titles[59]). (The airline later had Boeing 737s and 747SPs (which could fly nonstop New York to Tokyo), Lockheed L-1011 Tristars, McDonnell-Douglas DC-10s, and Airbus A300s and A310s.) Pan Am owned the InterContinental Hotel chain and had a financial interest in the Falcon Jet Corporation, which held marketing rights to the Dassault Falcon 20 business jet in North America. The airline was involved in creating a missile-tracking range in the South Atlantic and operating a nuclear-engine testing laboratory in Nevada.[69] In addition, Pan Am participated in several notable humanitarian flights.[58] At its height Pan Am was well regarded for its modern fleet[70] and experienced crews: cabin staff were multilingual and usually college graduates, hired from around the world, frequently with nursing training.[71] Pan Am's onboard service and cuisine, inspired by Maxim's de Paris, were delivered "with a personal flair that has rarely been equaled."[72][73] Internal German Services (IGS) and other operations Pan American Douglas DC-6B operating an Internal German Service at Hanover Airport in May 1964. From 1950 until 1990 Pan Am operated a comprehensive network of high-frequency, short-haul scheduled services between West Germany and West Berlin, first with Douglas DC-4s, then with DC-6Bs (from 1954) and Boeing 727s (from 1966).[53][54][55][74][75][76][77][78][79] This had come about as a result of an agreement between the United States, the United Kingdom, France and the Soviet Union at the end of World War II, which prohibited Germany from having its own airlines and restricted the provision of commercial air services from and to Berlin to air transport providers headquartered in these four countries. Rising Cold War tensions between the Soviet Union and the three Western powers resulted in unilateral Soviet withdrawal from the quadripartite Allied Control Commission in 1948, culminating in the division of Germany the following year. These events, together with Soviet insistence on a very narrow interpretation of the post-war agreement on the Western powers' access rights to Berlin, meant that until the end of the Cold War air transport in West Berlin continued to be confined to the carriers of the remaining Allied Control Commission powers, with aircraft required to fly across hostile East German territory through three 20 mi (32 km) wide air corridors at a maximum altitude of 10,000 ft (3,000 m).[nb 2][59][80] The airline's West Berlin operation consistently accounted for more than half of the city's entire commercial air traffic during that period.[81][82][83] For years, more passengers boarded Pan Am flights at Berlin Templehof than at any other airport.[84] Pan Am operated a Berlin crew base of mainly German flight attendants and American pilots to staff its IGS flights. The German National flight attendants were later taken over by Lufthansa when it acquired Pan Am's Berlin route authorities. Over the years other local flight attendant bases outside the US included London for intra-Europe and transatlantic flying, Warsaw, Istanbul and Belgrade for intra-Europe flights, a Tel Aviv base solely staffing the daily Tel Aviv-Paris-Tel Aviv service, a Nairobi base solely staffing the Nairobi-Frankfurt-Nairobi service as well as Delhi and Bombay bases for India-Frankfurt flights. Pan Am also operated Rest and Recreation (R&R) flights during the Vietnam War. These flights carried American service personnel for R&R leaves in Hong Kong, Tokyo, and other Asian cities.[85] Why Buy From Chestnut Hill Books? Chestnut Hill Books has a perfect 100% feedback rating dating over 18 years and spanning 20,000+ transactions, with customers in all 50 states and over 100 countries on 6 continents. Our detailed seller ratings (item as described, communication, shipping time and shipping and handling charges) are among the best on eBay. All domestic purchases come with free shipping and complimentary delivery confirmation, trackable through the United States Post Office. Thank you for looking at our items! Payment: Payment is due within 7 days of purchase. Contact us for special payment requests/options. If payment cannot be produced within the 7 day period, please send a message immediately indicating when payment should be expected, otherwise an unpaid item dispute will be filed with eBay. Where Do We Ship? Chestnut Hill Books ships to every country in the world at reasonable rates as suggested by the United States Postal Service. Please contact us for a specific international shipping quote before bidding should you have any questions. Shipping Terms: If payment is made immediately, your item will usually be mailed within 24 hours of payment receipt. All items are securely packed to ensure safe shipping. Postcards are mailed between sturdy cardboard. All domestic shipments come with complimentary delivery confirmation, trackable through the USPS. Buyers will receive an e-mail from PayPal with tracking information and related links; please refer to this e-mail before contacting us with questions on the status of your package, as we will have as much delivery information as you. Zero profit is made on international shipping & handling charges; domestic shipping is free. Return Policy: We strive to describe each item completely and accurately. However, if you feel an item was not described correctly, the item can be returned at our expense within 30 days of receipt for a refund of your original payment. It is requested that you contact us immediately should you have any question about the condition or representation of your item. Who Are We? Chestnut Hill Books is a family-owned antiques business based out of the SouthCoast, Massachusetts. We collect historical items related to New Bedford, Massachusetts and the surrounding area (Dartmouth, Fairhaven, Westport etc), Boston College (tickets, programs, pennants, postcards, scrapbooks, pinbacks, sports & non-sports etc), Massachusetts political buttons & memorabilia and Mount Monadnock in Jaffrey, New Hampshire. Please contact us if you have any collectibles in those categories. Other: Please do not hesitate to contact us with any other questions/comments. We normally respond to all inquiries in a timely manner. Also, please do not forget to leave positive feedback upon item receipt! Thank you for looking at our listings! Condition: Used, Condition: Please see all photos and contact us with any questions. Thank you!, Type: Brochures & Inflight Magazines, Airline: PanAm, Airport: SeaTac

PicClick Insights PicClick Exclusive
  •  Popularity - 189 views, 2.2 views per day, 86 days on eBay. Very high amount of views. 0 sold, 1 available.
  •  Price -
  •  Seller - 19,269+ items sold. 0% negative feedback. Top-Rated Plus! Top-Rated Seller, 30-day return policy, ships in 1 business day with tracking.
Similar Items