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Airline History Blog

Golden Light: Pan Am’s Interchange DC-8-62

20/10/2018

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​Usually interchange services did not outwardly impact the operations of the airlines taking part in them, since although aircraft were shared across the entire route the airlines were comfortable leaving the paint scheme of the planes involved as standard. Since the aircraft were not dedicated to the service this made sense as it enabled them to easily move back onto normal services. Occasionally however the interchange concept enabled the creation of a unique combination of aircraft and airline.

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Interchanges: Through Plane Service in the Regulated Era

16/10/2018

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​Nowadays if you are an airline operating within the US domestic market and you wish to serve a route pair you simply do just that, after relatively little fuss and bother, but prior to 1978, when the US market was regulated by the Civil Aeronautics Bureau (CAB), starting new routes was a marathon process. Indeed, most of the time getting permission to start a new route, especially if there was any competition involved, was a non-starter. Whence the regulated period threw up a selection of idiosyncratic practices that made sense then but look a bit weird today. One of these was the concept of interchange services.

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Jet Clipper Eights: Pan Am DC-8-30s

11/10/2018

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The battle between the Boeing 707 and Douglas DC-8 was yet another of the classic duels between competing manufacturers during the 1950s. In the end Boeing would be the winner but a portion of the responsibility for this must like with the mercurial Pan American that initially had ordered both types.​

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Pan Am Goes Airbus Pt2: Globes to Widgets

27/10/2015

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By January 1991 Pan Am was in dire straits and desperately searching around for assets to sell and potential buyers to come forward. A deal with United for it to buy the airline's London Heathrow operations for $400 million was mired in political trouble. Even with the money Pan Am had proven capable of burning through huge amounts of cash. Finally the end was in sight.

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Pan Am Goes Airbus Pt1: Shrink to Fit

25/10/2015

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Pan Am had had a resurgence towards the end of the 1970s however the purchase of National Airlines and the effects of deregulation sent the airline into a nosedive it was never able to recover from. Still amongst the gloom some positive changes were made and one of them was an attempt to re-equip the fleet with more suitable products in the form of Airbuses. The airline planned to standardise its fleet around 747s, A310s and A320s however the latter would never get to wear the famous globe on its tail.

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Postwar Skymasters Pt2: US Trunk DC-4s

26/3/2015

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As discussed in part 1 the DC-4 (or more accurately the C-54 and R5D) was the mainstay of the postwar fleets alongside the staggeringly successful DC-3. Though the big four (American, Eastern, Trans World and United) had far and away the largest share of the US scheduled market the other trunk airlines also had important roles and as would be expected all operated the trusty Skymaster too. In addition Pan Am was also in need of stopgap lift as the war ended and the C-54 would fill that role well as well as becoming the backbone of the Berlin Airlift in 1951.

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Pan Am's Experimental Scheme Clippers

8/2/2015

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In almost every respect Pan Am was a picture of conservatism. This was most visible in their livery which since 1958 had featured the Globe on the tail and had stayed virtually unchanged throughout the 1960s and 1970s. The introduction of the 747 had seen the Pan American name shortened to Pan Am however the rest of the livery was unaltered and didn't fit the 747 well with the tiny titles. In 1976 this had been rectified with larger titling and a modified slanting flag however it was still effectively the same scheme introduced on the first 707s. Into the 1980s and it was finally time for a change...


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Clipper Victor - The Triumph & the Tragedy

26/1/2015

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Rarely has a single aircraft been so famous and at the same time so notorious as the Pan Am 747-121 N736PA 'Clipper Victor'. No other airline has done so much to change long-haul aviation as Pan Am however in the swansong of his career Juan Trippe bit off more than his airline could chew with the Jumbo. In April 1966 Pan Am placed an order for twenty five 747s at a cost of the staggering sum of $525 million. The huge debt this created for Pan Am was something that exposed the airline when the expected growth in passenger numbers failed to arise and the Oil Crisis struck. And so began the long decline of the world's greatest international airline.


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Tulip Tristars: Pan Am Sells Out to United in the Pacific

27/12/2014

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Pan Am had been on a long downward slide since the early 70s and by 1985 it was in a right mess. It had managed to lose $762 million between 1980 and 1985, including a whopping $206.8 million in 1984 alone. Huge debt from overspending on 747s, inefficient operations, an aging fleet , the disastrous National takeover and industrial action had all contributed.

United Airlines on the other hand was on the up having recorded sizeable profits in both 1983 and 1984. It had long desired an expanded international network and was in a good position to take advantage of Pan Am's weakness.


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Sun Kings & Globes: National and Pan Am DC-10s

26/12/2014

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National Airlines was a well run Trunk airline during the 1970s and like Continental built its fleet around two types in that decade - the DC-10 and 727. In 1970 National gained the rights to service Europe and opened a Miami-London route, initially with 747s. European services expanded and the 747s were gradually replaced by the long-range DC-10-30 – National already being a DC-10-10 customer since 1971.



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Pan Am's Trijet Folly

22/12/2014

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Pan Am's dalliance with widebody three-holers isn't an entirely happy one (in keeping with the airline's general malaise of its last 15 years or so). First up in 1978 PA caused some consternation by ordering 12 of Lockheed's rather desperate shortened Tristar the series 500.


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Dixie Connies: Delta's L-149 flirtations

16/11/2014

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Now Delta had never been much interested in the Connie itself having been a loyal Douglas customer and having opted for the DC-6, DC-7 and DC-7B. However the 1953 takeover of Chicago & Southern (see http://www.diecastaircraftforum.com/...air-lines.html ) saw Delta receive six L-749As from C&S. Not fitting with Delta's fleet they were disposed of in under a year.

Soon afterwards however the airline had the need for aircraft to operate new vacation package coach services and the Connie was ideal.


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    I'm Richard Stretton: a fan of classic airliners and airlines who enjoys exploring their history through my collection of die-cast airliners. If you enjoy the site please donate whatever you can to help keep it running:


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