Pan Am facts for kids
Pan Am Boeing 747-212B Clipper Water Witch (N728PA) at London Heathrow Airport in 1984.
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| Founded | March 14, 1927 (as Pan American Airways) |
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| Commenced operations | October 19, 1927 (as Pan American Airways) |
| Ceased operations | December 4, 1991 |
| Hubs |
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| Focus cities |
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| Frequent-flyer program | WorldPass |
| Subsidiaries |
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| Fleet size | 226 |
| Destinations | 87 countries on six continents at its peak in 1968 |
| Parent company | Pan Am Corporation |
| Headquarters | |
| Key people |
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Pan American World Airways, often called Pan Am, was a famous American airline. It was once the biggest international airline in the United States. For much of the 20th century, it was seen as the unofficial national airline for overseas travel.
Pan Am was a pioneer in air travel. It was the first airline to fly all over the world. It introduced new ideas like jumbo jets and computerized reservation systems. In 1958, it launched the first American jetliner, the Boeing 707.
Until it closed down on December 4, 1991, Pan Am was known for luxurious and exciting international trips. It is still a well-known symbol of the 20th century. People remember its blue globe logo, called "The Blue Meatball." They also recall its planes named "Clipper" and the white hats worn by its pilots.
The airline started in 1927, flying mail and passengers between Key West, Florida, and Havana, Cuba. In the 1930s, under Juan Trippe, Pan Am used flying boats to expand its routes. It added destinations in Central and South America, then across the Atlantic and Pacific Oceans.
By the mid-1900s, Pan Am had almost no competition on international routes. It led the way into the Jet Age with new planes like the Boeing 707 and Boeing 747. These modern planes allowed Pan Am to carry more passengers farther and with fewer stops. Its main hub was the Worldport at John F. Kennedy International Airport in New York City.
At its busiest, from the late 1950s to the early 1970s, Pan Am had a modern fleet and highly trained staff. In 1970, it flew 11 million passengers to 86 countries. It was a founding member of the International Air Transport Association (IATA), a global airline group.
Starting in the mid-1970s, Pan Am faced many problems. These included more competition after the Airline Deregulation Act in 1978. After trying to fix its finances in the 1980s, Pan Am sold off many parts of its business. It finally declared bankruptcy in 1991. Even after it closed, Pan Am's brand and its impact on air travel remained famous.
Contents
- History of Pan Am
- Pan Am Name Used Again
- Pan Am's Destinations
- Record-Setting Flights
- Pan Am's Headquarters
- Flight Crews
- Pan Am's Aircraft Fleet
- Images for kids
- See also
History of Pan Am
How Pan Am Started
Pan American Airways, Inc. (PAA) was created on March 14, 1927. It was started by US Army Air Corps officers who worried about a German-owned airline, SCADTA, in Central America. SCADTA wanted to fly in the Panama Canal Zone, which the US military saw as a possible threat.
The US Post Office asked for bids to deliver mail from Key West, Florida, to Havana, Cuba, by October 19, 1927. The Army officers created Pan American to compete.
Another person, Juan Trippe, also wanted the contract. He formed Aviation Corporation of the Americas (ACA) in June 1927. His company had important landing rights in Havana. A third company, Atlantic, Gulf, and Caribbean Airways, also joined the bidding.
Pan American Airways won the mail contract. However, it had no planes and no landing rights in Cuba. Just before the deadline, the three companies teamed up. ACA rented a Fairchild FC-2 floatplane from another airline. This allowed Pan Am to make its first flight to Havana on October 19, 1927. The three companies officially merged in June 1928. Juan Trippe became the main leader of Pan American Airways.
The US government supported Pan Am. It wanted an American airline to fly international routes. This helped Pan Am grow without much competition from other US airlines.
Trippe wanted to expand Pan Am's network across Central and South America. In the late 1920s and early 1930s, Pan Am bought smaller airlines. It also won most of the government's mail contracts in the region. In September 1929, Trippe traveled with Charles Lindbergh to get landing rights in many countries. By the end of 1929, Pan Am flew along the west coast of South America to Peru. It also partnered with the Grace Shipping Company to form Pan American-Grace Airways, or Panagra. Pan Am also bought a large part of Mexicana de Aviación.
The Famous Clipper Era
Pan Am started its South American flights using Consolidated Commodore and Sikorsky S-38 flying boats. The larger Sikorsky S-40 planes began flying in 1931. These planes were nicknamed American Clipper, Southern Clipper, and Caribbean Clipper. They were the first of 28 "Clipper" aircraft that became symbols of Pan Am. During this time, Pan Am flew Clippers to Latin America from Dinner Key in Miami, Florida.
In 1937, Pan Am worked with Britain and France to start seaplane service between the US and Europe. They agreed to fly from Norfolk, Virginia, to Europe via Bermuda and the Azores.
Juan Trippe also decided to start flights from San Francisco to Honolulu, then to Hong Kong and Auckland. In 1934, Pan Am got permission to land at Pearl Harbor, Midway Island, Wake Island, Guam, and Manila. In March 1935, Pan Am sent equipment and crews to build stops on these islands. They cleared coral, built hotels, and set up radio navigation.
Pan Am made its first survey flight to Honolulu in April 1935 with a Sikorsky S-42. The airline won the contract for a San Francisco–Canton mail route. Its first commercial mail flight in a Martin M-130 left Alameda for Manila on November 22, 1935. This 8,000-mile flight arrived in Manila on November 29. It cut travel time by more than two weeks. The first passenger flight left Alameda on October 21, 1936. This route became known as the Pan Am China Clipper route.
On August 6, 1937, President Franklin D. Roosevelt gave Juan Trippe the Collier Trophy. This award recognized Pan Am's success in creating the transpacific airline.
Pan Am also used Boeing 314 flying boats for Pacific routes. In China, passengers could connect to flights on the China National Aviation Corporation (CNAC), partly owned by Pan Am. In 1941, Pan Am started flying to Singapore. This reduced travel time from San Francisco to Singapore from 25 days to six.
Six large Boeing 314 flying boats arrived in early 1939. On March 30, 1939, the Yankee Clipper made the first transatlantic passenger flight. It flew from Baltimore to Horta, then to Lisbon. Pan Am also started regular mail and passenger flights from New York to France and Britain. After World War II began in Europe in September 1939, transatlantic service to Lisbon continued into 1941. During the war, Pan Am flew over 90 million miles supporting military operations.
The "Clippers" were the only American planes that could fly between continents. Pan Am offered first-class seats and formal service. Flight crews wore naval-style uniforms. In 1940, Pan Am and TWA began using the Boeing 307 Stratoliner. This was the first plane with a pressurized cabin. However, these planes were soon used for military service during World War II.
During the war, most Clippers were used by the military. In January 1942, the Pacific Clipper completed the first flight around the world by a commercial plane. In January 1943, Franklin D. Roosevelt became the first US president to fly abroad, on the Dixie Clipper.
After the War: Growth and New Planes
After World War II, air travel became very important. Pan Am no longer had special protection from the government. It faced more competition from other airlines.
American Overseas Airlines (AOA) started the first regular landplane flights across the Atlantic in October 1945. Pan Am quickly ordered its own Constellation planes. It began transatlantic Constellation flights in January 1946, beating TWA.
In January 1946, a Pan Am DC-3 flight from Miami to Buenos Aires took over 71 hours. By the next summer, DC-4s flew from New York to Buenos Aires in 38 hours. By 1958, Pan Am's DC-7Bs made the trip in 25 hours. Smaller Convair 240s replaced DC-3s on shorter flights in the Caribbean and South America.
In January 1946, Pan Am had no flights beyond Hawaii in the Pacific. But soon, DC-4s resumed these routes. By 1958, a Stratocruiser flew from California to Tokyo in about 32 hours. These planes had two decks, with sleeping berths and a lounge. This helped Pan Am compete with other airlines.
In June 1947, Pan Am started the first scheduled round-the-world airline flight. It used DC-4s and Constellations. In January 1950, Pan American Airways Corporation officially became Pan American World Airways, Inc.
Pan Am introduced the Douglas DC-7C "Seven Seas" on transatlantic routes in 1956. These planes could fly nonstop from New York to London.
The Jet Age Begins
Pan Am was the first airline to order the Boeing 707 jetliner in 1955. Its first scheduled jet flight was on October 26, 1958. The Boeing 707-121 Clipper America flew from New York Idlewild to Paris Le Bourget.
Pan Am also bought 25 Douglas DC-8 jets. Boeing later improved the 707 with the "Intercontinental" model. These new jets allowed Pan Am to fly nonstop across the Atlantic with more passengers.
Pan Am eventually operated 19 Douglas DC-8s. It used a much larger fleet of 120 Boeing 707-320 "Intercontinental" aircraft for over 20 years. These planes were the backbone of Pan Am until the Boeing 747 arrived.
The Widebody Era
Pan Am was the first customer for the Boeing 747. It ordered 25 of these huge planes in April 1966.
On January 15, 1970, First Lady Pat Nixon officially named Pan Am's Boeing 747 Clipper Young America.
Pan Am's first 747 flight was on January 21, 1970. It flew from New York John F. Kennedy to London Heathrow. In 1970, Pan Am carried 11 million passengers. This was the year it introduced wide-bodied air travel.
Computer Systems and Special Buildings
Pan Am asked IBM to build PANAMAC, a large computer system. It booked airline and hotel reservations. This system was installed in 1964. It also stored lots of information about cities, airports, and planes.
The computer was on the fourth floor of the Pan Am Building. This building was once the largest office building in the world.
The airline also built Worldport at John F. Kennedy Airport in New York. This terminal had a unique round roof. It was designed so passengers could board planes without getting wet. The Worldport building was later taken over by Delta Air Lines and torn down in 2013.
Pan Am's Golden Age
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At its best, in the late 1960s and early 1970s, Pan Am used the slogan, "The World's Most Experienced Airline." In 1966, it carried 6.7 million passengers. By 1968, its 150 jets flew to 86 countries on every continent except Antarctica.
Most of its routes connected New York, Europe, and South America. Other routes linked Miami and the Caribbean. Pan Am's jet fleet included Boeing 707s, 720Bs, 727s, and 747s. Later, it added Boeing 737s, 747SPs, Lockheed L-1011 Tristars, McDonnell-Douglas DC-10s, and Airbus A300s and A310s.
Pan Am also owned the InterContinental Hotel chain. It was involved in tracking missiles and testing nuclear engines. The airline also helped with many humanitarian flights.
Pan Am was known for its modern planes and excellent service. Its cabin staff spoke many languages and were often college graduates. They were hired from all over the world. Pan Am's food and service were inspired by famous restaurants.
Flights within Germany
From 1950 to 1990, Pan Am ran many frequent flights between West Germany and West Berlin. This was due to an agreement after World War II. It said only airlines from the US, UK, France, and the Soviet Union could fly to Berlin.
Because of the Cold War, planes had to fly through narrow air corridors over East Germany. Pan Am's West Berlin flights made up more than half of the city's air traffic. For many years, more passengers boarded Pan Am flights at Berlin Tempelhof than at any other airport.
Pan Am also operated "Rest and Recreation" (R&R) flights during the Vietnam War. These flights took American service members to cities like Hong Kong and Tokyo for their breaks.
Pan Am's Decline
Problems from the 1973 Oil Crisis
Pan Am bought many Boeing 747s, expecting air travel to keep growing. But an economic slowdown and the 1973 oil crisis caused fewer people to fly. This meant Pan Am had too many planes. High fuel prices and older, less efficient planes also increased its costs. Other airlines getting new routes also reduced Pan Am's passengers and profits.
In 1976, Pan Am had lost $364 million over 10 years. Its debts were close to $1 billion. To avoid bankruptcy, Pan Am's president, William T. Seawell, cut routes and jobs. He also reduced wages and rescheduled debts. These actions helped Pan Am become profitable again in 1977.
Trying to Get US Routes
Since the 1930s, Juan Trippe wanted Pan Am to fly domestic routes within the US. But the government often denied this. They worried Pan Am would become too powerful. So, Pan Am mostly flew international routes. After deregulation in 1978, more US airlines started competing with Pan Am internationally.
Buying National Airlines
To get domestic routes, Pan Am bought National Airlines in 1979 for $437 million. This purchase added more debt to Pan Am. National's routes did not connect well with Pan Am's international flights. The two airlines also had different types of planes and company cultures. Pan Am struggled to combine the two companies.
Selling Assets and Cutting Back
As Pan Am's money problems grew, it started selling off parts of its business. In 1980, it sold its share in Falcon Jet Corporation. Later, it sold the Pan Am Building for $400 million. In 1981, Pan Am sold its InterContinental hotel chain. These sales brought in $500 million.
Pan Am also cut back on flights. It stopped its round-the-world service in October 1982 because it was not making money.
Changing the Fleet
In 1984, Pan Am ordered new Airbus planes. These modern planes were more fuel-efficient than its older Boeing 747s and 727s. In 1985, new A310s replaced 727s on flights within Germany. Longer-range A310s replaced some 747s on transatlantic routes. However, Pan Am continued to use older 727s for many short flights. This put it at a disadvantage against rivals with newer planes.
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Selling the Pacific Division
In April 1985, Pan Am sold its entire Pacific Division to United Airlines for $750 million. This included 25% of its routes and its major hub at Tokyo-Narita. This sale also helped Pan Am get rid of some planes it got from National Airlines that didn't fit its fleet.
Local Feeder Networks
In the early 1980s, Pan Am worked with several smaller airlines. They operated feeder flights under the Pan Am Express brand.
In 1987, Pan Am bought Ransome Airlines, a commuter airline, for $65 million. This was meant to bring more passengers to Pan Am's main flights in New York, Los Angeles, Miami, and Berlin. The new Pan Am Express mostly flew from New York and Berlin.
US East Coast Shuttle
Pan Am also bought New York Air's shuttle service for $100 million. This service flew between Boston, New York, and Washington, D.C. The renamed Pan Am Shuttle started in October 1986. It aimed to compete with the successful Eastern Air Lines Shuttle.
More Problems
In December 1988, the bombing of Pan Am Flight 103 over Lockerbie, Scotland, killed 270 people. This was a huge tragedy for the airline. Pan Am faced a $300 million lawsuit from victims' families.
Also in December 1988, the FAA fined Pan Am for security problems.
Failed Bid for Northwest Airlines
In June 1989, Pan Am tried to buy Northwest Airlines for $2.7 billion. This was its last attempt to create a strong domestic network. It also wanted to regain its status as a global airline. However, another investor, Al Checchi, offered more money, and Pan Am's bid failed.
Impact of the Gulf War
The Gulf War in 1990 caused fuel prices to rise sharply. This led to a big drop in air travel worldwide. Pan Am's transatlantic routes, which were usually profitable, started losing money. This was another major blow after the Lockerbie disaster. To save money, Pan Am sold most of its routes to London Heathrow to United Airlines. It also sold its German routes to Lufthansa for $150 million. These sales totaled $1.2 billion. Pan Am also cut 2,500 jobs.
Pan Am's End
Pan Am had to file for bankruptcy on January 8, 1991. Delta Air Lines bought Pan Am's remaining profitable assets. These included its European routes, its hub in Frankfurt, the Shuttle operation, 45 jets, and the Pan Am Worldport. Delta paid $416 million and invested another $100 million. This made Delta a 45% owner of a smaller Pan Am. This new Pan Am would focus on the Caribbean, Central, and South America from a hub in Miami.
The Boston–New York–Washington Pan Am Shuttle was taken over by Delta in September 1991. Two months later, Delta took over almost all of Pan Am's remaining transatlantic routes. In November 1991, all members of Pan Am's frequent flyer program, WorldPass, were moved to Delta's SkyMiles program.
In October 1991, Russell Ray Jr. became Pan Am's new CEO. Pan Am moved its headquarters to Miami. It planned to relaunch as a smaller airline on November 1. However, the new Pan Am continued to lose a lot of money. Delta claimed Pan Am was losing $3 million a day. This made Delta and others lose faith in the airline.
On December 3, Pan Am's creditors tried to get another airline, TWA, to invest $15 million. But a deal could not be made. Pan Am opened for business on December 4, 1991, but within an hour, it had to announce its shutdown.
Pan Am stopped flying on December 4, 1991. This happened after Delta decided not to make a final $25 million payment. About 7,500 Pan Am employees lost their jobs. The last scheduled Pan Am flight was Flight 436. It flew from Bridgetown, Barbados, to Miami.
Delta was sued by Pan Am's creditors, but a federal judge ruled in Delta's favor in 1994. Pan Am was the third major American airline to close in 1991.
After Pan Am closed, its remaining assets were sold. The Pan Am brand was later bought by Charles Cobb. He, along with others, started a new Pan American World Airways.
The Pan Am International Flight Academy in Miami is the only part of the original Pan Am that still exists. It trains pilots and flight crews.
Pan Am Name Used Again
Since 1991, the Pan Am brand has been used four more times. However, these new companies are only related to the original Pan Am by name.
Airlines Using the Name
The first new Pan Am airline operated from 1996 to 1998. It focused on low-cost flights between the US and the Caribbean.
The second new Pan Am was a small regional airline. It operated from 1998 to 2004, flying to smaller airports.
Boston-Maine Airways operated the "Pan Am Clipper Connection" brand from 2004 to 2008. A domestic airline in the Dominican Republic, called Pan Am Dominicana, also traded until 2012.
In November 2010, Pan American Airways, Inc., was started again. It was based in Brownsville, Texas. It planned to carry cargo first, then passengers. However, due to legal issues with its CEO, the company could not get approval for flights.
In June 2025, Pan Am Global Holdings announced it was looking into bringing back Pan Am as a scheduled airline. They are working with an aviation consulting firm to plan this potential relaunch.
Railways
In 1998, Guilford Transportation Industries bought the Pan American World Airways name and related rights. The railway was later known as Pan Am Railways. In 2022, CSX Corporation bought this company.
Apparel
A Korean fashion company, SJ Group, opened a Pan Am store in Seoul in 2022. They make Pan Am-branded clothes and accessories.
Other Products
In 2020, Funko Games released a Pan Am board game. Players compete against Pan Am in the game.
In 2022, Timex released a special watch with Pan Am branding. It was so popular that it was re-released in 2023.
Pan Am's Destinations
Places Pan Am Flew to at its Busiest Time
- Abidjan, Ivory Coast
- Accra, Ghana
- Amsterdam, Netherlands
- Ankara, Turkey
- Antigua, Antigua and Barbuda
- Aruba
- Asuncion, Paraguay
- Atlanta, GA, U.S.
- Auckland, New Zealand
- Baltimore, MD, U.S.
- Bangkok Don Muang, Thailand
- Barcelona, Spain
- Barranquilla, Colombia
- Beirut, Lebanon
- Belem, PA, Brazil
- Belgrade, Yugoslavia
- Bergen, Norway
- Berlin Tegel
- Berlin Tempelhof
- Bermuda
- Biak, Netherlands New Guinea
- Bombay(Now Mumbai), India
- Boston, MA, U.S.
- Brasilia, DF, Brazil
- Bridgetown, Barbados
- Brussels Natl., Belgium
- Bucharest, Romania
- Buenos Aires Ezeiza, Argentina
- Cali, Colombia
- Calcutta, India
- Caracas, Venezuela
- Chicago O'Hare, IL, U.S.
- Cologne/Bonn, West Germany
- Copenhagen, Denmark
- Cotonou, Dahomey
- Curacao, Netherlands Antilles
- Dakar, Senegal
- Dallas Love, TX, U.S.
- Damascus, Syria
- Dar es Salaam, Tanzania
- Delhi, India
- Denpasar, Indonesia
- Detroit, MI, U.S.
- Douala, Cameroon
- Dusseldorf, West Germany
- Entebbe/Kampala, Uganda
- Fairbanks, AK, U.S.
- Fort-de-France, Martinique
- Frankfurt Intl., West Germany
- Gander, NL, Canada
- Georgetown, Guyana
- Glasgow Prestwick, Scotland
- Guam
- Guatemala City, Guatemala
- Guayaquil, Ecuador
- Hamburg, West Germany
- Hanover, West Germany
- Helsinki, Finland
- Hilo, HI, U.S.
- Hong Kong Kai Tak
- Honolulu, HI, U.S.
- Houston Hobby, TX, U.S.
- Istanbul Ataturk, Turkey
- Jakarta Kemayoran, Indonesia
- Johannesburg, South Africa
- Juneau, AK, U.S.
- Karachi, Pakistan
- Keflavik, Iceland
- Kingston, Jamaica
- Kinshasa, Dem. Rep. Congo
- Kuala Lumpur Subang, Malaysia
- La Paz, Bolivia
- Lagos, Nigeria
- Libreville, Gabon
- Lima, Peru
- Lisbon, Portugal
- London Heathrow, England, U.K.
- Los Angeles, CA, U.S.
- Madrid, Spain
- Managua, Nicaragua
- Manila, Philippines
- Maracaibo, Venezuela
- Melbourne, VIC, Australia
- Merida, Mexico
- Mexico City, Mexico
- Miami, FL, U.S.
- Minneapolis/St. Paul, MN, U.S.
- Milan, Italy.
- Monrovia, Liberia
- Montego Bay, Jamaica
- Montevideo, Uruguay
- Moscow Sheremetyevo, U.S.S.R.
- Nadi, Fiji
- Nairobi, Kenya
- Nassau, Bahamas
- New Orleans, LA, U.S.
- New York JFK, NY, U.S.
- Nice, France
- Noumea, French Caledonia
- Nuremberg, West Germany
- Osaka Itami, Japan
- Pago Pago, American Samoa
- Panama City, Panama
- Papeete, Tahiti
- Paramaribo, Dutch Guiana
- Paris Le Bourget, France
- Paris Orly, France
- Penang, Malaysia
- Philadelphia, PA, U.S.
- Pointe-a-Pitre, Guadeloupe
- Port of Spain, Trinidad and Tobago
- Port-au-Prince, Haiti
- Portland, OR, U.S.
- Prague, Czechoslovakia
- Quito, Ecuador
- Rangoon, Burma
- Rawalpindi, Pakistan
- Rio de Janeiro Galeao, RJ, Brazil
- Rome, Italy
- Saigon, South Vietnam
- San Francisco, CA, U.S.
- San Jose, Costa Rica
- San Juan, Puerto Rico
- Santa Maria, Azores
- Santiago, Chile
- Santo Domingo, Dominican Republic
- Sao Paulo Viracopos, SP, Brazil
- Seattle/Tacoma, WA, U.S.
- Shannon, Ireland
- Shanghai, China
- Singapore Paya Lebar
- St. Croix, U.S. Virgin Islands
- St. Maarten, Netherlands Antilles
- St. Thomas, U.S. Virgin Islands
- Stockholm Arlanda, Sweden
- Stuttgart, West Germany
- Sydney, NSW, Australia
- Tampa, FL, U.S.
- Tegucigalpa, Honduras
- Tehran Mehrabad, Iran
- Tel Aviv, Israel
- Tokyo Haneda, Japan
- Vienna, Austria
- Warsaw, Poland
- Washington Dulles, DC, U.S.
Record-Setting Flights
In December 1941, at the start of the war in the Pacific, the Pacific Clipper was flying to New Zealand. To avoid danger, it was told to fly west to New York. Starting on December 8, 1941, from Auckland, New Zealand, the Pacific Clipper flew over 31,500 miles. It stopped in places like Surabaya, Karachi, and Khartoum. The plane landed in New York on January 6, 1942. This completed the first commercial flight around the world.
In the mid-1970s, Pan Am set two more round-the-world records. The Clipper Liberty Bell, a Boeing 747SP-21, broke the commercial round-the-world record. It flew in 46 hours and 50 seconds. The flight left New York-JFK on May 1, 1976, and returned on May 3. It stopped only in New Delhi and Tokyo.
In 1977, for its 50th birthday, Pan Am organized Flight 50. This was a round-the-world flight over the North Pole and the South Pole. The 747SP-21 Clipper New Horizons was the same plane as the Liberty Bell. It flew in 54 hours, 7 minutes, and 12 seconds. This set seven new world records.
Pan Am's Headquarters
For most of its history, Pan Am's main offices were in the Pan Am Building in Midtown Manhattan, New York City.
When Juan Trippe moved the company offices to New York City, he first rented space on 42nd Street. From the 1930s until 1963, the airline's headquarters were in the Chrysler Building.
In 1960, Trippe signed a lease for Pan Am to occupy about 15 floors in the new Pan Am Building. This building became the airline's headquarters.
Flight Crews
Pan Am's flight crews were very skilled. They were trained in long-distance flying, seaplane operations, and navigation over water. They also learned radio procedures and aircraft repair. During the day, they used compasses and watched sea currents. At night, they used celestial navigation (navigating by stars).
Many pilots had special certifications for merchant ships and radio licenses. A Pan Am captain often started as a radio operator or mechanic. They slowly earned their licenses to become a navigator, second officer, and first officer. Before World War II, captains sometimes repaired engines in remote places.
Pan Am's mechanics and support staff were also highly trained. They learned to maintain and repair planes in difficult conditions. This was important in small foreign ports without proper aviation facilities. Crews often flew spare parts to planes stuck overseas and performed repairs themselves.
Pan Am's Aircraft Fleet
Pan Am's Fleet in 1990
Here are the aircraft Pan Am and Pan Am Express used in March 1990:
| Aircraft | Number | Orders | Passengers | Notes | |||
|---|---|---|---|---|---|---|---|
| F | C | Y | Total | ||||
| Airbus A300B4 | 13 | — | — | 24 | 230 | 254 | |
| Airbus A310-200 | 7 | — | 12 | 30 | 154 | 196 | |
| Airbus A310-300 | 14 | ||||||
| Boeing 727-200 | 91 | 9 | — | 14 | 131 | 145 | Orders for used aircraft |
| Boeing 737-200 | 5 | — | — | 21 | 95 | 116 | |
| Boeing 747-100 | 18 | — | 21 | 44 | 347 | 412 | First airline to order the 747 1987 seating configuration |
| Boeing 747-200B | 7 | — | 39 | 52 | 286 | 377 | 1989 seating configuration (for South American flights) |
| Total | 155 | 9 | |||||
| Pan Am Express Fleet | |||||||
| ATR 42-300 | 8 | 3 | — | — | 46 | 46 | |
| de Havilland Canada Dash 7 | 10 | — | — | — | 50 | 50 | |
| BAe Jetstream 31 | 10 | — | — | — | 19 | 19 | |
| BAe 146-100 | 9 | — | — | — | Unknown | Unknown | |
| Total | 18 | 3 | |||||
History of Pan Am's Fleet
Here is a list of all the aircraft Pan Am ever operated:
| Aircraft | Total | Introduced | Retired | Notes |
|---|---|---|---|---|
| Flying Boats | ||||
| Boeing 314 | 7 | 1939 | 1946 | Carried first Transatlantic Air Mail |
| Consolidated Commodore | 14 | 1930 | 1943 | |
| Douglas Dolphin | 2 | 1934 | Unknown | Used by China National Aviation Corporation |
| Martin M-130 | 3 | 1935 | 1945 | Carried first Transpacific Air Mail |
| Sikorsky S-36 | 5 | 1927 | 1928 | |
| Sikorsky S-38 | 24 | 1928 | 1943 | |
| Sikorsky S-40 | 3 | 1931 | 1944 | First aircraft to be called a Clipper |
| Sikorsky S-42 | 10 | 1934 | 1946 | |
| Sikorsky S-43 Baby Clipper | 10 | 1936 | 1945 | |
| Jet Aircraft | ||||
| Airbus A300B4 | 13 | 1984 | 1991 | |
| Airbus A310-200 | 7 | 1985 | 1991 | Transferred to Delta Air Lines |
| Airbus A310-300 | 14 | 1987 | 1991 | |
| Airbus A320-200 | 50 | Cancelled | Never delivered to Pan Am. | |
| Boeing 707-120 | 8 | 1958 | 1974 | First airline to launch the 707 series |
| Boeing 707-320B | 85 | 1959 | 1981 | |
| Boeing 707-320C | 34 | 1963 | 1979 | |
| Boeing 720B | 9 | 1963 | 1974 | |
| Boeing 727-100 | 27 | 1965 | 1991 | |
| 19 | Acquired from National Airlines | |||
| Boeing 727-200 | 81 | 1980 | 1991 | |
| 24 | Acquired from National Airlines | |||
| Boeing 737-200 | 16 | 1982 | 1991 | |
| Boeing 747-100 | 33 | 1970 | 1991 | First airline to launch the Boeing 747. |
| 4 | 1984 | Acquired from American Airlines | ||
| 1 | 1978 | Previously owned by Delta Air Lines and China Airlines | ||
| 1 | 1984 | |||
| 5 | 1986 | Acquired from United Airlines | ||
| Boeing 747-200B | 7 | 1983 | 1991 | Previously owned by Singapore Airlines. |
| Boeing 747-200C | 1 | 1974 | 1983 | Acquired from World Airways. Operated by Pan Am Cargo |
| Boeing 747-200F | 2 | 1979 | 1983 | Operated by Pan Am Cargo |
| Boeing 747SP | 10 | 1976 | 1986 | First airline to launch the Boeing 747SP Transferred to United Airlines |
| 1 | 1983 | Acquired from Braniff Airways | ||
| Douglas DC-8-32 | 19 | 1960 | 1970 | |
| Douglas DC-8-33 | ||||
| Douglas DC-8-62 | 1 | 1970 | 1971 | |
| Lockheed L-1011-500 TriStar | 3 | 1980 | 1985 | Transferred to the Royal Air Force |
| 3 | Transferred to Delta Air Lines | |||
| 6 | 1986 | Transferred to United Airlines | ||
| McDonnell Douglas DC-10-10 | 11 | 1980 | 1984 | Acquired from National Airlines. Transferred to American Airlines. |
| McDonnell Douglas DC-10-30 | 4 | |||
| 1 | 1985 | Ordered by National Airlines before merger. Transferred to United Airlines |
||
| Propeller Aircraft | ||||
| Boeing 307 Stratoliner | 3 | 1940 | 1948 | |
| Boeing 377 Stratocruiser | 28 | 1949 | 1961 | |
| 8 | Acquired from American Overseas Airlines | |||
| Convair CV-240 | 20 | 1948 | 1957 | |
| Convair CV-340 | 6 | 1953 | 1955 | |
| Curtiss-Wright C-46 Commando | 12 | 1948 | 1956 | |
| Douglas DC-2 | 9 | 1934 | 1941 | |
| Douglas DC-3 | 90 | 1937 | 1966 | |
| Douglas DC-4 | 22 | 1947 | 1961 | |
| Douglas DC-6 | 49 | 1953 | 1968 | |
| Douglas DC-7 | 37 | 1955 | 1966 | |
| Fairchild FC-2 | 5 | 1928 | 1933 | First aircraft of Pan Am's subsidiary Panagra |
| Fairchild 71 | 3 | 1930 | 1940 | |
| Fairchild 91 | 2 | 1936 | 1937 | |
| Fokker F-10A | 12 | 1929 | 1935 | |
| Fokker F.VIIa/3m | 3 | 1927 | 1930 | First Pan Am-owned plane to carry air mail |
| Ford Trimotor | 11 | 1929 | 1940 | |
| Lockheed Model 9 Orion | 2 | 1935 | 1936 | |
| Lockheed Model 10 Electra | 4 | 1934 | 1938 | |
| Lockheed L-049 Constellation | 29 | 1946 | 1957 | |
| Lockheed L-749 Constellation | 4 | 1947 | 1950 | |
| Lockheed L-1049 Super Constellation | 1 | 1955 | Unknown | |
| Turboprop Aircraft | ||||
| ATR 42 | 12 | 1987 | 1991 | Operated by Pan Am Express |
| BAe Jetstream 31 | 10 | 1987 | 1991 | Operated by Pan Am Express |
| de Havilland Canada Dash 7 | 8 | Unknown | 1991 | Operated by Pan Am Express |
Images for kids
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Pan Am Boeing 747-212B Clipper Water Witch (N728PA) at London Heathrow Airport in 1984.
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Pan Am Logo.svg
See also
In Spanish: Pan Am para niños
