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    Pan Am
    Pan Am
    Pan Am
    Ebook219 pages1 hour

    Pan Am

    By Lynn M. Homan and Thomas Reilly

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    About this ebook

    Pan American World Airways could be considered a corporate Cinderella a rags-to-riches-and-back-again phenomenon. From its founding in 1927 and its relatively obscure inauguration as a mail carrier on a 90-mile mail run from Florida s Key West to Cuba, Pan Am s route system grew to span the globe. The company that would eventually become famous for its blue-and-white-world logo grew into a conglomerate of hotels, airlines, business jets, real estate, a helicopter service, and even a guided missiles range division. But financial problems plagued Pan Am in its last two decades, and in 1991, Pan American World Airways ceased flying after 64 years of service.
    The story of Pan Am is as much the story of president Juan T. Trippe as it is an account of airplanes, pilots, flight attendants, and
    glamorous destinations. As the company moved throughout the world building airfields from jungles, crossing oceans, and forcing
    the development of new airplanes, it was Trippe s airline and his vision. A global pioneer, Pan Am was the first airline to use radio
    communications, to employ cabin attendants and serve meals aloft, and to complete an around-the-world flight. The company s
    achievements were legendary, but its failures, tragedies, and disasters were also part of a complex corporate life.
    LanguageEnglish
    PublisherArcadia Publishing
    Release dateApr 3, 2000
    ISBN9781439627600
    Pan Am
    Author

    Lynn M. Homan

    As museum exhibit designers and the authors of more than 15 books, Lynn M. Homan and Thomas Reilly enjoy telling the stories behind the pictures. So grab a cool drink and a shady spot under a palm tree, and join the authors as they re-create the experience that is the Florida Keys.

    Read more from Lynn M. Homan

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    Pan Am - Lynn M. Homan

    AIRLINE

    INTRODUCTION

    The story of Pan American World Airways is as much the story of Juan T. Trippe as it is an account of airplanes, airports, passengers, pilots, flight attendants, and glamorous destinations. From the very beginning, it was unarguably his airline, molded through his machinations, vision, motivation, and politics. As the company moved throughout the world building airfields from jungles, crossing oceans, and forcing the development of new airplanes, it was his airline, his vision. As management and corporate board members were added, things did not change; the company continued to be Trippe’s. He decided what was going to be done and so it was. When Pan American World Airways ceased flying in 1991 after 64 years of service, and years after Juan Trippe was long dead, it was still his airline. More than any other airline pioneer, Juan Trippe, for better or for worse, made Pan Am what it was.

    In 1927, several airlines—Atlantic, Gulf and Caribbean Airways; Pan American Airways; and Aviation Corporation of America—were founded. The three companies each wanted to begin air service in Latin America. Atlantic, Gulf and Caribbean Airways, formed by Richard F. Hoyt and Reed Chambers, had a corporate structure and money but no equipment. In July, Pan American Airways, headed by John K. Montgomery, Richard D. Bevier, and George Grant Mason, had received a mail contract from the United States government to be inaugurated by October 1927, over the Key West, Florida-to-Havana, Cuba route. Cuban President Gerardo Machado had granted exclusive landing rights in Cuba to Juan Trippe, John Hambleton, and Cornelius Whitney of the Aviation Corporation of America.

    When the United States Postal Service became involved, Assistant Postmaster General W. Irving Glover strongly suggested a merger of the three entities. Officials of the three airlines agreed to merge the companies under the new name of Aviation Corporation of the Americas. Juan Trippe, at only 28 years of age, became president and general manager of Pan American, the company’s operating subsidiary.

    Regular airmail service began from Key West to Havana on October 28, 1927. The first flight in a Fokker F-VII, named the General Machado, carried 772 pounds of mail. Pilot Hugh Wells, navigator Edwin C. Musick, and John Johansen, engineer-mechanic, made the flight in 1 hour and 20 minutes. Thousands of insistent people had inundated Captain J.E. Whitbeck, Pan Am’s Key West representative, for the opportunity to fly on the first regularly scheduled flight to Havana. It did not matter that the flight was going to carry only mail; they still wanted to fly.

    Over 700 people witnessed the departure of the General Machado from Key West’s Meacham Airport. The eight-passenger Fokker F-VII cost $45,000 and had been built especially for Pan American for the Key West-to-Havana service. Scheduled for 8 a.m., the departure was delayed until 8:25 a.m. because Wells had not arrived in Key West until early that morning. A photographer for the International News was on hand to record the day’s events for posterity. After Cuba received nearly a foot of rain in a 24-hour period, turning Havana’s Camp Columbia, the government aviation field, into a sea of mud, the return flight to Key West was postponed until the next morning. An aviation legend had begun.

    From its relatively obscure inauguration as a mail carrier on a 90-mile mail run from Florida to Cuba, Pan Am’s route system grew to span the globe. Juan Trippe wanted his company to be more than just an airline, however far-reaching. When it came to transportation or aerospace, his objective was for Pan Am to be everything to everyone, capable of influencing the lives of people and the politics of nations. The company that would eventually become famous for its blue-and-white-world logo grew into a conglomerate of hotels, airlines, business jets, real estate, a helicopter service, and even a guided missiles range division.

    The Intercontinental Hotel Corporation grew from a single-hotel operation in South America to nearly 100 first-class hotels around the world. Eventually Forum Hotels, a lower-priced chain, was also added. The Business Jets Division, headquartered at Teterboro Airport, New Jersey, offered a twin-engine business jet. The Fan Jet Falcon was sold to hundreds of customers, including royalty, Hollywood celebrities, airlines, and the chief executive officers of major American and European companies. New York Airways offered passengers scheduled helicopter service between New York City’s Pan Am Building and John F. Kennedy International Airport. The Guided Missiles Range Division served many functions as a contractor to the U.S. Air Force at Cape Kennedy Missile Test Center, the Eastern Test Range, the Space Nuclear Propulsion Facility at Jackson Flats, Nevada, and the Churchill Research Range, Fort Churchill, Canada. The company also supported other government and military projects such as the U.S. Navy’s Trident program and various National Aeronautics and Space Administration missions. Eventually, Pan Am’s subsidiaries would prove to be more profitable than Juan Trippe’s core business, his airline operation.

    Pan American could be considered a corporate Cinderella—a rags-to-riches-and-back-again phenomenon. During wartime, Pan Am played a leadership role. In the aviation industry, the airline’s achievements were legendary. However, like most successful enterprises, it had its share of flaws and failures, tragedies, and disasters.

    Pan Am was long known as the world’s most experienced airline and the company that made the going great. During its last years, Pan Am was described as troubled and financially ailing. After Juan Trippe retired as chairman and chief executive officer in 1968, instability at the top quickly followed. One president after another was unable to restore Pan American to its once exalted status. Massive financial losses, the sale of valuable assets, and a constantly shrinking route system characterized the final decade of the airline’s life.

    Pan American should be recognized and remembered for

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