Tag Archives: Pan American World Airways

1–3 May 1976

Pan American World Airways’ Boeing 747SP-21 N533PA, s/n 21025, renamed Clipper New Horizons in 1977, with the “Flight 50” insignia. (CNN.com)

1–3 May 1976: Pan American World Airways’ Boeing 747SP–21 Clipper Liberty Bell, N533PA, departed New York’s John F. Kennedy International Airport, on a record-setting around the world flight. Under the command of Captain Walter H. Mullikan, the airline’s chief pilot, the flight crew included co-pilots Albert A. Frink, Lyman G. Watt, and flight engineers Frank Cassaniti and Edwards Shields. The airliner carried 98 passengers. The flight set a new speed record for a flight around the world, eastbound, and three speed records for commercial airline routes.

Clipper Liberty Bell flew eastward from New York JFK to Indira Ghandi International Airport (DEL), New Delhi, India, a distance of 8,081 miles (13,005.1 kilometers), at an average speed of 869.63 kilometers per hour (540.363 miles per hour).¹ After servicing the 747, it continued on its journey. The next destination was Tokyo International Airport (HND), Tokyo, Japan. This stage covered 7,539 miles (12,132.8 kilometers). The airliner’s average speed was 421.20 kilometers per hour (261.722 miles per hour).² Striking Pan Am workers at Tokyo delayed preparing the airliner for the next leg of the journey. After refueling, the Pan American flight continued on to its starting point, John F. Kennedy International Airport, New York, New York. This final leg was 7,517 miles (12,097.4 kilometers). The average speed was 912.50 kilometers per hour (567.001 miles per hour).³

The total duration of the flight was 46 hours, 1 second. The actual flight time was 39 hours, 25 minutes, 53 seconds. Total distance flown was 23,137 miles (37,235.4 kilometers). The average speed for the entire flight was 809.24 kilometers per hour (502.838 miles per hour).⁴

Clipper Liberty Bell had been christened in a ceremony at Indianapolis on 30 April 1976 by Betty Ford, First Lady of the United States of America.

In 1977, Captain Mullikin flew the same 747SP on another circumnavigation, 29–31 October 1977, but this time it crossed both the North and South Poles. Renamed Clipper New Horizons, 21025 set 7 world records on that flight, with a total flight time of 54 hours, 7 minutes, 12 seconds. This trip was called “Flight 50.”

The Boeing 747SP (“Special Performance”) is a very long range variant of the 747–100 series airliners. The airplane is 48 feet, 5 inches (14.757 meters) shorter than the –100, the vertical fin is 5 feet (1.5 meters) taller and the span of horizontal stabilizer has been  increased. The weight savings allows it to carry more fuel for longer flights, and it is also faster. The maximum number of passengers that could be carried was 400, with a maximum of 45 on the upper deck. Boeing built 45 747SPs.

The 747SP is 184 feet, 9 inches (56.312 meters) long, with a wingspan of 195 feet, 8 inches (59.639 meters). It has an overall height of 65 feet, 1 inch, at maximum gross weight and 65 feet, 10 inches (19.837–20.066 meters), empty. It has an operating empty weight of 337,100 pounds (152,906 kilograms), and a maximum takeoff weight of 700,000 pounds (317,515 kilograms).

Boeing 747SP three-view illustration with dimensions

The 747SP could be ordered with Pratt & Whitney JT9D- or Rolls-Royce RB211-series engines. These engines had a range of thrust of 43,500–51,980 pounds (193.50–231.22 kilonewtons) for takeoff (5-minute limit), and resulted in variations of the airliner’s empty weight and fuel capacity.

The airliner had a design cruising speed (VC) of 0.86 Mach, and a maximum operating speed (VMO/MMO) of 375 knots KEAS, or 0.92 Mach. The service ceiling is 45,100 feet (13,746 meters) and the design range is 5,830 nautical miles (6,709 statute miles/10,797 kilometers). The fuel capacity is 48,780 U.S. gallons (184,652 liters), and it carries 600 gallons (2,271 liters) of water for engine injection.

Boeing 747SP–21 N40135, c/n 21025, 1 January 1975. (747SP.com)

The record-setting Boeing 747SP-21, serial number 21025, was the fourth Special Performance 747 built, and one of 10 that had been ordered by Pan American World Airways. It first flew 8 October 1975, in Boeing’s corporate paint scheme. It was then retained for use in the test fleet. When flight testing was completed, the airliner was refurbished and repainted in the Pan Am livery. It was delivered to the airline 5 March 1976 and registered N533PA.

While in the Pan Am fleet, N533PA also carried the names Clipper New Horizons, Clipper Young America and Clipper San Francisco.

Pan Am Boeing 747SP–21, N533PA, c/n 21025, renamed Clipper Young America, circa 1985.  It still carries the “Flight 50” insignia. (747SP.com)
Compare this standard Boeing 747–121, Pan American’s Clipper Sea Serpent, N655PA, to the 747SP in the photograph above. (Detail from image by Bruno Geiger)

Pan American sold its fleet of Boeing 747SPs to United Airlines in 1986. 21025 was re-registered N143UA to reflect its new ownership. Twenty years after its first flight, 21025 was removed from service in 1995 and placed in storage at Ardmore, Oklahoma. It was scrapped in December 1997. The airliner had accumulated 78,941 total flight hours on its airframe (TTAF) with 10,733 cycles.

United Air Lines’ Boeing 747SP–21 N143UA, c/n 21025. (747SP.com)

¹ FAI Record File Number 5671

² FAI Record File Number 5669

³ FAI Record File Number 1338

⁴ FAI Record File Number 5670

© 2019, Bryan R. Swopes

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27 March 1977

A recent photograph looking west-northwest (300° Magnetic) along Runway 30 at Los Rodeos Airport (TFN), Tenerife, Canary Islands. (© Claudio)

27 March 1977: The deadliest accident in the history of aviation occurred when two Boeing 747 airliners collided on the runway on the island of Tenerife in the Canary Islands. 583 people died.

A terrorist incident at Gran Canaria International Airport (LPA) on the island of Gran Canaria resulted in the airport being closed for flight operations. This forced many trans-Atlantic airliners to divert to the smaller Los Rodeos Airport (TFN) on Tenerife. The ramp and taxiways at Los Rodeos were congested and refuelers were overwhelmed by the increased traffic, which led to many delays.

A Pan American World Airways Boeing 747-121, N750PA, similar to N736PA. (Michael Gilliand via Wikipedia)

Los Rodeos Airport has only one runway, Runway 12/30, with a parallel taxiway and four short taxiways joining the two.

Pan American World Airways’ Flight 1736, a Boeing 747-121, FAA registration number N736PA, named Clipper Victor ¹ was ready for takeoff with 380 passengers and crew, but had to “back taxi” on Runway 12 (“One-Two”) because the parallel taxiway was jammed with airplanes. The airliner proceeded east-southeast, intending to exit the runway to the parallel taxiway after passing by the congestion around the terminal.

Also on the runway was Koninklijke Luchtvaart Maatschappij (KLM) Flight 4805, a Boeing 747-206B, PH-BUF, named Rijn (“Rhine”). The KLM jumbo jet had 248 passengers and crew members on board. Flight 4805 had back-taxied for the entire length of Runway 12, then made a 180° turn to align itself with Runway 30, the “active” runway.

KLM Royal Dutch Airways’ Boeing 747-206B PH-BUF, Rijn. (clipperarctic via Wikipedia)

Weather at the time of the accident was IFR, with low clouds and fog. Visibility on the runway was restricted to about 1,000 feet (305 meters). Takeoff rules required a minimum of 2,300 feet (701 meters). What happened next was a misunderstanding between the air traffic controllers and the crew of both airliners.

The control tower instructed KLM 4805 to taxi into position on Runway 30 (“Three-Zero”) for takeoff, and to hold there for release. The Pan Am airliner was told to taxi off the runway and to report when clear. The tower controllers could not see either airliner because of the fog, and their flight crews could not see each other.

The aircraft commander of the Dutch airliner, that company’s Chief Pilot and Chief Flight Instructor, Captain Jacob Veldhuyzen Van Zanten, apparently misunderstood what was occurring and radioed to the tower that he was taking off. He then accelerated.

The crew in the Pan Am airliner heard the KLM pilot report that he was taking off, immediately turned left and ran the engines up to full throttle in order to try to get off the runway. With the KLM 747 accelerating through the fog, its flight crew belatedly realized that the other airliner was still ahead of them. Too late to stop, they applied full power and pulled the nose up trying to takeoff. The tail of their airplane actually dragged over sixty feet (18 meters) on the runway because its extreme nose up angle.

Computer-generated illustration of the moment of impact as KLM Flight 4805 hits Pan Am Flight 1736 on the runway at Tenerife. (PBS Nova)

KLM 4805 lifted off about 300 feet (91 meters) from Pan Am 1736, and because of the high angle of attack, its nose wheel actually passed over American airliner’s fuselage, but the rest of the Dutch airplane hit at 140 knots (259 kilometers per hour). Clipper Victor was ripped in half, caught fire and exploded. Rijn crashed about 250 yards (229 meters) down the runway, and it also caught fire and exploded.

All 248 people aboard the Royal Dutch Airlines airplane were killed. Miraculously, there were 61 survivors from the Pan Am Clipper, including the co-pilot, but the remaining 335 died.

Two Boeing 747 airliners collided on the runway at Tenerife, 27 March 1977. (Unattributed)

The 747-100 series was the first version of the Boeing 747 to be built. It was operated by a flight crew of three and was designed to carry 366 to 452 passengers. It is 231 feet, 10.2 inches (70.668 meters) long with a wingspan of 195 feet, 8 inches (59.639 meters) and overall height of 63 feet, 5 inches (19.329 meters). The interior cabin width is 20 feet (6.096 meters), giving it the name “wide body.” Its empty weight is 370,816 pounds (168,199 kilograms) and the Maximum Takeoff Weight (MTOW) is 735,000 pounds (333,390 kilograms).

The 747-100 is powered by four Pratt & Whitney JT9D-7A high-bypass ratio turbofan engines. The JT9D is a two-spool, axial-flow turbofan engine with a single-stage fan section, 14-stage compressor (11 high- and 3 low-pressure stages) and 6-stage turbine (2 high- and 4 low-pressure stages). The engine is rated at 46,950 pounds of thrust (208.844 kilonewtons), or 48,570 pounds (216.050 kilonewtons) with water injection (2½-minute limit). This engine has a maximum diameter of 7 feet, 11.6 inches (2.428 meters), is 12 feet, 10.2 inches (3.917 meters) long and weighs 8,850 pounds (4,014 kilograms).

The 747-100 has a cruise speed of 0.84 Mach (555 miles per hour, 893 kilometers per hour) at 35,000 feet (10,668 meters). The maximum certificated operating speed is 0.92 Mach. The airliner’s maximum range is 6,100 miles (9,817 kilometers).

The Boeing 747 has been in production for 48 years. More than 1,520 have been delivered to date. 205 of these were the 747-100 series. The U.S. Air Force has selected the Boeing 747-8 as the next presidential transport aircraft.

¹ Pan American World Airways’ Boeing 747 Clipper Victor was the very first Boeing 747 in service. It made its first commercial passenger flight, New York to London, 22 January 1970. Another airliner, Clipper Young America, was scheduled to  make that flight but suffered mechanical problems shortly before departure. Clipper Victor was substituted, but Pan Am changed the airliner’s name to Clipper Young America. On 2 August 1970, N736PA was hijacked to Cuba, and afterwards, to avoid the negative publicity, the name of the 747 was changed back to Clipper Victor.

© 2019, Bryan R. Swopes

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26 March 1955

Pan American World Airways' Boeing 377-10-26 Stratocruiser serial number 15932, N1032V.
Pan American World Airways’ Boeing 377 Stratocruiser Clipper United States, N1032V.

26 March 1955: At 8:15 a.m. Saturday morning, Pan American World Airways Flight 845/26, a Boeing 377 Stratocruiser, Clipper United States, N1032V, departed Seattle-Tacoma Airport (SEA, or “SeaTac”) on a flight to Sydney, Australia, with intermediate stops at Portland, Oregon, and Honolulu, Hawaii. The airliner departed Portland (PDX) at 10:21 a.m., with a crew of 8 and 15 passengers on board.

Captain Herman S. Joslyn was in command of N1032V, with First Officer Angus Gustavus Hendrick, Jr.; Second Officer Michael F. Kerwick; Flight Engineer Donald Read Fowler; and Assistant Flight Engineer Stuart Bachman. The cabin crew were Purser Natalie R. Parker, Stewardess Elizabeth M. Thompson, and Steward James D. Peppin.

Clipper United States was cruising at 10,000 feet (3,048 meters) when a severe vibration began, lasting 5–8 seconds. The Number 3 engine (inboard, right) was violently torn off of the starboard wing. The damage to the airplane resulted in severe buffeting. The nose pitched down and airspeed increased. Captain Joslyn reduced engine power to limit airspeed. The Stratocruiser quickly lost 5,000 feet (1,524 meters). Because of damage to the engines’ electrical system, the flight engineer was not able to increase power on the remaining three engines. The Boeing 377 was too heavy at this early stage in the flight to maintain its altitude.

At 11:12 a.m. (19:12 UTC) the flight crew ditched the Stratocruiser into the north Pacific Ocean, approximately 35 miles (56 kilometers) west of the Oregon coastline. [N. 43° 48′ 15″, W. 125° 12′ 40″] The conditions were ideal for ditching,¹ but the impact was hard. Seats were torn loose, and several occupants were injured. Evacuation began and all three life rafts were inflated. The water temperature was 47 °F. (8.3  °C.).

A North American Aviation F-86F Sabre flown by Captain W. L. Parks, 142nd Fighter Interceptor Group, Oregon Air National Guard, located the scene of the ditching and observed smoke flares which led to two life rafts tied together. A Lockheed Constellation was also inbound to the scene from the south. After confirming that Air Force rescue aircraft were on the way, Captain Parks returned to Portland, very low on fuel.

Miss Natalie R. Parker (Medford Tribune)

The airliner’s purser, Miss Natalie R. Parks,² had been assisting passengers with their life vests and seat belts when the airliner hit the water. Standing in the aisle, she was thrown forward, knocking down five rows of seats as she hit them. She was badly bruised and suffering from shock.

Along with other crew members, Miss Parker assisted the passengers in abandoning the sinking Stratocruiser. After entering the water, some began to drift away. Miss Parker, despite her injuries, swam after one and towed him back to an inflated raft.

Her actions were particularly mentioned in the Civil Aeronautics Board accident investigation report:

The purser, a woman, although suffering from shock swam and towed the only seriously injured passenger to the nearest raft, some 200 feet [61 meters] distant.

—Civil Aeronautics Board Accident Investigation Report SA-304 File No. 1-0039, 15 November 1955, History of the Flight

The airliner floated for about 20 minutes before sinking. Of the 23 persons on board, four, passengers John Peterson, David Darrow, First Officer Hendrick, and Flight Engineer Fowler, died of injuries and exposure.

The survivors were rescued after two hours by the crew of USS Bayfield (APA-33), a U.S. Navy attack transport.

The U.S. Navy attack transport USS Bayfield (APA-33) during the rescue of the survivors of Pan Am Flight 845/26, 26 March 1955. A Standard Oil Co. tanker, SS Idaho Falls, stands by to assist. Two of the airliner’s life rafts are visible at the right edge of this photograph. One is at the end of the smoke trail crossing the center of the image. The other is a bright object at the right lower corner. (U.S. Coast Guard)

During the Civil Aeronautics Board hearings into the accident, Vice Chairman Joseph P. Adams commended the flight’s purser, Miss Parker:

“. . . all of us feel inspired that a fellow citizen, or just a fellow human being, can rise to such an occasion in the manner in which you did. It is most commendable, Miss Parker.”

—Civil Aeronautics Board Accident Investigation Report SA-304 File No. 1-0039, 15 November 1955, Footnote 3

Because the engine and propeller were not recovered, the exact nature of the failure could not be determined, but the most likely cause was considered to be a fracture of a propeller blade resulting in a severely unbalanced condition, followed by the violent separation of the engine from the wing. This was the fifth time that a Boeing 377 Stratocruiser had lost an engine following the failure of a hollow-steel Hamilton Standard 2J17 propeller blade.

When the flight engineer attempted to increase the propeller r.p.m. on the three engines simultaneously, an electrical overload occurred which opened the master circuit breaker. This prevented any engine power increase.

Airline stewardesses examine a cutaway model of the Boeing Stratocruiser. (Museum of History & Industry, Seattle)

Clipper United States was a Boeing Model 377-10-26, serial number 15932, registered N1032V. It was one of twenty of a specific variant built for Pan American World Airways. The airliner had been delivered to Pan Am on 21 May 1949. At the time of its loss, it had flown a total of 13,655 hours.

The Model 377 was a large, four-engine civil transport which had been developed, along with the military C-97 Stratofreighter, from the World War II B-29 Superfortress long-range heavy bomber. It utilized the wings and engines of the improved B-50 Superfortress. The airplane was operated by a flight crew of four. It was a double-deck aircraft, with the flight deck, passenger cabin and galley on the upper deck and a lounge and cargo compartments on the lower. The airliner was pressurized and could maintain Sea Level atmospheric pressure while flying at 15,500 feet (4,724 meters). The Model 377 could be configured to carry up to 100 passengers, or 28 in sleeping births.

A color photograph of a Pan American World Airways Boeing 377 Stratocruiser in flight. (Pan Am)
A Pan American World Airways Boeing 377 Stratocruiser in flight. (Boeing)

The Stratocruiser was 110 feet, 4 inches (33.630 meters) long with a wingspan of 141 feet, 3 inches (43.053 meters) and overall height of 38 feet, 3 inches (11.659 meters). The airliner had an empty weight of 83,500 pounds (37,875 kilograms) and the maximum takeoff weight was 148,000 pounds (67,132 kilograms).

N1032V was powered by four air-cooled, supercharged, 4,362.49-cubic-inch-displacement (71.488 liter) Pratt & Whitney Wasp Major B6 engines. These were four-row, 28-cylinder, radial engines with a compression ratio of 6.7:1.

The B6 had a Normal Power rating of 2,650 horsepower at 2,550 r.p.m., at 5,500 feet (1,676 meters), and Maximum Continuous Power rating of 2,800 horsepower at 2,550 r.p.m. at 3,500 feet (1,067 meters). The Takeoff Power rating was 3,500 horsepower at 2,700 r.p.m. with water/alcohol injection. ³

The engines drove four-bladed Hamilton Standard Hydromatic 24260 constant-speed propellers with a diameter of 17 feet (5.182 meters) through a 0.375:1 gear reduction.

The Wasp Major B6 was 4 feet, 7.00 inches (1.397 meters) in diameter and 8 feet, 0.50 inches (2.451 meters) long. It weighed 3,584 pounds (1,626 kilograms), dry. The propeller assembly weighed 761 pounds (345 kilograms).

The 377 had a cruise speed of 301 miles per hour (484 kilometers per hour) and a maximum speed of 375 miles per hour (604 kilometers per hour). During testing by Boeing, a 377 reached 409 miles per hour (658 kilometers per hour). Its service ceiling was 32,000 feet (9,754 meters) and the range was 4,200 miles (6,759 kilometers).

Boeing built 56 Model 377 Stratocruisers, with Pan American as the primary user, and another 888 military C-97 Stratofreighter and KC-97 Stratotankers.

Clipper America, a Pan American World Airways Boeing Model 377 Stratocruiser. (Boeing)

¹ Captain G.B. Cardew, master of the Matson Lines’ S.S. Hawaiian Educator, which had arrived on scene soon after the ditching, said, “The weather was perfect. The sea was calm and the sky warm and clear.”  —Oakland Tribune, Vol. CLXII, No. 86, Sunday, 27 March 1955, Page 2-A, Column 3

Natalie Parker, 1943. (Crater)

² Miss Natalie R. Parker was born 2 June 1925, the first child of Carold J. Parker, a potato chip manufacturer, and Ruth A. Parker, of Portland, Oregon. She attended Medford High School with the Class of 1943, where she was very active in extracurricular activities. Following graduation from high school, Miss Parker attended Reed College at Portland.

In 1945, Miss Parker enlisted in the United States Cadet Nurse Corps, U.S. Public Health Service, and trained as a nurse at the Johns Hopkins Hospital School of Nursing, Baltimore, Maryland. She graduated 13 June 1948.

Miss Parker joined Pan American World Airways in 1951.

Miss Natalie R. Parker married Rodney Collins Earnest, a building contractor, in Ellsworth, Maine, 21 October 1956. They resided in Seattle, Washington.

³ During a demonstration of the Pratt & Whitney Wasp Major engine (military designation, R-4360) a regular production engine was taken from the assembly line and run for 22 continuous hours at 4,400 horsepower, then checked and run for another hour at 4,850 horsepower. It was then run for 100 hours at 3,000 horsepower, and 50 hours at 3,500 horsepower. When the engine was disassembled for inspection, it remained in serviceable condition.

© 2019, Bryan R. Swopes

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7 February 1964

The Beatles arrival at New York, 7 February 1964. N704PA is the airliner in the background.
The Beatles arrival at New York, 7 February 1964. N704PA is the airliner in the background. (Detail from Los Angeles Times photograph)

7 February 1964: At 1:20 p.m. EST, The Beatles, John Lennon, Paul McCartney, George Harrison and Ringo Starr, arrived in America at John F. Kennedy International Airport from London aboard Pan American World Airways’ Flight 101, a Boeing 707-331, serial number 17683, N704PA, named Jet Clipper Defiance. They were welcomed by an estimated 4,000 fans and 200 journalists.

This was the performers’ first visit to the United States. During their three week tour, they were twice guests on “The Ed Sullivan Show”, with each live television appearance being watched by more than 70,000,000 persons. They performed concerts at the Washington Coliseum, Washington, D.C., and at Carnegie Hall, New York City. The Beatles returned to the United Kingdom, 22 February 1964.

FILE - In this Feb. 9, 1964 file photo, Paul McCartney, right, shows his guitar to Ed Sullivan before the Beatles' live television appearance on "The Ed Sullivan Show" in New York. Behind Sullivan, from left, Beatles manager Brian Epstein, John Lennon, and Ringo Starr. CBS is planning a two-hour special on Feb. 9, 2014, to mark the 50th anniversary of the Beatles’ groundbreaking first appearance on “The Ed Sullivan Show.” (AP Photo, File)
Paul McCartney (right) shows his left-handed Hoffner 500/1 electric bass guitar to Ed Sullivan, 9 February 1964. Behind Sullivan’s left shoulder is John Lennon. Just visible behind McCartney is Ringo Starr. (AP Photo)

The Boeing 707 was developed from the earlier Model 367–80 prototype, the “Dash Eighty.” It is a four-engine jet transport with swept wings and tail surfaces. The leading edge of the wings are swept at a 35° angle.

The 707-331 had a flight crew of three: pilot, co-pilot and flight engineer. It could carry a maximum of 189 passengers. It was was 152 feet, 11 inches (46.609 meters) long, with a wingspan of 145 feet, 9 inches (44.425 meters) and overall height 42 feet, 1 inches (12.827 meters) at its operating empty weight. The leading edges of the wings and tail surfaces are swept 35°. The fuselage has a maximum diameter of 12 feet, 8.0 inches (3.759 meters). The -321B has a typical empty weight of 142,780 pounds (64,764 kilograms), and a maximum takeoff weight (MTOW) of 327,000 pounds (148,325 kilograms). The usable fuel capacity is 23,855 gallons (90,301 liters).

Pan American World Airways’ Boeing 707-331 N704PA, Jet Clipper Defiance, at Stockholm, July 1966. (© Lars Söderström)

All 707-series aircraft are powered by four jet engines installed in nacelles below and forward of the wings on pylons. N704PA was powered by four Pratt & Whitney Turbo Wasp JT4A-12 two-spool, axial-flow turbofan engine with a 2-stage fan, 15-stage compressor (8 low-, 7 high-pressure stages) and 3-stage turbine (1 high- and 2 low-pressure stages). It was rated at 14,900 pounds of thrust ( kilonewtons), maximum continuous power, and 17,500 pounds of thrust (77.844 kilonewtons) at 9,355 r.p.m. (N₂) for takeoff. The engine was 12 feet, 0.1 inches (3.660 meters) long, 3 feet, 6.5 inches (1.080 meters) in diameter, and weighed 5,100 pounds (2,313 kilograms).

The 707-331 had a maximum operating speed (MMO) of 0.887 Mach, above 25,000 feet (7,620 meters). At 24,900 feet (7,590 meters), its maximum indicated airspeed (VMO) was 378 knots (435 miles per hour/700 kilometers per hour).

At MTOW, the 707-331 required 10,840 feet (3,304 meters) of runway for takeoff.

The Boeing 707 was in production from 1958 to 1979. 1,010 were built. As of 2013, just ten 707s were still in service.

Jet Clipper Defiance was originally registered to Trans World Airways as N771TW, but never delivered. (It carried a Trans World Airlines model number, 707-331, rather than a Pan American code, 707-321.) It was then sold to Pan Am, delivered 23 March 1960 and registered N704PA. Late in its career, it was leased to several smaller airlines.

Pan Am sold N704PA to Air Vietnam (Hàng không Việt Nam) 21 December 1973. It was registered XV-NJD. After the Fall of Sài Gòn, 30 April 1975, Pan American reacquired the airliner, and then resold it to Aerotron Aircraft Radio, Inc., Long Beach, California. It was re-registered N9230Z. This registration was cancelled 8 January 1976. Jet Clipper Defiance was scrapped at Long Beach inJune 1977.

Hàng không Việt Nam‘s Boeing 707-331, XV-NJD, c/n 17683, at Kai Tak International Airport (HKG), 8 December 1974. (VOLPATI/Wikimedia Commons)

© 2019, Bryan R. Swopes

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3 February 1946

Pan American World Airways first Lockheed L-049 Constellation, NC88836, photographed at Burbank, California in December 1945. It i stemporarily marked NX88836. (Lockheed photograph via R.A. Scholefield Collection)
Pan American World Airways’ first Lockheed L-049 Constellation, NC88836, serial number 2036, photographed at Lockheed Air Terminal, Burbank, California in December 1945. It is temporarily marked NX88836. (Lockheed Martin photograph via R.A. Scholefield Collection)

3 February 1946: Pan American World Airways inaugurated the commercial operation of its new Lockheed L-049-46-21 Constellation, Clipper Mayflower, NC88836, with scheduled flights from New York to Bermuda. The Constellation flew the southbound route in 2 hours, 22 minutes.

On the same day, at 4:17 p.m., Eastern Standard Time, another Pan Am Constellation, under the command of Captain Robert D. Fordyce, departed LaGuardia Airport, New York, for London, England, with 30 passengers and a ton of cargo. The Lockheed made refueling stops at Gander, Newfoundland, and Shannon, Ireland, before finally arriving at Hurn Airport, Bournemouth, (approximately 100 miles southwest of London) at 7:50 a.m., EST, (12:50 GMT), 4 February, 1946. The total elapsed time was 15 hours, 32 minutes, with 12 hours, 49 minutes of actual flight.

According to Logbook Magazine, NC88836, Lockheed serial number 2036, was delivered to Pan Am on 5 January 1946. While with the airline it also carried the name Clipper Yankee Ranger. 2036 was transferred to Cubana de Aviación (owned by Pan Am since 1932) in 1953, and re-registered CU-T-547. It served with several other airlines over the next 15 years, including El Al Israel Airlines, registered 4X-AKE. The Constellation was taken out of service in 1968 and placed in storage at Tel Aviv. It was scrapped later that year.

The Lockheed Constellation first flew in 1942, and was produced for the U.S. Army Air Corps as the C-69. With the end of World War II, commercial airlines needed new airliners for the post-war boom. The Constellation had transoceanic range and a pressurized cabin for passenger comfort.

Pan American World Airway's' Lockheed L-049 Constellation NC88836, Clipper Mayflower, at London Heathrow Airport, 1946. (Royal Air Force Museum)
Pan American World Airway’s’ Lockheed L-049 Constellation NC88836, Clipper Mayflower, at London Airport, 1946. (Royal Air Force Museum)

The Lockheed L-049 Constellation was operated by a flight crew of four and could carry up to 81 passengers. The airplane was 95 feet, 1 316 inches (28.986 meters) long with a wingspan of 123 feet, 0 inches (37.490 meters), and overall height of 23 feet, 7⅞ inches (7.210 meters). It had an empty weight of 49,392 pounds (22,403.8 kilograms) and maximum takeoff weight of 86,250 pounds (39,122.3 kilograms).

The L-049 was powered by four air-cooled, supercharged and fuel-injected, 3,347.662-cubic-inch-displacement (54.858 liter) Wright Aeronautical Division Cyclone 18 ¹ 745C18BA3 two-row 18-cylinder radial engines with a compression ratio of 6.5:1. The -BA3 was rated at 2,000 horsepower at 2,400 r.p.m., or 2,200 horsepower at 2,800 r.p.m., for takeoff, (five minute limit). The engines drove 15 foot, 2 inch (4.623 meter) diameter, three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 0.4375:1 gear reduction. The 745C18BA3 was 6 feet, 4.13 inches (1.934 meters) long, 4 feet, 7.78 inches (1.417 meters) in diameter and weighed 2,842 pounds (1,289.11 kilograms).

The L-049 had a cruise speed of 313 miles per hour (503.72 kilometers per hour) and a range of 3,995 miles (6,429.3 kilometers). Its service ceiling was 25,300 feet (7,711 meters).

22 C-69s and 856 Constellations of all types were built. Designed by the famous Kelly Johnson, the Lockheed Constellation was in production from 1943–1958 in both civilian airliner and military transport versions. It is the classic propeller-driven transcontinental and transoceanic airliner.

Crewmembers of Pan American World Airways' Clipper American, a Lockheed L-749 Constellation, N86527. (Pan American World Airways photograph via)
Crew members of Pan American World Airways’ Clipper America, a Lockheed L-749 Constellation, N86527. Clipper America and her crew, under Captain Hugh H. Gordon, with twenty passengers, circled the world 17–29 June 1947, in 92 hours, 43 minutes flight time. (Pan American World Airways photograph via everythingPanAm.com)

¹ The Cyclone 18 series was also known as the Duplex Cyclone.

© 2019, Bryan R. Swopes

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