Pan American Airways Photos
Robert S. "Bob" Winter
(July 30, 1916-October 29, 2006)

Avionics Engineering HGR-17, Kennedy Airport, New York

Bob Winter in Pan Am Mechanics Uniform, Miami, FL

Robert S. Winter, Jr. worked for Pan American Airways from 1940 in Miami, Florida until his retirement in 1980 at Kennedy Airport--a career that spanned forty years. His specialty was electronics, especially instrumentation. These photo were in his collections.

For a wonderful collection of photos of: Pan Am and Miami Airport Photos

Summary of Bob Winter's Career

Bob Winter
Bob attended a variety of schools.
1923-1927 Various Elementary Schools in Detroit, MI
1927-1928 Mariemont Elementary, Mariemont, Ohio
1928-1930 Thomas A. Edison, Detroit, MI
09/1930-11/1930 Cooley High School, Detroit, MI
11/30/1930-06/1931 Bunker Hill Junior High, Muskegon, MI
09/1931-06/1934 Muskegon High School, Muskegon, MI
09/1934-06/1938 Olivet College, Olivet, MI
09/1938-06/1939 University of Iowa, Iowa City, Iowa
09/1939-06/1940 Massachusetts Radio School, Boston, MA

Robert S. Winter Sr, Velma White Winter and Robert S. "Bob" Winter Jr. at Anna Scripps Whitcomb Conservatory, Detroit, MI ca 1920.

Robert Winter Jr. was born at home in Woonsocket, RI, on Collins Avenue. The family moved in 1919 to Detroit, MI on Northwestern Ave.Then Philadelphia Avenue then to Tyler Avenue—out Linwood Avenue. Also they were on Davison Avenue.

At age 11, the family moved to Mariemont, a suburb of Cincinnati for a year. It was near Miami Bluff and the Little Miami River. This was an industry owned place. Steam was piped to homes from an underground utility. They then returned to Detroit on Penrod Avenue. They attended church nearby that our friend Dave Ross attended. Robert Jr. just started high school when they moved to Muskegon, MI and Peck Street, near car ferry. His father worked at Continental Motors. They also lived on Miner Street near Lake Michigan. Later moved close in on Peck and Southern Street near Hackley Hospital. His dad now worked in Muskegon Heights for Norge Refrigerators, production shift-forman. He also was factory manager a Freeman4-wheel drive truck facility (1929-30) at $100/week. An English teacher at the school, Celestia Eddy, lived next door and raised one of Bob Winter's friend's, Steve Newley.

Bob on bike in Mariemont, OH. Got bike for 12 birthday.

On Bob Winter's Security Questionnaire, he lists the schools he attended. He was in school in Detroit until 1927 when the family moved to Mariemont, Ohio. In 1920, his father was a manager for Wilton Engineering in Detroit. They lived at 1259 West Philadelphia Ave. In 1921, he was a draftsman. In 1922, there is a Robert S. Winter working as a production engineer and living at 2677 Northwestern Ave in Detroit. Later moved back to Wrentham and worked at Nathan Fisher's Livery at right in photo below.

His father had worked for Rickenbacker Motors. Bob's son, Robert III, recalls that his grandfather was maybe in charge of the production line. Rickenbacker quit the company in 1926. In November of 1926, bankruptcy proceeding began. The company carried on for a short while filling outstanding orders. Apparently, Bob's dad received a job offer in Mariemont likely associated with all the construction taking place. Bob Winter states that from 1927-1928 he attended Mariemont Elementary School in Ohio. This is a very interesting fact. Mariemont, Ohio, at that time was in the middle of being constructed as a planned community. It was being paid for by Mary Muhlenberg Emery, a wealthy philanthropist. She hired a celebrated city planner to carry out her dream. Acquisition of the property located about ten miles east of downtown Cincinnati and on a plateau above the Little Miami River began in 1913. The first spadeful of Earth for Mariemont was turned by Mrs. Emery on April 23, 1923. Twenty-five of the country’s leading architects were employed to work with the plan developed by John Nolen, the eminent town-planner hired by the Mariemont Company to design and build this community on the 420 acres of gently rolling farm land anciently inhabited by Indians. The first building was completed in 1924-25. The school was actually the Dale Park School; there was no Mariemont Elementary School until around 1950. He said he attended various schools from 1923 to 1927 in Detroit, MI and returned to Detroit and Thomas A. Edison Elementary School in 1928. Bob would have been eleven in 1927 and hence, in fifth grade. A newspaper clipping included the name of the fifth grade teacher at Dale Park School, she was Marie Hawk. She married the eventual mayor, E. Boyd Jordan, and taught for 42 years, dying in 1996. Here is a link to the history of Mariemont, OH.

Dale Park School in 1928. Bob Winter is very likely in this photo, however quality is not good enough to identify him. I am searching for a better version.

While at Thomas A. Edison School in Detroit, he won a writing award worth $100 and was pictured in the newspaper. The original picture is included.

In 1930, the family was renting a new house on 14914 Penrod Street, Detroit. The home still exists, see photo below:

Bob Winter attended Muskegon Senior High School in Muskegon, Michigan, 1931-1934. He was active on the school magazine and editor of the magazine during his senior year. He was class valedictorian.

Bob Winter earned a B. S. at Olivet College in Michigan. When he was a child, his Aunt Almira Augusta White Read gave him $1000 for his college fund. She gave his cousin, Donald White, the same. There, he majored in physics and mathematics. At Olivet, he worked in the dining hall and kitchen and was a grader for physics classes. He was an avid bicyclist.

He next attended University of Iowa for one year on a fellowship working towards a master's degree in physics (1938-1939). He was a Lab Instructor at Iowa. He and his fiancé, Mary Elizabeth "Polly" Parrott, broke up. He was so despondent that he chose not to return for a second year.


University of Iowa course catalog--1938-39--Bob as a graduate student, UI library archives

He then completed a course at Massachusetts Radio School (Sept 1939-June 1940), obtaining commercial radio-telephone first class and radio-telegraph second class licenses. The school was located at 18 Boylston St., Boston. A graduate of the school became a supervisor at Pan Am. He came back to the school to recruit. Bob was hired as a mechanic and maintenance person. He was told, "I don't know if you will be a mechanic or radio operator." He had to pass a test in Morse Code which he never used. He had built a crystal radio as a boy in Detroit.

Click here for a copy of his demanding final exam: Mass Radio School Final Exam

He joined Pan American in Miami. Florida, July 23, 1940 at Dinner Key, and spent six years in radio maintenance including the positions of Radio Inspector and Foreman of the Radio Shop. He was assigned c. n. p., (clean and paint), he cleaned, sanded and painted radios, etc.

On October 27, 1940, Robert Winter married Lois Lincoln Brown, his fiancé from Massachusetts. They were married in the Plymouth Congregational Church in Coconut Grove, Florida.

He joined the Engineering Department as Technical Writer in 1947, preparing maintenance procedures, and after one year in this capacity was assigned to the Engineering, Instrument and Electrical section as a Service Engineer. In 1960, he was appointed Supervisor of the Instrument and Electrical group and in 1964 was made Supervisor, Avionics Engineering. In this capacity, he was responsible for auto flight control, instrument and electronics engineering for Pan Am’s Miami Base. He tells of a trip to Panama to test autopilot operation. On the way home, Bob and the pilot fell asleep, copilot was wide awake and used autopilot successfully.

He met Herbert Hoover while going through revolving door at the old Eastern Airlines terminal.

1940-1946 Communications Department, PAA, Miami - Radio Mechanic, Radio Mechanic First Class, Radio Inspector, Radio Shop Foreman, Dinner Key Asst., Radio Shop Forman, PAF; assisted in office or Aircraft Radio Maintenance Supervisor.

1946-1947 Maintenance Procedure: Station, PAA, Miami

1947-1953 Senior Areo Engineer, Instrument & Electrical Section

July 1953 - April 1954 Staff Engineer, Component. Service Engineering Section

April 1954 - December 1959 Staff Engineer, Specialist Engineer, Instrument & Electrical Design Section

Business Experience,

Sept. 1957 -April. 1959

Represented the Engineering Department on the Jet Provisioning Team, attending provisioning/training sessions at the following vendors: Jack & Heintz; Minneapolis-Honeywell; Carrier; and Westinghouse. Attended a two-week factory training course on the DC-8 electrical system in September, 1959.

Jan. 1960 - March, 1961

Supervisor, I.&E. Group in Jet Aircraft Service Engineering Section. Attended training courses on KIFIS system at Kollsman factory, and SP-30 autopilot at Sperry during 1960. Member All Weather Maintenance Committee, 1963-1964.

March 1964-Aug 1968

Supervisor, Avionics Engineering, PAA, Miami.

Attended three-day Sperry Digital Computer Courses at Miami.
Attended two-week B727 Electronics Course at Boeing factory in 1965.
Took PAA B727 General Familiarization Course (12 hours) in 1966.
Served as Supt. Component Engineering (Acting) from November 15, 1965 until January 28, 1966

Sept 1968-Dec 1968 Supervisor Avionics Service Engineering, PAA, JFK, Member of B747 Avionics Maintainability Working Group.

Jan 1969-Dec 1970 Superintendent Avionics Service Engineering PAA, JFK. Attended four-day B747 Familiarization Course given by PAA Jan 1969.


Member FAA Management Club (NAP)
Member Plymouth Congregational Church


House Modifications and Classical Music

Since 1960, Mr. Winter took an active part in the engineering or flight testing of the following projects requiring STC approval:

Cockpit Voice Recorder Installation - DC6B

Dual Doppler Navigation System - DC-8

Low Range Radio Altimeter System - DC-8, B707
Clear Air Turbulence Detection System Evaluation
Litton Inertial Navigation System Evaluation
EMCO Autopilot Monitoring System - B707

On a business trip to California, Bob was on his way home just out of LA on a Constellation. He was in rear of the plane. Charles Lindbergh was on board. Bob talked to the pilot and convinced him to let Lindbergh fly the plane. Bob reported, "He was like a little kid playing chopsticks with Paderewski, said the pilot." Lindbergh was tech advisor for PanAm. Ann Morrow Lindbergh christened the 747 Special Performan Clipper.

In his 1970 position of Assistant Avionics Engineering Manager, He was primarily concerned with service engineering for the avionics systems on the B747 aircraft. In connection with these duties he had received classroom training both at the Boeing factory and in-house at Pan Am. He was a Pan American representative on the B747 Avionics Working Group which prepared the avionics maintenance program for FAA Maintenance Review Board approval.

In 1977, Bob Winter was promoted to Supervisor of Avionics Engineering. He had previously served temporarily in this position a number times.

PanAm moved its operations to Kennedy Airport in New York. Bob and Lois moved in 1968 to Hunington Station, along with a number of their PanAm friends. Their next door neighbor, member of the PanAm Flying Club, had a small plane and called one day and ask if they would like to get some ice cream. They drove to a small and flew to Danbury, CT and was back home that evening.

Bob Winter's son, Robert S.Winter III, provided the following loving comments on his father and the information on this page:

"Congratulations! What a treat!!! The picture of him emerging from the car in London! My heart leapt into my throat. The mechanics outfits! I remember only so very vaguely PanAm sending him to Berlin. I was flooded with memories of so many, many airplane talks with Dad over the years. He never met an aircraft he did not find fascinating. I grew to look forward as much as he did to the issues of Aviation Week. He was an unfailingly and unassumingly modest man. We never heard about, of course, any letters of commendation, or his 1977 promotion, etc. I understand, even more from your amazing coverage, why he had such a 1927 Lindberg-forward romance with flying. He just loved aircraft with all his mind and heart, and you document it so lovingly. It was a boy-like fascination that never changed. Looking back, I wish I’d told him how much I admired that.

"Classical music was not one of his hobbies, despite his including it on his resumé. On Sundays, when we came home from church his job was to put WVCG [The “Good Music” station] on the radio as Mom served up the meat loaf dinner to the opening bars of the Tchaikovsky Piano Concerto. I still salivate when I hear the opening of that concerto. He and I built the Heathkit amplifier for our mono hi-fi together, but the thrill for him was the construction, not the music it made possible.

"His hobbies were actually fixing anything and everything, improving anything and everything, adding on to our homes to make Mom feel more special—in short, he loved doing things for others. When I was only 4 or 5, he would enlist me at Campina Court to crawl into small spaces to run the 1950s version of Romex, which he would then put together. When I got older, he would patiently explain how a voltmeter worked with the same gentleness and patience that you always show— though, even as he had a good sense of humor, in my entire life I never heard him tell or crack a joke. That’s why, when I met you I was so thrilled that your stories always had a twinkle in them where I could laugh uncontrollably. (Note added: One summer Bob and Lois traveled with us and for some reason the phrase "Nasty Gash" was popular and Bob surprised us on more than one occasion saying it to the delight of everyone around.–Mel). He loved his family with a quiet steadfastness that I have leaned on heavily throughout my life. More than once on Sunday mornings, when he and I would get up early to read the Miami Herald, he would remark at how amazed he always was that someone as glamorous and smart as Mom had agreed to marry him. He wasn’t kidding. I just told him that Mom was a good judge of character."

"You can see that, with the ever-expanding site, you’ve once again poked out of hibernation a whole treasure trove of wonderful memories. I really don’t have the words to thank you. So for now you’ll have to make do with 'thank you'.”


Pan Am Album

Acknowledgement: Dick Rew, a retired United Airline pilot and tennis buddy provided the identification of some of the planes here and all of the instruments in the photos.

Robert and Lois Lincoln Winter Wedding Photo, October 27, 1940, Coconut Grove, Florida. In front of the Plymouth Congregational Church.

Robert Winter paycheck stubb. His monthly salary was $125. Date January 31, 1941. By 1980, he was making $32,000/year.

Robert Winter by the tail of PAA Boeing 307 Stratoliner NC19910 "Clipper Comet".

In 1937, Pan American ordered only three of these Boeing 307s, at a cost of $315,000 each. They were the first airliners with pressurized cabins. The B307 flew at 220 mph, had a range of 1250 miles. The maiden flight from Miami to Barranquilla, Colombia set a record of six hours and made history as the first inter-continental overwater landplane service. The Boeing 307 had to use the longer runways at Miami Municipal Airport until the runways at 36th Street Airport were lengthened. 

Eleanor Roosevelt christened the first B307 with a bottle of water garnered from all the world's Seven Seas. The first Boeing 307 flew December 31, 1938.

1942 - a terminal for Pan American and Eastern Air Lines at the 36th Street Airport on Pan American Field

Pan American B-307 Stratoliner NC19902 "Clipper Rainbow"

From the Florida State Archives: "Pan Am's sturdy Boeing 307 Stratoclippers, the first airliners with pressurized cabins, made their maiden flight on July 4, 1940 and were retired from active service in 1947. The Boeings carried half a million passengers more than 10,000,000 miles in Latin America without an accident. The maiden flight, from Miami to Barranquilla, Colombia, set a record of six hours and made history as the first inter-continental overwater landplane service. The Boeing 307s had a gross weight of 45,000 pounds, four Wright Cyclone engines, 1100 horsepower each; a wing span of 107 feet; an overall length of 74 feet; and a cruising speed of about 200 miles per hour." 

Pan Am Airline Ticket
Bob Winter Pan Am Ticket

Pan Am Airline Ticket

Robert Winter emerging from a car in London; the car is an English Humber. This was a meeting that occurred in April 25-May 1, 1966. The purpose of the meeting was to investigate and observed automatic tester at BCAC & Hawker–Siddeley Mfg. Co. He received an advance of $225. In November of that year, he also traveled to Berlin on business.

Bob Winter signing in for a meeting. His badge says PAA Vistor

Pan Am Meeting. Left to Right: Robert Winter, Klein Mitchell, ?, ?, ?.

Note: Fellow in the middle is in picture below, seated left end.

May 18, 1970. New York Times. "The promotion of two maintenance engineering specialists to staff vice presidents has been announced by Pan American World Airways. They are Klein Mitchell and Norman S. Smith."

Mitchell was the PAA representative a Boeing before his appointment as Asst. Manager of Miami maintenance base in 1960.

Klein Mitchell, Bob Winter, Unknown, Pan Am UK Meeting 1966

Pan Am Meeting. Bob Winter at right


, Bob Winter, midddle looking left and Klein Edward Mitchell tall guy next to him. Pan Am UK meeting 1966.
Klein Edward Mitchell, Bob Winter's boss. Klein and his wife Betty Ann were longtime friends of Bob and Lois Winter. Klein was born 8/4/1920 in Rochester, MN and died May 31, 2003 in Cary, NC.
Pan Am Employees. Robert Winter at right end of front row.

First 707 in Boeing Factory

After the Air Force agreed to let Boeing build commercial jets based on the prototype 367-80, already the basis for the KC-135 military tanker, airlines began to order the 707, the commercial transport variant of the Dash 80. The 707 and the KC-135 had many features in common. Both were visually distinct, with a stinger antenna pointing forward from the top of their vertical fin. The 707's width and 100-foot length made it the largest passenger cabin in the air at the time. Placement of its more than 100 windows allowed airlines to rearrange seats. Location of passenger doors on the left side, at the front and at the rear of the cabin, became standard for subsequent Boeing jets. The exteriors of the 707 and its competitor, the DC-8, were almost identical, but the 707 wing had more sweepback, so it could fly about 20 mph faster.

Test Flights

W. W. McClintock, photo at right, lived directly behind Robert and Lois Winter. The McClintocks were great friends, a friendship which continues into the next generation.

28 October 1957: The first production Boeing 707 "Stratoliner", jet-powered commercial airliner, serial number 17586 (Line Number 1), was rolled out at the Boeing aircraft assembly plant at Renton, Washington. The Model 707 was developed from the earlier Model 367–80, the “Dash Eighty,” prototype for an air-refueling tanker which would become the KC-135 Stratotanker.

17586 was a Model 707-121. The new airliner had been sold to Pan American World Airways, the launch customer, as part of an order for twenty 707s in October 1955. The Federal Aviation Agency (FAA) assigned N708PA as its registration mark.

The 707-121 had a maximum speed is 540 knots (1,000 kilometers per hour). Its range was 2,800 nautical miles (5,186 kilometers).

The Boeing 707 was in production from 1958 to 1979. 1,010 were built. Production of military variants continued until 1994.

Boeing 707
Boeing 307 N19912.
Boeing 307, N19912
Cockpit Boeing 307 Note the two throttle levers with gray knobs. To their left are white speed brake levers. Speedbrakes are fuselage mounted panels which, when selected by the pilot, extend into the airstream to produce drag. Speedbrakes may be used during the final approach to touchdown as well as after landing. The black wheels on each side of the console are for trim adjustment. Above speedbrake knobs is a floating compass. At the bottom of the panel at the left is the Automatic Pilot lever, currently off.

Cockpit. Two throttle levers with gray knobs. The two white knob levers are speedbrakes. Floating compass is seen just above the white knobs.


Electrical Panel 727
Electrical equipment below the floor of aircraft. The black area lower right is the access opening.
Electrical equipment below the floor of aircraft. The black area lower left tis the access opening.
Electrical equipment below the floor of aircraft.
Maintenance Annunciator. Maybe test equipment.
Cockpit. Hanging we see earphones and microphone to right. The white hose is oxygen hose. The white rope is for the cockpit crew to climb down in an emergency.

Cockpit. Hanging we see ear phones and microphone to right. The oxygen mask is also in the stack with phones. The cover is now over the emergency rope. Above the yoke we see the white lever for opening the window in an emergency.

Cockpit 727 Trijet. Note the three throttle levers with white knobs. To their left is a speed brake lever. Speedbrakes are fuselage mounted panels which, when selected by the pilot, extend into the airstream to produce drag. Speedbrakes may be used during the final approach to touchdown as well as after landing. The black wheels on each side of the console are for trim adjustment.

All fixed-wing aircraft must have a system to allow the pilot to determine the airspeed, and maintain that airspeed with a minimum of control force and mental concentration. Elevator trim frees the pilot from exerting constant force on the pitch controls. Instead, the pilot adjusts a longitudinal trim control (often in the form of a wheel) to cancel out control forces for a given airspeed and weight distribution. Typically, when this trim control (wheel or lever) is rotated or moved forward, the nose pitches down; conversely, if the trim control is moved back, the tail becomes "heavy", and the nose pitches up.

At right are typical trim tabs on ailerons, rudder and elevator. Aileron and rudder trim tabs are not very common on light training aircraft.

Overhead panel.
Panel in cockpit.
Overhead circuit breakers.
More electrical panels.
More electrical panesl

Letter nofifying Robert Winter of his award as winner of the Management Club Travel Award.

Here we see the fallout of the Joseph McCarthy Hearing which occured in 1954.
Required Security Document
Required Security Document
Klein Mitchell Report on B-707 aircraft
Klein Mitchell Report on B-707 aircraft-2
Klein Mitchell Report on B-707 aircraft-3
Required Security Document

Deskset presented to Bob Winter by Engineering Staff, Miami, September 1, 1968. Probably on the occasion of his promotion as permanent Supervisor, Avionics Service Engineering.

Bob Winter report on proving flight of N735 While 735 was the aircraft ID, apparently this was a B-737 aircraft. 1/17/78
Bob Winter report on proving flight of N735

Pan Am carpool from Huntington Station to JFK--the men, about 1982, after Bob Winter retired.

Left to Right: Dick and Barbara Hart, ? and ?, Bob and Lois Winter, Klein and Betty Ann Mitchell.

7/23/1980.  Made for Robert Winter when he retired from Pan American in 1980;  Now hangs in Nancy's family room.

Symbols and Letters: R. S. Winter Pan Am Logo. Baggage Ticket: Miami to New York City; Pan Am Symbol, maybe Maintainance

DAS likely Digital Avionics Systems; CO-ORD: Coordinator: 7/23/40 First Date Employed, 7/23/80 Retirement Date. 97450?; A. E. Authorization for Engineering or Avionics Engineer

AVN.ENGR: Avionics Engineer

Robert Winter at the Steven F. Udvar-Hazy Center in Chantilly, VA. Behind him is a plane he worked on while at Pan Am.

Flying south from Brownsville, to the mountainous regions of Mexico, Central America, and South America was to journey into lands with a full range of terrain. Pan Am's routes led to coastal cities near or at sea level, but also to places like Mexico City and Bogotá, situated many thousands of feet up.

On a commercial aircraft carrying passengers into and across high mountains, it would be a real advantage to operate an aircraft that had a pressurized cabin. Flying above 10,000 feet for very long was tough on passengers and crew in an airplane like a DC-3, which was rugged, but unpressurized.

When Boeing decided to make a pressurized commercial airliner built around the wing structure of its proven military aircraft, the Boeing B-17 bomber, two airlines signed up as customers: TWA and Pan Am. The technology for turbocharging the engines to operate at high altitudes was well understood, but the engineering around the pressurization of the cabin was something new for commercial transports.

As with the advent of practical instrument flight techniques, Brownsville would be the nexus for Pan Am's introduction of this new technology. With a range of 1,250 miles, the new Boeing B-307, dubbed the "Stratoliner," was not capable of spanning oceans, but would work well in flights to and from South America.

In February 1940, Boeing's famed test pilot Eddie Allen and Pan Am's Francis Jacobs flew the airline's first B-307 down to Brownsville. In May, the plane was put into service from there to Mexico City. Unfortunately, the takeoff performance at Mexico City's 7,700 foot-high airport was underwhelming. After a quick trip back up north to Washington DC, where the aircraft was christened Clipper Flying Cloud, she was returned to Brownsville, where the fully loaded plane broke through the asphalt tarmac.

It wasn't long before the "Stratoliner" (and her two sister ships that Pan Am purchased) was sent off to Miami, where they were based until World War Two ended all airline business as usual, and, like all of Pan Am's other aircraft, they were drafted for war work. From Udvar-Hazy website.

First flown in late 1938, the Boeing 307 was the first airliner with a pressurized fuselage. It could carry 33 passengers in great comfort and cruise at 6,096 meters (20,000 feet), while maintaining a cabin pressure of 2,438 meters (8,000 feet). This enabled the Stratoliner to fly above most bad weather, thereby providing a faster and smoother ride.

The Stratoliner incorporated the wings, tail, and engines of the Boeing B-17C bomber. The wide fuselage was fitted with sleeper berths and reclining seats. Ten Stratoliners were built. The prototype was lost in an accident, but five were delivered to TWA and three were purchased by Pan American Airways. TWA owner, Howard Hughes, purchased a heavily modified version for his personal use. The airplane displayed here was flown by Pan American as the Clipper Flying Cloud. Boeing restored it in 2001.

Robert Winter's granddaughter, Beth Oakes and greatgranddaughter, Emily Buck with his Clipper Flying Cloud.
Dinner Program honoring PAA 1928 First Passenger Flight from Key West to Havana, Cuba.
Dinner Program honoring PAA 1928 First Passenger Flight from Key West to Havana, Cuba. Dinner date likely 6/28/1985
Menu for dinner honoring PAA 1928 First Passenger Flight from Key West to Havana, Cuba.
Drink Menu
Cold Collation

Newspaper account of last days of Pan Am Airways ca. 1991