Editing Pan Am (section)

===Internal German Services (IGS) and other operations===
[[File:Douglas DC-6B N5024K Pan Am OO-SDG at HAJ 02.05.64.jpg|thumb|right|Pan American [[Douglas DC-6|Douglas DC-6B]] operating an Internal German Service at [[Hannover-Langenhagen Airport|Hanover Airport]] in May 1964.]]

From 1950 until 1990 Pan Am operated a comprehensive network of high-frequency, short-haul scheduled services between [[West Germany]] and [[West Berlin]], first with [[Douglas DC-4]]s, then with DC-6Bs (from 1954) and [[Boeing 727]]s (from 1966).<ref name="Berlin1"/><ref name="DC6B_THF">[http://www.coldwar.org/text_files/ColdwartimesFeb2009.pdf ''Cold War Times''] {{Webarchive|url=https://web.archive.org/web/20120916042319/http://www.coldwar.org/text_files/ColdwartimesFeb2009.pdf |date=September 16, 2012 }}, Vol. 9, No. 1, p. 7, February 2009</ref><ref name="Berlin2"/><ref>''Aeroplane – Tempelhof trials prelude to Pan Am 727 order'', Vol. 108, No. 2773, p. 11, Temple Press, London, December 10, 1964</ref><ref>[http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%203067.html ''A Jet into Berlin Tempelhof''] {{Webarchive|url=https://web.archive.org/web/20120114154951/http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%203067.html |date=January 14, 2012 }}, ''Flight International'', December 17, 1964, p. 1034</ref><ref>''Aeroplane – The Battle of Berlin'', Vol. 111, No. 2842, p. 15, Temple Press, London, April 7, 1966</ref><ref>''Aeroplane – Commercial continued, Pan Am 727s take over in Berlin'', Vol. 111, No. 2853, p. 11, Temple Press, London, June 23, 1966</ref><ref>''Aeroplane – Pan Am and the IGS'', Vol. 116, No. 2972, pp. 4, 5, 6, 8, Temple Press, London, October 2, 1968</ref><ref>''Aircraft Illustrated (Airport Profile – Berlin-Tempelhof)'', Vol 42, No 1, p. 34, Ian Allan Publishing, Hersham, January 2009</ref> This had come about as a result of an agreement among the United States, the United Kingdom, France, and the [[Soviet Union]] at the end of World War II which prohibited Germany from having its own airlines and restricted the provision of commercial air services from and to [[Berlin]] to air transport providers headquartered in these four countries. Rising [[Cold War]] tensions between the Soviet Union and the three Western powers resulted in [[Allied Control Council#Incapacitation of the council|unilateral Soviet withdrawal]] from the [[Four Power Agreement on Berlin|quadripartite]] [[British Control Commission|Allied Control Commission]] in 1948, culminating in the [[History of Germany (1945–1990)|division of Germany]] the following year. These events, together with [[Soviet Union|Soviet]] insistence on a very narrow interpretation of the post-war agreement on the Western powers' access rights to Berlin, meant that until the end of the Cold War air transport in West Berlin continued to be confined to the carriers of the remaining Allied Control Commission powers, with aircraft required to fly across hostile [[East Germany|East German]] territory through three {{convert|20|mi|km|abbr=on}} wide [[West Berlin Air Corridor|air corridors]] at a maximum altitude of {{convert|10000|ft|m|abbr=on}}.<ref group=nb>the cruising altitude of [[propliner]]s employed on the [[Berlin Blockade#Aircraft used in the Berlin airlift|Berlin Airlift]]</ref><ref name="PostWar_PanAm_50"/><ref>{{cite journal |url=http://www.flightglobal.com/PDFArchive/View/1972/1972%20-%202018.html |title=BEA in Berlin |journal=Flight International |date=August 10, 1972 |page=181|archiveurl = https://web.archive.org/web/20120302173125/http://www.flightglobal.com/PDFArchive/View/1972/1972%20-%202018.html|archive-date=2 March 2012}}</ref> The airline's West Berlin operation consistently accounted for more than half of the city's entire commercial air traffic during that period.<ref>{{cite news |url=http://www.time.com/time/magazine/article/0,9171,873948,00.html |archive-url=https://web.archive.org/web/20080402014839/http://www.time.com/time/magazine/article/0,9171,873948,00.html |url-status=dead |archive-date=April 2, 2008 |title=Hot route in the Cold War |date=July 3, 1964}}</ref><ref>{{cite journal |journal=Aeroplane |title=Pan Am and the IGS |volume=116 |number=2972 |page=6 |publisher= Temple Press |location=London |date=October 2, 1968}}</ref><ref>{{cite journal |journal=Aeroplane |title=Pan Am and the IGS |volume=116 |number=2972 |page=4 |publisher=Temple Press |location=London |date=October 2, 1968}}</ref>

For years, more passengers boarded Pan Am flights at Berlin Tempelhof than at any other airport.<ref>''Airport Activity Statistics''{{full citation needed|date=October 2022}}</ref> Pan Am operated a Berlin crew base of mainly German flight attendants and American pilots to staff its IGS flights. The German National flight attendants were later taken over by [[Lufthansa]] when it acquired Pan Am's Berlin route authorities. Over the years other local flight attendant bases outside the US included London for intra-Europe and transatlantic flying, Warsaw, Istanbul and Belgrade for intra-Europe flights, a Tel Aviv base solely staffing the daily Tel Aviv-Paris-Tel Aviv service, a Nairobi base solely staffing the Nairobi-Frankfurt-Nairobi service as well as Delhi and Bombay bases for India-Frankfurt flights.

Pan Am also operated [[R&R (Military)|Rest and Recreation]] (R&R) flights during the [[Vietnam War]]. These flights carried American service personnel for R&R leaves in Hong Kong, Tokyo, and other Asian cities.<ref>{{cite news|url=https://www.nytimes.com/1966/05/15/archives/for-1-a-month-pan-am-flies-vietnam-gis-on-furloughs.html |title=For $1 a Month, Pan Am Flies Vietnam G.I.'s on Furloughs|work=The New York Times|access-date=June 1, 2009|last=Long|first=Tania|date=May 1971}}</ref>