It was the first aircraft to carry a sitting American president, when in 1943 Franklin D. Roosevelt flew from Miami to the Casablanca Conference in Morocco, via Trinidad, Brazil, and The Gambia.

[3] After receiving the Pan American request on February 28, 1936, Boeing decided to not submit a proposal, as at the time the company's resources were committed on simultaneous contracts for the United States Army Air Corps.

[8][6] To supplement his preliminary design study, his then wife, well-known artist and muralist Jean Cory Beall, produced color paintings of the cabin interiors.

[3] Sufficient work was completed by May 1936 for Beall, company president Claire Egtvedt, aerodynamicist Ralph LaVenture Cram (1906-1939) to depart on May 9, 1936 from Seattle to New York, where they made a presentation of their proposal to Pan American.

[14] This directional instability had been observed during wind tunnel tests but Boeing management had rejected any changes to the original single fin configuration to correct it.

The dome's location at the 314's center of gravity assisted in making these sightings as steady as possible, while the red light in this compartment allowed reading of the sextant without impacting on the navigator’s night vision.

[29] The deluxe compartment, which was also known as the "bridal suite", was located at the extreme rear of the deck, and contained a three-cushion davenport that could be converted into upper and lower sleeping berths.

[30] The ladies' restroom contained a mirror, a sink with hot and cold running water, towels, tissues, two leather upholstered swivel stools and, behind a door, a separate toilet.

In the evening the furniture converted into a formal dining configuration which could seat 14 passengers at five tables, with meals served with linen tablecloths, crystal glasses, and full waiter service.

[31] A separate cabinet held 350 Gorham sterling-silver "Moderen" pattern cutlery, a silver-plated tea set, and ten pairs of sterling salt and pepper shakers.

Window blinds were of an accordion pleated roller design, and manufactured by Claude D. Carver Company of New York that used a washable material called "Tontine".

To reduce the risk of fire Boeing made efforts wherever possible to use fireproof materials in the cabins, most notably in the insulation, upholstery and wall linings.

[6] The stewards were always men as their work on board was considered too strenuous for women, given that bunks had to be configured for overnight flights and that in an emergency they had to be able to handle heavy large-capacity life rafts.

[37] Pan American’s major maintenance facilities were located at La Guardia, New York and on Treasure Island in San Francisco Bay, California.

This aircraft was flown on January 27, 1939 by Boeing test pilot Earl Ferguson and Wellwood Bell as co-pilot from Lake Washington to Astoria in Oregon.

[42] The Yankee Clipper flew across the Atlantic on a route from Southampton to Port Washington, New York with intermediate stops at Foynes in Ireland, Botwood in Newfoundland, and Shediac, New Brunswick.

[43] However, the fall of France in 1940 caused some doubt about whether the Atlantic service could continue; passenger numbers were already reduced by the war, and if Spain or Portugal were to join the Axis, then the flights to Lisbon would be forced to stop.

The sale made a small net profit for Pan American – priced at cost plus 5% – and provided a vital communications link for Britain, but was politically controversial.

In order to arrange the sale, the junior minister Harold Balfour had to agree to the contract with no government approval, leading to stern disapproval from Winston Churchill and lengthy debate by the Cabinet over the propriety of the purchase.

[45] Pan American provided training for BOAC staff and delivered the aircraft to La Guardia in New York, where 33 days were spent changing their registration and painting them in a new color scheme.

[44] Churchill later flew on the Bristol and Berwick in January 1942 from Washington, D.C. to England,[46] and he praised the plane intensely,[45] adding to the Clippers' fame during the war.

Starting on December 8, 1941 at Auckland, New Zealand, the Pacific Clipper covered over 31,500 mi (50,700 km) via locations including Surabaya, Karachi, Bahrain, Khartoum and Leopoldville.

[52] This allowed passengers and military cargo to be carried via Natal, Brazil to Liberia, to connect with the British forces in Egypt and even the Soviets, via the Persian Corridor.

[53] Maintenance demands were such that it took "141 mechanics, working three 8-hour shifts, to perform in two days the complete inspection of servicing routine which must be carried out before a Clipper just in from Europe can be sent on the return trip.

[55] While attempting to land at Cabo Ruivo Seaplane Base, in Lisbon, Portugal on February 22, 1943 the Yankee Clipper NC18603 crashed killing four passengers and crew.

[57] From the time of America's entry into World War II in December 1941 through to October 31, 1944, the Pan American 314s flew 9.9 million miles during which they carried 72,621 passengers completing 1,299 flights over the Pacific and 1,595 crossings of the Atlantic.

[58] All seven were offered for sale with a large quantity of spare parts, including engines, instruments and servicing equipment.”[62] The four Alameda-stored aircraft were flown south to the milder weather conditions of San Diego which would reduce the deterioration from corrosion.

Initially they were anchored in the bay; once their beaching cradles arrived, they were moved out of the water onto the seaplane ramp at the Convair facility at Lindbergh Field in San Diego.

All seven WAA owned aircraft were purchased for $325,000 by Universal Airlines, a non-scheduled carrier and mortgaged to the brokerage firm General Phoenix Corporation of Baltimore.

[78] Data from Jane's Fighting Aircraft of World War II[79]General characteristics Performance Inspired by the airplane, Smith Corona designed, manufactured, and marketed a typewriter model it called the Clipper from 1945–1960.