|A Boeing 314 “Clipper” flying low|
|Role||Flying boat airliner|
|Manufacturer||Boeing Airplane Company|
|First flight||June 7, 1938|
|Status||Retired (all examples scrapped or lost)|
|Primary users||Pan American World Airways
British Overseas Airways Corporation
United States Navy
|Developed from||Boeing XB-15 (used wing only)|
The Boeing 314 Clipper was a long-range flying boat produced by the Boeing Airplane Company between 1938 and 1941. One of the largest aircraft of the time, it used the massive wing of Boeing’s earlier XB-15 bomber prototype to achieve the range necessary for flights across the Atlantic and Pacific Oceans. Twelve Clippers were built for Pan Am. Three of them were sold to BOAC during the Battle of Britain (1940) and delivered in early 1941. (BOAC's 3 Short S.26 transoceanic flying-boats had been requisitioned by the RAF).
Design and development 
Pan American had requested a flying boat with unprecedented range that could augment the airline's trans-Pacific Martin M-130. Boeing's bid was successful and on July 21, 1936, Pan American signed a contract for six. Boeing engineers adapted the cancelled XB-15's 149 feet (45 m) wing, and replaced the 850 horsepower (630 kW) Pratt & Whitney Twin Wasp radial engines with the 1,600 horsepower (1,200 kW) Wright Twin Cyclone. Pan Am ordered six more aircraft with increased engine power and capacity for 77 daytime passengers as the Boeing 314A.
The huge flying boat was assembled at Boeing's Plant 1 on the Duwamish River and towed to Elliott Bay for taxi and flight tests. The first flight was on June 7, 1938, piloted by Edmund T. "Eddie" Allen. At first the aircraft had a single vertical tail, and Allen found he had inadequate directional control. The aircraft returned to the factory and was fitted with the endplates on the ends of the horizontal tail in place of the single vertical fin. This too was found to be lacking and finally the centerline vertical fin was restored, after which the aircraft flew satisfactorily.
The 314 used a series of heavy ribs and spars to create a robust fuselage and cantilevered wing, obviating the need for external drag-inducing struts to brace the wings. Boeing also incorporated Dornier-style sponsons into the hull structure. The sponsons, broad lateral extensions at the water line on both sides of the hull, served several purposes: they provided a wide platform to stabilize the craft while floating on water, they acted as an entryway for passengers boarding the flying boat and they were shaped to contribute additional lift in flight. With weight an extremely sensitive concern, passengers and their baggage were weighed, with each passenger allowed up to 77 pounds (35 kg) free baggage allowance (in the later 314 series) but then charged $3.25 per lb ($7.15/kg) for exceeding the limit. To fly the long ranges needed for trans-Pacific service, the 314 carried 4,246 US gallons (16,070 l; 3,536 imp gal) of gasoline. The later 314A model carried a further 1,200 US gallons (4,500 l; 1,000 imp gal). To quench the radial engines’ thirst for oil, a capacity of 300 US gallons (1,100 l; 250 imp gal) was required.
Pan Am's "Clippers" were built for "one-class" luxury air travel, a necessity given the long duration of transoceanic flights. The seats could be converted into 36 bunks for overnight accommodation; with a cruise speed of only 188 miles per hour (303 km/h) (typically flights at maximum gross weight were carried out at 155 miles per hour (249 km/h)), many flights lasted over 12 hours. The 314s had a lounge and dining area, and the galleys were crewed by chefs from four-star hotels. Men and women were provided with separate dressing rooms, and white-coated stewards served five and six-course meals with gleaming silver service. The standard of luxury on Pan American's Boeing 314s has rarely been matched on heavier-than-air transport since then; they were a form of travel for the super-rich, at $675 return from New York to Southampton, comparable to a round trip aboard Concorde in 2006. Most of the flights were transpacific with a one-way ticket from San Francisco to Hong Kong, via the "stepping-stone" islands posted at $760 (or $1,368 round-trip). The transatlantic flights continued to neutral Lisbon and Eire after war broke out in Europe in September 1939 (and until 1945) but military passengers and cargoes necessarily got priority and the service was more spartan. Equally critical to the 314's success was the proficiency of its Pan Am flight crews, who were extremely skilled at long-distance, over-water flight operations and navigation. For training, many of the transpacific flights carried a second crew. Only the very best and most experienced flight crews were assigned Boeing 314 flying boat duty. Before coming aboard, all Pan Am captains as well as first and second officers had thousands of hours of flight time in other seaplanes and flying boats. Rigorous training in dead reckoning, timed turns, judging drift from sea current, astral navigation, and radio navigation were conducted. In conditions of poor or no visibility, pilots sometimes made successful landings at fogged-in harbors by landing out to sea, then taxiing the Clipper into port.
Operational history 
The first 314, Honolulu Clipper, entered regular service on the San Francisco-Hong Kong route in January 1939. A one-way trip on this route took over six days to complete. Commercial passenger service lasted less than three years, ending when the United States entered World War II in December 1941.
At the outbreak of the war in the Pacific, the Pacific Clipper was en route to New Zealand. Rather than risk flying back to Honolulu and being shot down by Japanese fighters, it was decided to fly west to New York. Starting on December 8, 1941 at Auckland, New Zealand, the Pacific Clipper covered over 31,500 miles (50,694 km) via such exotic locales as Surabaya, Karachi, Bahrain, Khartoum and Leopoldville. The Pacific Clipper landed at Pan American's LaGuardia Field seaplane base at 7:12 on the morning of January 6, 1942.
The Yankee Clipper flew across the Atlantic on a route from Southampton to Port Washington, New York with intermediate stops at Foynes, Ireland, Botwood, Newfoundland, and Shediac, New Brunswick. The inaugural trip occurred on June 24, 1939.
The Clipper fleet was pressed into military service during World War II, and the flying boats were used for ferrying personnel and equipment to the European and Pacific fronts. Only the markings on the aircraft changed: the Clippers continued to be flown by their experienced Pan Am civilian crews. American military cargo was carried via Natal, Brazil to Liberia, to supply the British forces at Cairo and even the Russians, via Teheran. The Model 314 was then the only aircraft in the world that could make the 2,150-statute mile (3,460 km) crossing over water. and were given the military designation C-98. Since the Pan Am pilots and crews had extensive expertise in using flying boats for extreme long-distance, over-water flights, the company's pilots and navigators continued to serve as flight crew. In 1943, President Franklin D. Roosevelt traveled to the Casablanca Conference in a Pan-Am crewed Boeing 314. Winston Churchill also flew on them several times adding to the Clippers’ fame during the war.
After the war, several Clippers were returned to Pan American hands. However, even before hostilities had ended, the Clipper had become obsolete. The introduction of long-range airliners such as the Lockheed Constellation and Douglas DC-4, together with a prodigious wartime runway construction program, made the flying boat all but superfluous. The new landplanes were relatively easy to fly, and did not require the extensive pilot training programs mandated for seaplane operations. One of the 314's most experienced pilots said, "We were indeed glad to change to DC-4s, and I argued daily for eliminating all flying boats. The landplanes were much safer. No one in the operations department... had any idea of the hazards of flying boat operations. The main problem now was lack of the very high level of experience and competence required of seaplane pilots"
The last Pan Am 314 to be retired in 1946, the California Clipper NC18602, had accumulated more than a million flight miles. Of the 12 Boeing 314 Clippers built three were lost to accidents, although only one of those resulted in fatalities: 24 passengers and crew aboard the "Yankee Clipper" NC18603 lost their lives in a landing accident at Lisbon, Portugal on February 22, 1943. Among that flight's passengers were prominent American author and war correspondent Benjamin Robertson who was killed and the American singer and film/TV actress Jane Froman who was seriously injured. 
Pan-Am's 314 was removed from scheduled service in 1946 and the seven serviceable B-314s were purchased by the start-up airline New World Airways. These sat at San Diego's Lindbergh Field for a long time before all were eventually sold for scrap in 1950. The last of the fleet, the Anzac Clipper NC18611(A), was resold and scrapped at Baltimore, Maryland in late 1951.
- Model 314
- Initial production version with 1,500 horsepower (1,100 kW) Twin Cyclone engines, six built
- Model 314A
- Improved version with 1,600 horsepower (1,200 kW) Twin Cyclones with larger-diameter propellers, additional 1,200 US gallons (4,500 l; 1,000 imp gal) fuel capacity, and revised interior. Still air range approx 4,700 miles six built
- Five Model 314s impressed into military service with the U.S. Navy
- Four Model 314s impressed into military service with the U.S. Army Air Forces
- Model 306
- A concept aircraft using a Model 314 fuselage with a tailless delta-wing planform. No examples built.
|NC18601||314||Honolulu Clipper||1939–1945||Successfully landed 650 miles east of Oahu after losing power in two engines while flying for the US Navy on 3 November 1945. Aircraft mechanics from the escort carrier Manila Bay were unable to repair the engines at sea. The seaplane tender San Pablo attempted tow into port; but the flying boat was damaged in a collision with the tender and intentionally sunk on 14 November by perforating the hull with 20mm Oerlikon gunfire after salvage was deemed impractical.|
|NC18602||314||California Clipper||1939–1950||Sold to World Airways after the War and was scrapped in 1950.|
|NC18603||314||Yankee Clipper||1939–1943||Started Transatlantic mail service. Crashed on February 22 when a wing hit the water during a turn on landing at Lisbon Portugal. A total of 24 of 39 on board were killed.|
|NC18604||314||Atlantic Clipper||1939–1946||Purchased by the US Navy in 1942, but operated by Pan Am; salvaged for parts.|
|NC18605||314||Dixie Clipper||1939–1950||Started transatlantic passenger service, later sold to World Airways. First Presidential flight for the Casablanca Conference. Scrapped 1950.|
|NC18606||314||American Clipper||1939–1946||Later sold to World Airways. Scrapped 1950.|
|NC18609||314A||Pacific Clipper||1941–1946||Temporarily named California Clipper to replace 18602 that was being moved to Atlantic service, renamed Pacific Clipper in 1942. Later sold to Universal Airlines. Damaged by storm and salvaged for parts.|
|NC18611||314A||Anzac Clipper||1941–1951||Sold to Universal Airlines 1946, American International Airways 1947, World Airways 1948. Sold privately 1951, destroyed at Baltimore, Maryland 1951.|
|NC18612||314A||Cape Town Clipper||1941–1946||Sold to: US Navy - 1942, Sold to: American International Airways - 1947. As the Bermuda Sky Queen she ditched at sea on October 14, 1947. After the rescue of all passengers and crew she was sunk by the United States Coast Guard as a hazard to navigation.|
|G-AGBZ||314A (#2081)||Bristol||1941–1948||Originally NC18607, sold to General Phoenix Corporation, Baltimore as NC18607 in 1948|
|G-AGCA||314A (#2082)||Berwick||1941–1948||Originally NC18608, sold to General Phoenix Corporation, Baltimore as NC18608 in 1948. This aircraft flew both Winston Churchill and Lord Beaverbrook (Minister of Aircraft Production) back to the United Kingdom in mid January, 1942 after the British Prime Minister's extended stay in the United States following Pearl Harbor. Churchill was the first head of state to do a trans-Atlantic crossing by plane.|
|G-AGCB||314A (#2084)||Bangor||1941–1948||Originally NC18610, sold to General Phoenix Corporation, Baltimore as NC18610 in 1948|
None of the dozen 314s built between 1939 and 1941 survived beyond 1951 with all 12 having been scrapped, scuttled, cannibalized for parts, or otherwise written off. Underwater Admiralty Sciences, a non-profit oceanographic exploration and science research organization based in Kirkland, Washington, announced in 2005, at the 70th Anniversary of the first China Clipper flight in San Francisco, its plans to survey, photograph, and possibly recover the remains of the hulls of two sunken 314s: NC18601 (Honolulu Clipper), scuttled in the Pacific Ocean in 1945; and NC18612 (Bermuda Sky Queen, formerly Cape Town Clipper), sunk in the Atlantic by the Coast Guard in 1947. UAS has also spent significant time at Pan Am reunions and with individual crewmembers and employees of Pan Am conducting videotaped interviews for the mission's companion documentary.
There are unconfirmed reports that a private team of French businessmen FRT initiated an expedition to find the Honolulu Clipper on February 15, 2011 using Russian equipment. It was further reported that the aircraft will be kept in a private collection and not open to the public.
On June 14, 2012 the "Honolulu Clipper" was spotted by the French Recovery Team FRT, with very little damage. Studies for recovery of the aircraft continue.
Specifications (314A Clipper) 
Data from Jane's Fighting Aircraft of World War II
- Crew: 11, including 2 cabin stewards
- Capacity: Daytime: 74 passengers, Nighttime: 36 passengers
- Payload: 10,000 lb (4,500 kg) of mail and cargo
- Length: 106 ft (32.33 m)
- Wingspan: 152 ft (46.36 m)
- Height: 20 ft 4½ in (6.22 m)
- Empty weight: 48,400 lb (21,900 kg)
- Loaded weight: 84,000 lb (38,000 kg)
- Powerplant: 4 × Wright R-2600-3 radial engines, 1,600 hp (1,200 kW) each
- Maximum speed: 210 mph (180 knots, 340 km/h)
- Cruise speed: 188 mph (163 knots, 302 km/h) at 11,000 ft (3,400 m)
- Range: 3,685 mi (3,201 nm, 5,896 km) normal cruise
- Service ceiling: 19,600 ft (5,980 m)
Popular culture 
The 314 has been featured many times in pop culture, including several novels. The 1940 Alfred Hitchcock film Foreign Correspondent features the 314 in a pivotal in-flight disaster. The best-known example, in the film Raiders of the Lost Ark, actually used a Short Solent Mark III made to resemble a 314 by use of matte effects. The 1991 novel Night Over Water by author Ken Follett centers around a 314 flight from Southampton to New York during the outbreak of World War II.
See also 
- Related development
- Aircraft of comparable role, configuration and era
- Related lists
- Bowers December 1977, pp. 14–15.
- Bogash, Robert A. "In Search of an Icon: The Hunt for a Boeing B-314 Flying Boat, Pan American NC18601 - the Honolulu Clipper" rbogash.com. Retrieved: July 31, 2011.
- Bowers November 1977, pp. 28–35, 60–61.
- Klaás 1989, pp. 17, 20.
- Klaás 1989, p. 86.
- "British Airways Concorde." Travel Scholar, Sound Message, LLC. Retrieved: August 19, 2006.
- Klaás 1989, p. 20.
- Klaás 1989, p. 64.
- Masland, William M. Through the Back Doors Of The World In A Ship That Had Wings. New York: Vantage Press, 1984. ISBN 0-533-05818-X.
- Brock 1978, ch. VI.
- Hardesty 2003, pp. 37–41.
- Brock 1978, p. 224. Brock also reports cheap postwar availability to Pan Am of DC-4s and "Connies" was an important factor.
- Klaás 1990, p. 78.
- Klaás 1993, pp. 16–18.
- "BOAC" Corporations Annual Reports. Flight 25 November 1948. p634
- "From Pan Am To Boa: First of three Boeing 214—As now on British Empire Routes." Flight, June 26, 1941. Retrieved: August 2, 2011.
- "Accident Report: Boeing 314." Aviation Safety Network. Retrieved: August 2, 2011.
- Morris, Ted. "Air-Sea Rescue at Ocean Station Charlie: The Bibb & Bermuda Sky Queen." flyingboatmuseum.com. Retrieved: July 31, 2011.
- Lavery, Brian. “A Flying Hotel in the Fog.” Churchill Goes to War: Winston’s Wartime Journeys. Annapolis, MD: The Naval Institute Press, 2007 p. 94
- Rogers Kelly, John C. (Capt). "The Churchill Flight" (His Pilot Reports the Trip to England). LIFE Magazine, February 2, 1942. pp. 28-30
- Johnston, Jeff. "Project Update." Clipper Discovery Update: The UAS Chronicles of the Honolulu Clipper and Bermuda Sky Queen Discovery Project, Underwater Admiralty Sciences Newsletter, November 2005, pp. 1, 12. Retrieved: September 16, 2009.
- Johnston, Jeff. "Project Update."Clipper Discovery Update: The UAS Chronicles of the Honolulu Clipper and Bermuda Sky Queen Discovery Project, Newsletter, Underwater Admiralty Sciences, July 2007. pp. 1, 9. Retrieved: September 16, 2009.
- "Foynes Flying Boat Museum." flyingboatmuseum.com. Retrieved: December 2, 2007.
- Bridgeman 1946, p. 211.
- Verschuere, Gilles. "The Making of Raiders of the Lost Ark: Concluding the Adventure." The Raider.Net, 2009. Retrieved: September 16, 2009.
- Bowers, Peter M. "The Great Clippers, Part I." Airpower, Volume 7, No. 6, November 1977.
- Bowers, Peter M. "The Great Clippers, Part II." Wings, Volume 7, No. 6, December 1977.
- Bridgeman, Leonard. “The Boeing 314-A Clipper.” Jane's Fighting Aircraft of World War II. London: Studio, 1946. ISBN 1-85170-493-0.
- Brock, Horace. Flying the Oceans: A Pilot's Story of Pan Am, 1935-1955. New York: Jason Aronson, Inc., 3d edition: 1978, ISBN 0-87668-632-3.
- Dorr, Robert F. Air Force One. New York: Zenith Imprint, 2002. ISBN 0-7603-1055-6.
- Dover, Ed. The Long Way Home: A Journey into History with Captain Robert Ford. Albuquerque, New Mexico: Amazon POD, Revised Edition 2010, First edition 2008. ISBN 978-0-615-21472-6.
- Hardesty, Von. Air Force One: The Aircraft that Shaped the Modern Presidency. Chanhassen, Minnesota: Northword Press, 2003. ISBN 1-55971-894-3.
- Klaás, M.D. "Clipper Across the Pacific, Part One." Air Classics, Volume 25, No. 12, December 1989.
- Klaás, M.D. "Clipper Across the Pacific, Part Two." Air Classics, Volume 26, No. 1, January 1990.
- Klaás, M.D. "Clipper Flight 9035." Air Classics, Volume 29, No. 2, February 1993.
- Klaás, M.D. "The Incredible Clippers." Air Classics, Volume 5, No. 5, June 1969.
- Klaás, M.D. "When the Clippers Went to War" Air Classics, Volume 27, No. 4, April 1991.
- "Towards the Flying Ship - Details of the Boeing 314 or Atlantic Clipper: A 100-passenger Successor?" Flight, July 21, 1938, pp. 67–68.
|Wikimedia Commons has media related to: Boeing 314|
- The Boeing 314
- Pan American Clippers 1931-1946
- Boeing 314
- Boeing 314
- Boeing 314
-  LIFE colour photo camouflaged Clipper La Guardia Marine Terminal ca.1942
-  LIFE photo essay (comprehensive)'Pan American Clipper Ship' includes NC18605 in a glass doored hangar 1940
-  LIFE photo Pan Am skipper flying the 314
-  LIFE photo essay 'Pan American Clipper'includes Eve Curie leading pax off Clipper at Lisbon 1940
-  LIFE photos NC18602 in Singapore Harbour 1941
- China Clipper 75th Anniversary Commemorative Flight (November 2010 - San Francisco Aeronautical Society)
- "Two Day Turn Around", February 1941 article
- "Three Deck Clipper Has Aisle In Wings", Popular Mechanics, August 1937, early article on Pan American Airways new airliner for trans-ocean flight
- "New York To Europe By Clipper", Popular MechanicsMay 1939, large article with cutaway drawing of interior
- "Sailors of the Sky", Popular Mechanics, December 1940, detailed article with photos on flight deck operations of the Boeing 314