Ralph O'Neill (founder) Paulo de Oliveira Sampaio (CEO 1943–1955; 1961–1965) Mário Wallace Simonsen (owner 1961–1965) Celso da Rocha Miranda (owner 1961–86) Rodolfo da Rocha Miranda (owner and CEO 1986-present)
Panair do Brasil was an airline of Brazil. it ceased operations in 1965. Between 1945 and 1965, it was considered to be the largest carrier not only in Brazil but in all of Latin America.
Panair do Brasil began operations on October 22, 1929, as NYRBA do Brasil S.A., a Brazilian subsidiary of NYRBA, Inc. (New York, Rio, and Buenos Aires Line), forerunner of Pan American. Both airlines were established by Ralph Ambrose O'Neill for the transportation of post and passengers using seaplanes between the United States, Brazil and Argentina, flying over the east coast of the continent.
NYRBA do Brasil came as an American competitive response to a service that had been provided by Germans since 1927. Starting that year, Condor Syndikat and later its successor Deutsche Luft Hansa explored the Brazilian market by establishing the subsidiary Syndicato Condor, and the Brazilian airline Varig.
Initially, O'Neill tried to purchase ETA – Empresa de Transporte Aéreo, a Brazilian airline which claimed to have exclusive concessions to fly within Brazil. The legality of the sale and purchase contract was questioned and the operation was aborted. O'Neill decided then to create his own Brazilian subsidiary, which would operate in partnership with NYRBA.
At that time, if a foreign airline wanted to operate in Brazilian territory, it was required to create a subsidiary. This allowed a fair competition between national and foreign carriers. Advised by politicians, O'Neill established NYRBA do Brasil. The creation of this subsidiary was authorized on October 15, 1929, and on January 24, 1930, its operations were authorized in all Brazilian territory, with extensions to Uruguay, Argentina, and the Guianas, pending on bi-lateral agreements. The first flight took off from the Calabouço Airport (which in 1936 would be officially named Santos Dumont Airport) in Rio de Janeiro to Buenos Aires with intermediate stops on December 23, 1929, and in January 1930 it started flying between Rio de Janeiro and Fortaleza with intermediate stops in Campos dos Goytacazes, Vitória, Caravelas, Ilhéus, Salvador, Aracaju, Maceió, Recife and Natal. The first successful cargo operation between Buenos Aires and Miami, a joint-venture with NYRBA, took place between February 19 and 25, 1930. In this operation, 8 different seaplanes were used.[1]
On April 30, 1930, NYRBA was sold to Pan American and, as a consequence, on November 21, 1930, the new owner of the subsidiary renamed NYRBA do Brasil as Panair do Brasil.
Regular passenger services began on March 2, 1931, with a flight between Belém and Rio de Janeiro, a journey that took 5 days. This service was later extended to Buenos Aires and the operations enhanced to the point that it took the same 5 days, with overnight stops in Fortaleza, Salvador, Rio de Janeiro and Porto Alegre.
Starting in 1933, Panair do Brasil, competing with Syndicato Condor established services to the interior of Brazil. Panair specialized in water-landing operations in the Amazon basin, whereas Condor invested in land operations using the route of Mato Grosso.
In 1937, Panair opened its own dedicated headquarters at Santos Dumont Airport in Rio de Janeiro, a project inspired by the Pan American Seaplane Base and Terminal Building in Miami, including not only passenger operations but also offices and hangars. It remained its headquarters until it was forced to cease operations in 1965. Presently, it houses the Third Regional Air Command of the Brazilian Air Force.
In October 1937, Panair received its first land planes, a Lockheed Model 10 Electra, and started operations not restricted by water-landing. It was used on services to Belo Horizonte, locations in the state of Minas Gerais reaching later Goiânia and to São Paulo. New domestic services were continually opened to the point that in the 1940s, the airline had one of the most extensive domestic networks in the world, covering most of Brazil via the coast and inland and the Amazon region.
As World War II erupted, Panair gained a clear advantage in relation to its fiercest competitor, Syndicato Condor, controlled by German capital. Furthermore, since the newly created Ministry of Air Force did not have the capacity or technique to build and maintain air fields, by the Federal Decree-Law 3.462 of June 25, 1941, Panair was authorized to build, enhance and maintain the airports of Macapá, Belém, São Luís, Fortaleza, Natal, Recife, Maceió, and Salvador, which remain operational to the present day. They had crucial strategic importance in the defense of the South Atlantic and in the transportation logistics between Brazil and West Africa. The authorization lasted for 20 years.
NYRBA do Brasil/Panair do Brasil remained under full control of NYRBA/Pan American until 1942, when the latter sold a big portion of shares to Brazilian capital. On December 7, 1943, the participation of Pan American was further reduced to 58%. That same year Panair was authorized to fly to all South American countries.
Panair also innovated by starting on September 2, 1943, the first overnight service in Brazil: Rio/Belém with intermediate stops.
Intercontinental Expansion (1945–1965)
arrival of Lockheed L-049 Constellation PP-PCF in March 1946German advertising of Panair DC-7 service from Europe to South America
Shortly after the end of World War II, Panair seized the opportunity to grow further. In 1946, the majority of its shares – 52% - was in the hands of Brazilian nationals and thus satisfied one of the preconditions to operate abroad. The last lot of shares in the hands of Pan Am was sold in 1961. As such the Brazilian government granted to Panair the concession to operate services to Europe, being the only Brazilian airline with such a concession.
In March 1946, Panair received its first Lockheed L-049 Constellation, being the first airline outside the United States to operate this aircraft. The first flight took off on April 27, 1946, from Rio de Janeiro to Recife, Dakar, Lisbon, Paris and London. Panair was also the first international airline to land on the then newly inaugurated London Heathrow Airport.
As Panair received further equipment, flights to Madrid and Rome were inaugurated. In 1947, services were extended to Cairo and Istanbul, and in 1948 to Zurich and Frankfurt. The same year, services to Montevideo and Buenos Aires began. Santiago de Chile, Lima and Beirut were added in 1950 and Hamburg and Düsseldorf in 1954.
The airline gradually set such a high standard for its customer services, and for many years in Brazil the expression padrão Panair (English: Panair standard), became a synonym of excellence in aviation. In fact, the excellence was so well known at the time that years later its DC-8-33 appeared in a handful of movies, including the Italian-French co-production, Copacabana Palace (1962),[2] and the French productions La Peau Douce (1964),[3][4] and L'homme de Rio (1964).[5][6]
In 1953, Panair placed an order for four de Havilland Comet 2 with an option for two Comet 3. Panair was the second airline to place an order for such aircraft, only behind BOAC. Those orders were canceled in 1954 due to flaws found on the plane's original design.
In 1955, the unused funds of the Comet order were used to purchase four Douglas DC-7C, at that time the ideal aircraft for long-haul operations. The first arrived in 1957. In 1961, Panair purchased 4 Sud Aviation Caravelle, which entered into service in 1962, operating on domestic trunk routes.
In terms of agreements, between 1956 and 1958, Panair and Lóide Aéreo Nacional maintained an agreement to avoid harmful competition, in which the Brazilian territory was divided into areas of influence. The agreement also included leasing of aircraft. Between November 30, 1960, and 1965 Panair operated with TAP-Transportes Aéreos Portugueses the Voo da amizade (English: Friendship Flight), between São Paulo-Congonhas, Rio de Janeiro-Galeão, and Lisbon, with stops in Recife and Sal, using a dedicated Douglas DC-7C aircraft bearing the names of both airlines, TAP flight numbers and crew of the two airlines. Only Brazilian and Portuguese citizens or foreigners with permanent residence in Brazil or Portugal could purchase tickets for those flights, which were extremely popular due to their low fares.
In 1961, Panair started operating the Douglas DC-8-33 to Europe. However, in spite of its excellent service, Panair faced increasing competition from other foreign state-run airlines. Addressing the situation, Panair formed an operational pool with Aerolíneas Argentinas, Alitalia, and Lufthansa. In 1962, Panair incorporated SUD SE-210 Caravelle 6-R jet aircraft for its main domestic and South American routes.[7]
Shutdown (1965)
Panair do Brasil was forced to cease operations abruptly on February 10, 1965, when the Brazilian military government, which seized power the year before, suspended its operational certification and allotted its international route concessions to Varig and domestic to Cruzeiro do Sul.[8] In fact, that very night, the Douglas DC-8-33 scheduled to operate flight PB22, departing at 10:30 PM from Rio de Janeiro-Galeão to Recife, Lisbon, Paris-Orly and Frankfurt was immediately replaced by a Varig Boeing 707. There were no flight cancellations. The operation also involved the transfer of 3 of its Caravelles and 3 of its Catalinas to Cruzeiro do Sul, and 2 of its DC-8-33 to Varig. It is known today that Varig and Cruzeiro had previous knowledge of the government's decision and time to prepare.[9][10]
The sudden suspension of Panair shocked the country. Since its financial problems were not serious enough to justify the government's actions, the company tried to protect its assets by filing for bankruptcy protection while its lawyers debated the issue in Court. Pressured by the military, the judge that was studying the carrier's plea declared Panair officially bankrupt on February 15, 1965.[11]
It has since been determined that the shutdown of Panair do Brasil was not based on financial or technical reasons, but on other political factors, such as the military government persecution of the company's shareholders, businessmen Celso da Rocha Miranda and Mário Wallace Simonsen.
Beyond the Forced Bankruptcy (1965-ongoing)
A Lockheed Constellation L-049 preserved at TAM Museum
The controversial decision to liquidate Panair so suddenly triggered a lengthy legal battle. On December 14, 1984, the Brazilian Supreme Federal Court acknowledged that the airline had operated within regular technical and financial parameters when it was shut down and the Federal government was sentenced to pay reparations to its former owners and/or heirs. The forced bankruptcy was suspended on May 5, 1995, and since then Panair seeks indemnification from the Ministry of Justice.
On August 27, 2009, after a 44-year delay, the Air Command of the Brazilian Ministry of Defence revoked Panair's route and schedule concessions,[12] which are mandatory for airline operations.
Former employees of Panair do Brasil, their families and friends attend an annual reunion on the week of October 22, the airline's birthday, in Rio de Janeiro. This tradition has been religiously preserved since 1966 and there is a movement to include it in the Guinness World Records.[13]
In 2008 the documentary Panair do Brasil was released.[14] The film, directed by Marco Altberg and screenwritten by Daniel Leb Sasaki summarises the history of the airline.
In October 2012, director Ricardo Pinto e Silva and journalist Daniel Leb Sasaki began production for a new feature documentary film called Mario Wallace Simonsen, entre a memória e a história, still unreleased. The pair interviewed former Panair employees during their 2012 reunion.[15]
On March 23, 2013, the Brazilian National Truth Commission, established in 2012 by the Brazilian government to investigate acts of human rights violations between 1946 and 1988, held a public event in Rio de Janeiro to address the circumstances behind the shutdown of Panair do Brasil. The group has recently had access to unpublished documentation which would prove that the company's owners were victims of the country's military regime.[16]
On March 11, 2019, Brazilian newspaper O Globo informed that Daniel Leb Sasaki's book about the demise of Panair do Brasil, called "Pouso forçado: a história por trás da destruição da Panair do Brasil pelo regime militar", will become a TV series directed by Mauro Lima and screenwritten by Rosana Rodini and the author himself.[17]
2 March 1930: a Ford 4-AT-A Tri-Motor (R-131), named Rio de la Pata, was damaged beyond repair in Cordoba, Argentina, while still flying under the NYBRA name. Few details about the accident are available.[19]
17 June 1953: a Lockheed L-049 Constellation registration PP-PDA, operating Flight 263 from London to Buenos Aires with multiple stops, crashed on final approach to São Paulo-Congonhas. Apparently causes are related to night operations with little visibility. All 17 passengers and crew died.[32][33]
18 April 1956: a Consolidated PBY-5A/6A Catalina registration PP-PDB flying from Belém to Parintins broke in two after striking a submerged object or debris on landing procedures. 3 out of the 12 passengers and crew aboard died.
1 November 1961: a Douglas DC-7C registration PP-PDO en route from Lisbon to Rio de Janeiro-Galeão via Sal and Recife, during its final approach at Recife, struck an 84m hill 2,7km away from the runway and broke up. The aircraft was doing a night approach too low and outside the regular traffic pattern. 45 passengers and crew out of the 88 persons aboard died.[36][37] The aircraft was operating the Voo da amizade (English: Friendship Flight).
20 August 1962: Flight 026, a Douglas DC-8-33 registration PP-PDT taking-off from Rio de Janeiro-Galeão to Lisbon overran the runway into the ocean during an aborted operation. 14 out of 120 passengers and crew aboard died.[38][39]
25 September 1932: a Sikorsky S-38 registration P-BDAD still bearing the titles of Nyrba do Brasil was seized in the company's hangar by three men, who took a fourth as one hostage. None were aviators but they managed to take-off. However the aircraft crashed in São João de Meriti, killing the four men. Apparently the hijack was related to the events of the Constitutionalist Revolution in São Paulo and it is considered to be the first hijack that took place in Brazil.[42][43]
Viação Aérea São Paulo S/A, better known as VASP, was an airline with its head office in the VASP Building on the grounds of São Paulo–Congonhas Airport in São Paulo, Brazil. It had main bases at São Paulo's two major airports, São Paulo–Congonhas Airport (CGH) and São Paulo/Guarulhos International Airport (GRU).
Porto Alegre–Salgado Filho International Airport is the airport serving Porto Alegre and the region of Greater Porto Alegre, Brazil. Since October 12, 1951, it is named after the Senator and first Minister of the Brazilian Air Force Joaquim Pedro Salgado Filho (1888–1950).
TransBrasil was a Brazilian airline which ceased operations on 3 December 2001. During most of its history, Transbrasil was owned by local entrepreneur Omar Fontana. Its aircraft usually featured a colorful livery, remarkably with a rainbow on the tail fin. Transbrasil base was President Juscelino Kubitschek International Airport in Brasília. From the 1970s and until its demise in 2002, Transbrasil was usually the third largest Brazilian airline after Varig and VASP, serving both domestic and international routes.
São Paulo/Congonhas–Deputado Freitas Nobre AirportPortuguese pronunciation:[kõˈɡõɲɐs] is one of the four commercial airports serving São Paulo, Brazil. The airport is named after the neighborhood where it is located, called Vila Congonhas, property of the descendants of Lucas Antônio Monteiro de Barros (1767–1851), Viscount of Congonhas do Campo, first president of the province of São Paulo after the independence of Brazil in 1822, during the Empire. In turn, the Viscount's domain was named after the plural of a shrub known in Brazil as congonha-do-campo. Since June 19, 2017, it is officially named after Deputy José Freitas Nobre. The name Congonhas, however, remains mostly used. It is owned by the City of São Paulo.
Santos Dumont Airport is the second major airport serving Rio de Janeiro, Brazil. It is named after the Brazilian aviation pioneer Alberto Santos Dumont (1873–1932).
Serviços Aéreos Cruzeiro do Sul was the second oldest airline of Brazil, tracing its origins to 1927, when it was founded as Syndicato Condor, a subsidiary of Deutsche Luft Hansa. Syndicato Condor retained rights and interests of a former German trade company, Condor Syndikat, which previously operated passenger and mail services in Brazil. It was renamed Serviços Aéreos Cruzeiro do Sul in 1943. In 1975, Varig, a Brazilian airline which shared very similar origins, acquired its controlling shares. In 1993, it was finally merged into Varig.
RealTransportes Aéreos was a Brazilian airline founded in 1945. It was merged into Varig in 1961, when Varig bought the Consórcio Real-Aerovias-Nacional, of which Real was the main carrier.
Paraense Transportes Aéreos was a Brazilian airline founded in 1952. It ceased operations in 1970.
Lóide Aéreo Nacional S/A was a Brazilian airline founded in 1947 as Transporte Carga Aérea (TCA). It was renamed Lóide Aéreo Nacional in 1949, after it merged with Linhas Aéreas Paulistas (LAP) and Transportes Aéreos Bandeirantes (TABA). It operated until 1962 when it was incorporated into VASP.
Empresa de Transportes Aéreos Aerovias Brasil S/A was a Brazilian airline founded in 1942. It was merged into Varig in 1961, when Varig bought the Consórcio Real-Aerovias-Nacional, of which Aerovias Brasil was one of the partners.
Transportes Aéreos Nacional was a Brazilian airline founded in 1946. It was merged into Varig in 1961, when Varig bought the Consórcio Real-Aerovias-Nacional, of which Transportes Aéreos Nacional was one of the partners.
Ponta Pelada Airport was the civilian airport of Manaus, Brazil, until 1976. Between 1970 and 1976, the facilities were shared with Manaus Air Force Base of the Brazilian Air Force. On March 31, 1976, all civilian operations were transferred to the newer Eduardo Gomes International Airport. During this transition, Ponta Pelada Airport was renamed Manaus Air Force Base handling military operations exclusively under the control of the Brazilian Air Force.
VARIG was the first airline founded in Brazil, in 1927. From 1965 until 1990, it was Brazil's leading airline and virtually its only international one. In 2005, Varig went into judicial restructuring, and in 2006 it was split into two companies – Flex Linhas Aéreas, informally known as "old" Varig, heir to the original airline – now defunct, and "new" Varig, a new company, fully integrated into Gol Airlines.
SAVAG – Sociedade Anônima Viação Aérea Gaúcha was a Brazilian airline founded in 1946 that operated mainly in the state of Rio Grande do Sul. It was absorbed by Cruzeiro do Sul in 1966.
Comandante Gustavo Kraemer International Airport is the airport serving Bagé, Brazil. Since February 8, 1952, it is named after Captain Gustavo Ernesto de Carvalho Kraemer (1911–1950), founder and pilot of the airline SAVAG, killed on an air-crash in 1950.
Linhas Aéreas Paulistas (LAP) was a Brazilian airline founded in 1943. In 1951 it was bought and merged into Lóide Aéreo Nacional.
TABA – Transportes Aéreos Regionais da Bacia Amazônica was a Brazilian airline founded in 1976. It ceased operations in 1999.
Viação Aérea Brasil S/A commonly known by its acronym Viabras was a Brazilian airline founded in 1946. In 1953 it was sold to Transportes Aéreos Nacional.
Voo da amizade was the name of a dedicated air service between Brazil and Portugal operated between 1960 and 1967. It was an operational partnership between the Portuguese TAP Transportes Aéreos Portugueses and the Brazilian Panair do Brasil (1960–1965) and Varig (1965–1967).
The 1962 Paraná da Eva Panair do Brasil Lockheed Constellation crash was a fatal aviation accident that occurred near Manaus, Brazil, in the early hours of 14 December 1962. The aircraft, a Lockheed L-049 Constellation operated by Panair do Brasil, disappeared during its final approach to Ponta Pelada Airport after departing from Belém. After an extensive search and rescue operation by the Brazilian Air Force, the wreckage was located the following day, with no survivors among the 50 people on board. The cause of the crash remains unknown, marking it as one of the final incidents in Panair do Brasil's history before the airline's closure.
References
↑ "NYRBA (Brasil)" (in Portuguese). Aviação Brasil. Retrieved 20 June 2010.
↑ Marques da Silva, Orlando (1988). História Cronológica da Panair do Brasil S.A. (in Portuguese). Rio de Janeiro. p.183.{{cite book}}: CS1 maint: location missing publisher (link)
↑ Leb Sasaki, Daniel (2005). Pouso forçado: a história por trás da destruição da Panair do Brasil pelo regime militar (in Portuguese). Rio de Janeiro: Record. pp.23–61. ISBN85-01-06830-6.
↑ Beting, Gianfranco; Beting, Joelmir (2009). Varig: Eterna Pioneira (in Portuguese). Porto Alegre and São Paulo: EDIPUCRS and Beting Books. pp.116–122. ISBN978-85-7430-901-9.
1 2 Pereira, Aldo (1987). Breve História da Aviação Comercial Brasileira (in Portuguese). Rio de Janeiro: Europa. p.338.
↑ Germano da Silva, Carlos Ari César (2008). "Serra da Cantareira". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.37–41. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Uma desgraça nunca vem só". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.49–53. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Alternativa derradeira". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.66–68. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Mais um Lodestar". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.69–72. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "O gigante Adamastor". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.73–82. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Está faltando um". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.95–101. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Panair 263". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.126–131. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Noite do Paraguai". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.145–149. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Buraco negro". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.197–203. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Rejeição tardia na decolagem". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.208–213. ISBN978-85-7430-760-2.
↑ Germano da Silva, Carlos Ari César (2008). "Um rastro na selva". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.223–228. ISBN978-85-7430-760-2.
↑ Pereira, Aldo (1987). Breve História da Aviação Comercial Brasileira (in Portuguese). Rio de Janeiro: Europa. p.337.
↑ Germano da Silva, Carlos Ari César (2008). "Uma verdadeira aventura". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2ed.). Porto Alegre: EDIPUCRS. pp.22–23. ISBN978-85-7430-760-2.
↑ Pereira, Aldo (1987). Breve História da Aviação Comercial Brasileira (in Portuguese). Rio de Janeiro: Europa. pp.362–363.
Bibliography
Abreu, Theophilo E. (2000). Nas asas da Panair (in Portuguese).
Banning, Gene (2001). Airlines of Pan American since 1927. Paladwr. ISBN1-888962-17-8.
Davies, R. E. G. (1987). Pan Am: An Airline and Its Aircraft. Crown. ISBN0-517-56639-7.
Instituto Histórico-Cultural da Aeronáutica (1990). História Geral da Aeronáutica Brasileira: de 1921 às vésperas da criação do Ministério da Aeronáutica (in Portuguese). Vol.2. Belo Horizonte and Rio de Janeiro: Itatiaia and Instituto Histórico-Cultural da Aeronáutica. pp.231–236.
Instituto Histórico-Cultural da Aeronáutica (1991). História Geral da Aeronáutica Brasileira: da criação do Ministério da Aeronáutica ao final da Segunda Guerra Mundial (in Portuguese). Vol.3. Belo Horizonte and Rio de Janeiro: Villa Rica Editoras Reunidas. pp.296–300.
Instituto Histórico-Cultural da Aeronáutica (2005). História Geral da Aeronáutica Brasileira: de janeiro de 1946 a janeiro de 1956 após o término da Segunda Guerra Mundial até a posse do Dr. Juscelino Kubitschek como Presidente da República (in Portuguese). Vol.4. Rio de Janeiro: GR3 Comunicação & Design. p.346.
Medeiros, Jo Dutra (1979). A história da Panair do Brasil: 50 anos (in Portuguese). Editora Técnica da Aviação.
Palhano Barbosa, Nair (1996). Nas asas da história: Lembranças da Panair do Brasil (in Portuguese). Rio de Janeiro: Agir. ISBN85-220-0467-6.
Leb Sasaki, Daniel (2005). Pouso Forçado: A história por trás da destruição da Panair do Brasil pelo regime militar (in Portuguese). Rio de Janeiro: Record. ISBN85-01-06830-6.
Wegg, John (2005). Caravelle: The complete story. Paladwr.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
