DFW was not an important city for Pan Am - in Pan Am's glory days, say the 1950s-mid 1970s, the DFW
area had not yet developed into the major metro area that it is; much of the growth in the SUNBELT cities starting booming later on. (Also, in this era, pre-Southwest and pre-AA and pre-DL hubs, Dallas was not the mega-important airline city that it now is.) In those years, Pan Am was really all about New York as the gateway to Europe, Africa and the middle east, Miami as the gateway to latin america, and San Fran and Los Angeles for flights to Hawaii and the Far East.
Its interesting that during these years, Houston had a more important role in the Pan Am system. I believe that Pan Am offered service to europe from Houston, plus a odd service to Mexico City and Central America. Later, when Pan Am bought out National Airlines, Pan Am tried to develop Houston into a mini-hub (NA was big on the Florida-Houston-California routes) but it was not very successful.
Later, Pan Am tried to connect many US cities to its primary international gateways (JFK
) and offered nonstop and odd one stop flights into these cities with 727 and 737 aircraft. It was not very successful as new nonstops to international destinations were then becoming available from cities allover the US.
I do not know about the 707 from Dallas to Kennedy - until deregulation PA was prohibited from carrying passengers within the continental US (they did get rights to JFK
earlier), thus, the Pan Am 707 could at Dallas could only accept passengers going on to London (no traffic DAL
)......however, Pan AM
did have some unusual agreements with domestic US carriers on certain routes, where a Pan Am aircraft would operate a domestic service on behalf of another carrier. This was the case on the ATL
route for years - a DL
/PA arrangement; dont know if PA did the same thing with a Dallas route (would have to have been with AA
, the only carriers permitted to fly DAL
-NYC at the time.)