when did commercial air travel began

The History of Commercial Flight: How Global Travel Took off

This is how commercial flights went from being exclusively for the wealthy to the mainstream and affordable option they are today.

DALLAS - Flying has become the transport of choice for business travelers and holidaymakers across the globe and is now considered one of the fastest, most convenient, and safest forms of long-distance travel.

But how did commercial flights go from being exclusively for the wealthy to the mainstream and affordable option they are today? Artemis Aerospace guides us through the different decades of air travel and how it has shaped modern-day living.

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The First Commercial Flight

The first ever passenger flight took off in May 1908 when Wilbur Wright carried Charles Furnas just 2000 feet across the beach at Kitty Hawk, North Carolina. Just one year later, the first airline in the world, the German airship company DELAG, was founded.

In 1914, the world’s first scheduled passenger service, an airboat piloted by Tony Jannus, set off from St. Petersburg, Florida, and landed at Tampa, around 17 miles away. The service only ran for four months, but it had unlocked the appetite of those keen to tap into the novelty of air transport.

A New Era of Aviation

However, it wasn’t until the 1920s that commercial flights carrying paying passengers started to become commonplace with the introduction of the multi-engine airplane, the Lawson C-2, which was specifically built to carry passengers.

During this time, more and more start-up airline carriers were being established, some of which are still in operation today. These include KLM in the Netherlands (1919), Colombia’s Avianca (1919), Qantas in Australia (1920), and Czech Airlines (1923).

Aircraft from this period would land frequently to refuel and fly at lower altitudes due to unpressurized cabins. This made traveling by plane noisy, cold, and expensive. Flying times were lengthy, and turbulence was frequent. Passengers regularly experienced air sickness, and many airlines hired nurses to reduce anxiety and tend to those affected.

In 1935, one of the world’s oldest airlines, Qantas, operated its first international passenger flight, traveling from Brisbane to Singapore. From there, British-owned Imperial Airways connected this flight to the UK. This was to set the wheels in motion for creating a regular travel route between Australia and the UK in the coming decades.

Despite flying being incredibly dangerous and extremely expensive during this period, it was still a fashionable way to travel for the rich. According to the Smithsonian National Air and Space Museum, the number of airline passengers grew from just 6,000 in 1930 to nearly half a million by 1934; the aviation industry was well on its way to becoming hugely important to the global economy.

Innovation That Revolutionized Air Travel

The introduction of the Douglas DC-3 in 1935 also had a big impact on the future of commercial flight. The propeller-driven airliner was a larger and much improved aircraft compared to its predecessors. Faster and more reliable, it could carry up to 32 passengers and had a cruising speed of 207 mph with a range of 1500 miles. This made it popular with well-established airlines, including Delta, TWA, American, and United, who soon added the aircraft to their fleets.

During the 1940s, the onset of WWII meant commercial aviation developments slowed considerably. However, by the end of the decade, the industry was heading towards a new era as Pan Am began operating its fleet of Boeing 307s, which featured the first-ever pressurized cabin.

This transformed air travel for passengers, allowing them to enjoy a comfortable experience at an altitude of 20,000 feet. Major airlines were now ramping up their advertising spending and offering travelers smooth journeys to far-flung destinations and business hubs, including Pan Am’s iconic New York-London route.

The Golden Age of Air Travel

The 1950s and 1960s heralded the age of jet engine aircraft, and with it came an upsurge in commercial flights, airline carriers, and international flying routes.

Commercial air travel was booming, and major airlines were fiercely competitive, offering passengers more and more inflight perks, including lavish silver-service meals and fine wines.

Pan Am was a front-runner in pioneering and marketing the very best air travel had to offer. It was the first airline to fly worldwide and introduced ground-breaking changes to the industry, such as adding jet aircraft to their fleets and utilizing computerized reservation systems.

In the 1960s, work began on creating the world’s first supersonic aircraft and what would eventually become an iconic symbol of commercial flight, the Concorde. Offering transatlantic flights in just 3.5 hours, the aircraft was a hit with business travelers and royalty alike. However, tickets were extremely expensive and only a privileged few could afford to travel via Concorde.

The Rise of the No-frills Airline

Seeing a gap in the market for making air travel more accessible to everyday people, British-owned Laker Airways, founded in 1966 by Freddie Laker, was one of the first airlines to start offering a budget alternative by adjusting its inflight offer.

Using the budget airline business model that is commonplace today, Laker was able to offer lower fares by reducing inflight services and luxuries, such as free meals. The airline also found innovative ways to reduce fuel consumption and engine wear by introducing the reduced thrust take-off technique and faster climbs to obtain the optimum flying altitude in as little time as possible. Sadly, the airline was a casualty of the 1980s recession and subsequently went bankrupt.

However, it paved the way for budget travel and opened a world of possibilities for millions more people to get the chance to travel by air.   

Today, the world’s largest low-cost carrier is Southwest Airlines in the US. Synonymous with budget travel, the company’s low-cost domestic and short-haul offer has undoubtedly inspired many other well-known brands to tap into the no-frills market, including Ryanair and EasyJet.

Air Travel for the Masses

Larger and more economical aircraft, such as the Boeing 747, had also made cheaper air travel possible. Airlines were now able to carry more passengers than ever before, meaning ticket prices could be sold at a reduced rate. Holidaying abroad was no longer reserved for the rich.

This change in dynamics meant airlines now started to look for different ways to retain the luxurious service and long lunches that had been synonymous with the golden age of travel, without compromising on providing a budget alternative.

First-class cabins, sophisticated onboard bars, and exclusive-use airport lounges meant those who could afford to, could still travel in style.

During the 1980s and 1990s, the budget airlines Ryanair and EasyJet launched. Offering airfares for as little as £20, they changed the face of commercial flying and put pressure on traditional carriers to lower ticket prices.

Security Tightening in the 2000s

The tragic events of 9/11 had a profound effect on air travel. Security at airports was increased significantly and passengers without a ticket at US airports could no longer accompany friends and family through security to the gate.

Cockpit security was also heightened. Previously, it had been possible for passengers to visit the flight deck and speak to the pilots. However, after 2001, cockpit doors were locked with only the pilots controlling who could enter.

A New Era for Air Travel

According to the Bureau of Transportation Statistics, it took until 2004 for air passenger numbers to reach pre-9/11 levels and until 2007 to reach a record high.

During this period, low-cost carriers were experiencing increased demand as the popularity of booking websites surged, and, by 2009, figures from the tourism research company PhoCusWright reported that half of all travel-related bookings were being made online.

Passenger numbers continued to surge throughout the 2010s, and by the end of the decade, the volume of travelers using commercial airlines was at an all-time high.

The Post-pandemic Era: Flying into a New Age for Aviation

Prior to the pandemic, the International Air Transport Association predicted that the number of airline passengers could reach 7.2 billion by 2035. However, nobody in the industry could prepare for the global aircraft groundings and unpredictable travel restrictions caused by COVID-19.

Despite this, the industry is full of optimism. As we enter a new era for aviation and reflect on the past, we can be confident that no matter what obstacles we encounter, air travel will prevail.

Featured image: Johann Heske/Airways; Article sources: Smithsonian , burnsmcd.com , loveexploring.com .

https://www.century-of-flight.net/commercial-aviation-industry-1920-1930/

https://metroairportnews.com/travel-by-air-the-golden-years-1920s-1960s/

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Birth of Aviation

The history of commercial aviation, the birth of commercial aviation.

Commercial aviation has changed the world immeasurably, facilitating world trade and economic growth, bringing people together in a way that was not possible before, and simply making the world a more connected place. According to the International Air Transport Association (IATA), airlines in 2014 connected 3.3 billion people and 52 million tonnes of cargo over 50,000 routes, supporting 58 million jobs and delivering goods with a value of $6.8 trillion [ 1 ] . But when and where does commercial aviation find its inception?

COMMERCIAL AVIATION HISTORY

From the earliest beginnings, man’s ascent to flight has been one of gradual progress, accented by a handful of dramatic breakthroughs. The Wright Brother’s accomplishment would of course be one such breakthrough. Though several others can claim successful efforts at manned, powered flight prior to Kitty Hawk (see article, “First Human Flying Machines” ), the Wright Brothers hold a special place in history because of the profound and lasting impact of their achievement in relation to modern aircraft design (three-axis control).

Similarly, in the history of commercial aviation there is evidence of gradual evolution – from stunt plane and site seeing passenger flights to flying airboats that flew just a few feet above the water to the first real examples of modern air travel involving regularly-scheduled overland air service using land-based runways. And there are a few critical breakthroughs as well that would play a important role in the birth of a new industry. One of those breakthroughs was spurred on by a group of individuals in the mid-1920s led by the Guggenheims – a family who amassed a great fortune in the mining industry, and then turned their focus towards giving back to society. Together, they shared the vision of making passenger airtravel a sustainable reality, along with the spirit of boldness to make it happen. The elder Daniel Guggenheim would say of aviation at a 1925 groundbreaking ceremony for construction of the nation’s first school of aeronautics at a major American college, “I consider it the greatest road to opportunity which lies before the science and commerce of the civilized countries of the earth today.” [ 2 ]

Harry Guggenheim and Charles Lindberg leaving New Western Air Express plane in 1928. Courtesy of the Boston Public Library, Leslie Jones Collection.

Western Air Express pilot Jimmy James. [see page for license], via Wikimedia Commons

As such, when Western Airlines became part of Delta in 1986, Delta inherited bragging rights to the oldest ticket sold for passenger airtravel. No U.S. airliner in operation today can say it issued a ticket prior to the one sold in 1926 to Mr Ben Redman of Salt Lake City, Utah.

THE FIRST PASSENGERS

When Western Air Express pilot C.N. “Jimmy” James took off on his regular eight-hour mail delivery flight from Salt Lake City to Los Angeles on May 23, 1926 – almost exactly one year prior to the famous transatlantic flight of Charles Lindberg – he would do so carrying what was proudly referred to by Western Airlines CEO Arthur Kelly in 1961 as the “first commercial airline passenger”. [ 15 ] The recipient of this honor would be then president of the Salt Lake City Chamber of Commerce Ben F. Redman who, along with his friend (and second passenger) J.A. Tomlinson, sat atop U.S. mail sacks, sported his own parachutes, and relied on a tin cup for the in-flight lavatory.

Source: “Western Airlines Marks Anniversary of S.L. Flight”, Salt Lake City Tribune , April 17, 1944, p.16

Later, Redman and James would appear with Elliot Roosevelt, son of President Roosevelt, as Elliot would receive the honor of being the 100,000th passenger flying from Los Angeles via Western Air Express on that same route. (See below)

Source: “Elliott Roosevelt Inspects Airlines”, Salt Lake City Tribune , September 25, 1933, p.22.

“They took off at 9:30am and five hours later landed at Las Vegas to refuel. Redman and Tomlinson staggered out of the plane to stretch their legs and would have been forgiven if they had refused to reboard; for a good portion of the trip they had flown through a dust storm, and both passengers were pale from fatigue and nervousness. But they also were game, and three hours later climbed more or less jauntily out of the M-2, waving to the crowd of photographers and reporters gathered at Vail Field to record the arrival.” [ 16 ]

Upon completion of the inaugural flight, a certificate signed by the pilot Jimmy James was presented. The certificate (shown below) confirms Redman as the first official passenger , as well as recording details of the flight including maximum altitude reached (12,000 feet), the maximum speed (130 mph), total flying time (8 hours), and Contract Air Mail Route (No. 4).

Certificate confirming Mr. Ben Redman of Salt Lake City, Utah as the first official passenger to fly on Western Air Express. This was presented in a ceremony after WAE’s inauguration of passenger service on May 23, 1926, which represented the first “regularly scheduled passenger flight” in the United States. Part of the BirthofAviation.org Collection. ( see preferred citation )

FIRST TRUE SUCCESS STORY IN COMMERCIAL AVIATION

Perhaps most significant of all regarding Western Air Express’s inauguration of passenger service is that it marked the beginning of the first true success story in U.S. commercial aviation. For as mentioned there were a few early airboat ventures that did sell tickets for airtravel prior to 1926. Yet they would all end in bankruptcy, most going out of business shortly after their inception (see First U.S. Passenger Airlines ). The February 1976 edition of The Vintage Airplane thus declared, “Western Air Lines is the only survivor of airlines that pioneered commercial air transportation in the U.S. in the mid-twenties.” [ 17 ]

Vintage Art Poster shows a Western Air Express plane flying over the location where the Golden Gate Bridge now stands.

Helped by the Guggenheim grant, along with the infrasture and other innovations spawned by the model airline experiment over the next few years, Western would not only avoid bankruptcy but would go on to become an industry giant. After surprising many by posting a profit of $28,674.19 in its first year of operation, [ 18 ] [ 19 ] Western Air Express would the following year, in 1927, become the first airline in history to pay a cash dividend to its stockholders. [ 20 ] In 1928, it would post a profit of approximately $700,000. [ 21 ] And by 1930 it had become the largest airline in the nation by most overall standards of measurement – including fleet size, passengers carried, and route mileage with routes stretching 15,832 miles. [ 22 ] (That same year it would also introduce to the world of commercial aviation what was at the time by far the largest passenger plane in the world, the four-engined 32-passenger Fokker F-32, as shown below). [ 23 ]

Of course, the Guggenheim fund that helped fuel this success was never intended to provide an economic advantage to any one airline in particular, but rather to buoy the entire industry – and that is indeed what it did. The success of the model airline experiment would not only benefit Western but would in effect usher in the beginning of sustainable economic progress for all U.S. airliners through a number of key innovations.

One innovation of lasting impact achieved by the model airline would be the first weather reporting for passenger airplanes. In August 1927, the Daniel Guggenheim Committee on Aeronautical Meteorology was created to make pilots and meteorologists aware of each other’s specialties. The five-person committee, all of whom would achieve prominence in meteorology and two of whom would become chiefs of the Weather Bureau, recommended that the Guggenheim Fund equip a section of the airway system with weather reporting systems to prove the feasibility of such a system. Ultimately, it was decided to carry this out along the Western Air Express model air line route, resulting in an initial twenty-two reporting stations connected via telephone to Los Angeles and San Francisco, and soon later more would be added. These would serve all airmen, not just those of Western Air Express.

This project, involving collaboration from the Department of Commerce and the Weather Bureau, as well as the army, would add great benefit not only in economy of operation but also in safety. Lt. Col. G.C. Brant, at the time commandant of the Army Air Corps base at Crissy Field in San Francisco, would state, “The Guggenheim Experimental Airways Weather Service has done more to raise the morale of the Army Flying Corps than anything else that has happened since I became associated with it. Formerly a pilot did not know what was ahead, now he knows and is prepared.” [ 24 ]

A dazzling Lucille Ball is shown here after a flight on a Western Air Express Fokker F-10, a plane referred to as the “Queen of the Model Airline”.

Even though mail revenues still constituted the majority of income, and profitability solely from passenger service was still a few years away, the public relations impact, the technological advancements, and the lessons learned as a result of the model airline experiment would greatly facilitate eventual realization of profitability in the industry. Though there would be many ups and downs in the years to come, [ N 3 ] Western Air Express and the rest of the budding airline industry in America had positioned themselves on arguably the first path to sound economic success in the world of commercial aviation. Other carriers would soon follow Western Air Express’s lead in providing passenger service across the nation, with increasingly safe and cost effective passenger aircraft. America was officially on its way to emerging as a global leader. Western would even stake its claim not only as a domestic pioneer but as “ the world’s first economically successful venture in airplane transportation ” [ 27 ] . (See this referred to on Western’s First Anniversary Flight Postcard) . One of the reasons Western was able to make this claim is that although commercial aviation in Europe and other places around the globe got off to a quicker start in many areas including number of passengers carried, this didn’t translate to profits. As Tom D. Crouch, senior curator of aeronautics at the National Air and Space Museum, writes in Wings: A History of Aviation from Kites to the Space Age , “The pioneering postwar airline ventures in England, France, and Germany enjoyed some early successes. British and French air services carried sixty-five hundred passengers between London and Paris in 1920, with the three British operations carrying perhaps three times as many passengers as their French counterparts. At the same time, actual revenues amounted to only 17 percent of total costs.” [ 28 ] Many of these European ventures would not be long lived as a result of the unsound economics. And even many of those that did survive like KLM (officially the world’s oldest airline) would do so not because of economically successful operations in those days but because they were largely supported by government subsidies, unlike Western Air Express. [ 29 ] [ 30 ] [ N 4 ] As Woolley writes again in Airplane Transportation , “To secure consideration of the airplane as a commercial vehicle required, in Europe, direct financial assistance from government; in the United States, only evidence of its economic worth.” [ 31 ] And in 1936, Col. E.S. Gorrell, then president of the Air Transport Association of America, said of a partnership between five of the major airlines to build a 40-passenger super-airliner, “This contract marks a significant step for advancement of commercial aviation. Unlike every other country, where heavy government subsidies are devoted to the development and advancement of air transport aircraft, private enterprise in the United States, the individual operator, must carry this entire burden.” [ 32 ] [ N 5 ]

EXPONENTIAL GROWTH

When C.G. Grey, the editor of the English aeronautical journal Flight , arrived in New York in January 1925 to gauge the state of aeronautics in the United States. he commented, “The general atmosphere of aviation in America impressed one as being in a state when something is about to happen. Not so much the calm before the storm, but rather the slump before the boom.” [ 33 ] These words would prove to be prophetic as the U.S. airline industry would grow exponentially after 1926. With less than 6,000 airline passengers in the United States recorded in 1926, this would grow to approximately 173,000 in 1929, and a decade later this number would be approximately one million passengers. [ 34 ] [ 35 ] [ N 6 ] Col. E.S. Gorrell again commented in 1936, “Air passenger traffic has increased at a more rapid rate in the United States than anywhere else in the world, largely due to superior aircraft and operations methods. In the past five years passengers carried on domestic and foreign airlines under the American flag have increased from 385,000 in 1930 to nearly 1,000,000 in 1935.” [ 36 ] Passenger airtravel had become a reality. The U.S. aviation industry would eventually go on to represent the largest single market in the world, accounting today for over one‐third of the world’s total air traffic [ 37 ] (in addition to claiming the world’s largest airline, American Airlines). It may also be said that an even brighter future yet awaits it. In fact, by the year following the upcoming centennial of that inaugural passenger flight of Western Air Express (2027), the FAA projects air travel demand in the U.S. to top 1 billion passengers per year. [ 38 ]

At the same time, the real birth of commercial aviation is not merely a story of a landmark flight or even that of a handful of pioneers and philanthropists. It is the story of a nation. In order to make possible the conditions for success, many pieces needed to come together. And this would involve one of the greatest collaborative efforts in all of human history

LAYING THE FOUNDATIONS FOR SUCCESS

During the first decade or so following the Wright Brother’s first flight, America lagged behind Europe with regard to aviation. As C.V. Glines writes in an article published in the the November 1996 edition of Aviation History magazine:

The United States clearly was in the doldrums so far as aviation was concerned. By contrast, a year after the armistice, Britain and France were operating scheduled flights between London and Paris. The Germans had an all-metal transport 10 years before William Stout designed one for Henry Ford. The French had an internal airmail system that far outdistanced the United States’ fledgling airmail service. Italy’s Gianni Caproni had built a 100-passenger, eight-engine flying boat. And even the Russians, as far back as 1913, had a four-engine airliner designed by Igor Sikorsky that boasted an enclosed cockpit and passenger cabin, electric lights and a washroom. [ 39 ]

But even as America itself was founded in a story of “beating the odds”, so too would this generation of Americans rise up to meet the challenge before it – heeding the wisdom of the words spoken by one of the nation’s brightest businessmen and entrepreneurs of the time, Henry Ford: “When everything seems to be going against you, remember that the airplane takes off against the wind, not with it.” A movement would soon take off in America that would change its fortunes – a movement that would find its impetus when the U.S. Government first began experimenting with the use of planes to transport mail.

In 1917 Congress, acting on a recommendation from the National Advisory Committee for Aeronautics (NACA) which would later become NASA, appropriated $100,000 for the creation of an experimental airmail service. This would include involvement from both the Army and the Post Office. One of the contributions from the Army was providing pilots to fly the mail planes – a particularly dangerous job. In fact, during the period the Post Office operated the air mail, the life expectancy of a Mail Service pilot was only four years, and thirty one of the first forty pilots were killed in action. [ 40 ]

The Army also assisted with the initial deployment of rotating beacons that would make it possible to fly the routes at night. The Post Office would take over soon afterwards, expanding the guidance system the following year to make transcontinental air service possible. By 1923, mail could be delivered from one coast to the other in two days less time than by train.

Once the basic infrastructure was in place for airmail to work, the U.S. Government sought to transfer this service to private companies. As described in The Airline Handbook from Airlines for America (America’s oldest and largest airline trade association):

“Once the feasibility of airmail was firmly established and airline facilities were in place, the government moved to transfer airmail service to the private sector by way of competitive bids. The legislative authority for the move was granted by the Contract Air Mail Act of 1925, commonly referred to as the Kelly Act after its chief sponsor, Rep. Clyde Kelly of Pennsylvania. This was the first major step toward the creation of a private U.S. airline industry. [emphasis added]” [ 41 ]

Through a balance of government and private industry very much in harmony with the spirit of America, the stage was set for the dawning era in the history of aviation. The U.S. government through its numerous efforts to facilitate aviation nationwide would provide essentially a “hand up” to private enterprise, then largely get out of the way – even though it would step in once again though the Air Commerce Act of 1926 in order to provide needed coordination as well as a set of essential checks and balances. [ N 7 ] As described again in The Airline Handbook :

“The same year Congress passed the Contract Air Mail Act, President Calvin Coolidge appointed a board to recommend a national aviation policy (a much-sought-after goal of then Secretary of Commerce Herbert Hoover). Dwight Morrow, a senior partner in J.P. Morgan’s bank, and later the father-in-law of Charles Lindbergh, was named chairman. The board, popularly known as the Morrow Board, heard testimony from 99 people and, on Nov. 30, 1925, submitted its report to President Coolidge. The report was wide-ranging, but its key recommendation was that the government should set standards for civil aviation and that the standards should be set outside of the military. “Congress adopted the recommendations of the Morrow Board almost to the letter in the Air Commerce Act of 1926. The legislation authorized the Secretary of Commerce to designate air routes, to develop air navigation systems, to license pilots and aircraft and to investigate accidents. The act brought the government into commercial aviation as regulator of the private airlines that the Kelly Act of the previous year had spawned.” [ 42 ]

Through these acts of Congress in 1925 and 1926, the essential framework had been established, and the ground was ripe for the birth of a new industry. In fact, the initial Contract Air Mail (CAM) service carriers selected through this process would in time and through mergers and acquisitions go on to become key players in the airline industry, including American Airlines, United Airlines, Western Airlines (which as mentioned would eventually be acquired by Delta Airlines, who was also a CAM carrier beginning in 1934), Boeing, Pan Am, Trans World Airlines (TWA), Northwest Airlines, Braniff, Continental, and Eastern Airlines. These would also greatly influence the advancement of technology and infrastructure that would allow passenger airtravel to survive and prosper in the decades to follow.

Initial Contract Air Mail (CAM) Routes

Starting with an initial group of five, a total of 34 Contract Air Mail routes would eventually be established in the U.S. between February 15, 1926, and October 25, 1930.

The “first five” CAM contractors would include:

1926 – A WATERSHED YEAR FOR COMMERCIAL AVIATION

The aforementioned book Airplane Transportation by James Woolley was used as a textbook at the University of Southern California and several other schools. With contributing works from famed meteorologist Carl-Gustav Rossby and William P. MacCracken, Jr., the first federal regulator of commercial aviation appointed in 1926, its emphasis was to teach the business elements of the arising “new industry” to all those eager to acquire “knowledge of the airplane and its potentialities as an agency of commerce”. [ 43 ] In the opening of the first chapter, Woolley describes the state of commercial aviation in the eyes of the nation at the time:

“Within the past two years America has awakened to the presence of a new and vital agency in transportation; a medium, which, although at present only slightly understood, holds promise of development beyond grasp of the most vivid imagination. True, the airplane as a vehicle has been known to us for more than one-quarter century but its adaptation to commerce dates only from the termination of the World War and its economic worth had not been definitely established previously to 1926.” [ 44 ]

1926 was a watershed year for commercial aviation. It would be one of many key milestones, and one that would see the first economic successes.

As mentioned, 1926 would be the year of what has been referred to as the first true commercial passenger flight in the United States. Additionally, the Federal Aviation Association’s most recently published chronology dates back to that year (FAA Historical Chronology, 1926-1996), beginning with the Air Commerce Act. And in 1976 – coinciding with the nation’s bicentennial – the U.S. Post Office would issue the Commercial Aviation Commemorative Stamp marking the “golden anniversary of commercial aviation in the United States” with the description “Commercial Aviation, 1926-1976″ ( See the first day of issue cover for this stamp ).

The Commercial Aviation Commemorative Stamp issued by the U.S. Post Office in 1976

1926 being the year the “CAM” carriers would began carrying U.S. Air Mail under contract, the planes shown on the 1976 stamp were the first two to do so: the Ford-Stout AT-2 (upper) and Laird Swallow (lower).

Other groups, such as the Aviation Historical Society, would also honor 1926 as the true beginning of U.S. commercial aviation (as shown below).

An enveloper cover from the Aviation Historical Society Honoring the 50th Anniversary of U.S. Commercial Aviation

In addition to numerous legislative and general infrastructure advancements, there were other factors as well that led to the growth of passenger airtravel in the United States beginning in the mid-1920s. One of those can be attributed to the contributions of automobile pioneer Henry Ford. In 1925, Ford began a commercial cargo airlines called the Ford Air Transport Service and would be awarded the CAM6 and CAM7 airmail routes. Although not receiving one of the initial five routes, he would actually be the first of the carriers to begin operation in 1926, staking the company’s claim as “the world’s first regularly scheduled commercial cargo airline.” [ 45 ] He would soon abandon that venture however in favor of focusing on airplane manufacturing, selling its routes to Stout Air Services (which was eventually acquired by National Air Transport (NAT) who in turn became part of United Airlines).

It was in two primary areas that Ford would help shape the history of commercial aviation. The first of those was in airplane technology, through the introduction of the Ford Trimotor – the first all-metal, multi-engine transport in the United States and the first plane designed primarily to carry passengers rather than mail (having room for 12 passengers and cabins with high ceilings that didn’t require stooping).

The Trimotor’s three-engine design made for significant improvements in relation to speed and altitude – ultimately enabling it to become the first plane to be used for transcontinental passenger service, as well as the first plane to fly over the South Pole. Dubbed the “Tin Goose”, a total of 199 Ford Trimotors were built between 1926 and 1933. And its impact on commercial aviation was immediate, with the design helping to make passenger airtravel potentially profitable for the first time. It would be labeled as the “first successful American airliner” and said to represent a “quantum leap over other airliners.”

Ultimately, the Great Depression ended Henry Ford’s short career as a major figure in American aviation. He would pass the baton to companies like Boeing, who introduced the Boeing 247 in 1933, and the Douglas Aircraft Company whose DC-3 would revolutionize air transportation for the next decades (along with Wright Aeronautical and Pratt and Whitney who would dominate the engine market for years to come). In the meantime, however, United Aircraft and Transport Corporation took over the Ford airmail routes in 1929 and the Ford Airplane Manufacturing Division closed for good in 1933. Though similar to the way Ford’s durable Trimotor planes seemed to last forever (One Trimotor 5-AT, built in 1929, was still being used in Las Vegas for sightseeing in 1991), [ 46 ] so was Ford’s impact on commercial aviation long lasting. Not only did the advancements in plane construction help move the industry forward, but Ford was also instrumental in a second important breakthrough: gaining the American public’s trust when it came to flying.

When the public saw that Ford had its name on airplanes used for passenger service, it gave an entirely new level of legitimacy to the idea of safe and reliable passenger airtravel. As famous 1920s and 1930s actor Will Rodgers would comment, “Now you know that Ford wouldn’t leave the ground and take to the air unless things looked pretty good to him up there.” [ 47 ]

Ford’s involvement in airplane manufacturing, coupled with the government legislation of 1925-1926, provided a stamp of approval in the eyes of the public and for the first time ever passenger flight began to be seen not as merely a novel and risky venture, but as a new and trustworthy way of travel. In fact, just as Ford traveled around the country through his “Reliability tours” to promote the idea that the automobile had come of age in America, so did he do the same for the airplane – in part through the aerial version of his Reliability Tours, the Ford National Reliability Air Tour.

CHARLES LINDBERG

The Airline Handbook describes the bold and revolutionary accomplishment:

“In planning his transatlantic voyage, Lindbergh daringly decided to fly by himself, without a navigator, so he could carry more fuel. His plane, the Spirit of St. Louis, was slightly less than 28 feet in length, with a wingspan of 46 feet. It carried 450 gallons of gasoline, which constituted half its takeoff weight. There was too little room in the cramped cockpit for navigating by the stars, so Lindbergh flew by dead reckoning. He divided maps from his local library into thirty-three 100-mile segments, noting the heading he would follow as he flew each segment. When he first caught sight of the coast of Ireland, he was almost exactly on the route he had plotted, and he landed several hours later, with 80 gallons of fuel to spare. Lindbergh’s greatest enemy on his journey was fatigue. The trip took an exhausting 33 hours, 29 minutes and 30 seconds, but he managed to remain awake by sticking his head out of the window to inhale cold air, by holding his eyelids open, and by constantly reminding himself that if he fell asleep he would perish. In addition, he had a slight instability built into his airplane, which helped keep him focused and awake. Lindbergh landed at Le Bourget Field, outside of Paris, at 10:24 p.m. Paris time on May 21. Word of his flight preceded him and a large crowd of Parisians rushed out to the airfield to see him and his little plane. There was no question about the magnitude of what he had accomplished. The age of aviation had arrived.” [ 48 ]

As a young U.S. Air Mail pilot hired in 1925 by the Robertson Aircraft company (that would later become American Airlines) to fly the CAM-2 mail route between St. Louis and Chicago, Lindbergh was suddenly thrust into the spotlight as an American hero, as well as the first person to ever be in New York one day and Paris the next. It captured the imagination of the public in relation to the capabilities of modern airtravel, as well as the imagination of investors. Though many in years past had invested in aviation ventures that had failed, suddenly there was a rush to Wall Street to invest in aviation, with investments in aviation stocks tripling between 1927 and 1929.

After his legendary feat, Lindbergh was faced with enthusiastic crowds wherever he went. He gave numerous speeches, participated in parades, and received many awards, including the Distinguished Flying Cross medal from President Calvin Coolidge, using his status as an American icon and international celebrity to further aviation along with other noble causes.

THE GUGGENHEIMS

As mentioned, the Guggenheim family also served as an important catalyst in the rise of commercial aviation. And this involved far more than generous financial contributions. The philanthropic efforts of the Guggenheims were far reaching and brought together some of the brightest minds in the nation. Tom Crouch writes again in Wings: A History of Aviation from Kites to the Space Age :

“Daniel Guggenheim began to discuss the possibility of expanding his involvement, spending several million dollars on the creation of a fund that would support civil aviation. Father and son, the Guggenheims discussed the idea with everyone from Orville Wright to Secretary of Commerce Hoover and President Coolidge. The decision to forge ahead had been made by January 1926. The Daniel Guggenheim Fund for the Promotion of Aeronautics would support aeronautical education; fund research in “aviation science”;promote the development of commercial aircraft and equipment; and “further the application of aircraft in business, industry and other economic and social activities of the nation.” Running it would be a blue-ribbon panel of leading figures from aviation, business, finance, and science, including the inventor of the airplane and a Nobel laureate in physics.” [ 49 ]

The fund would go on to create schools of aeronautics at major universities, including Stanford, MIT, and Harvard, among several others. The impact would be far reaching with respect to the research conducted, the technological discoveries made, and perhaps most importantly the development of the graduates – from pilots to engineers to meteorologists.

One of those graduates was Herbert Hoover, Jr., son of 31st President of the United States Herbert Hoover and eventual Secretary of State under President Eisenhower. Hoover won a fellowship from the Daniel Guggenheim Fund to study aviation economics at the Harvard Business School, and would focus on the economics of radio in the aviation sector. He would use that education to help Western Air Express, in cooperation with Thorpe Hiscock of Boeing, to develop the first ever air-to-ground radio while serving as Western’s communication chief.

Under his guidance, Western would also establish a system capable of guiding radio-equipped aircraft along 15,000 miles of airways across the Western U.S. And in 1930 he would be elected president of Aeronautical Radio Inc. – a non-profit alliance between Western Air Express, Boeing and American Airways that represented the airline industry’s single licensee and coordinator of radio communication outside of the government. This selection led to Time Magazine putting Hoover on the cover of its July 14, 1930 edition.

Herbert Hoover Jr (middle) with Western Air Express pilots Jimmie James (left) and Fred Kelly (right)

Even beyond education, the Guggenheim fund would make major contributions to the aviation industry. An example was its revolutionary breakthroughs in relation to “blind flight”, addressing the problems faced by pilots in three main areas: point-to-point navigation while in fog or above clouds, maintaining straight and level flight via instrument readings, the usage of ground facilities for take off or landing assistance in poor visibility conditions.

In September 1929, a young U.S. Army lieutenant named James Doolittle took off from Mitchell Field in New York on a 15-minute test flight. When his wheels touched down, he had reached a major milestone in aviation history, being the first plane in history to take off, fly a precise flight path, and land, with its pilot not using any visual cues outside of his cockpit instruments. The instruments that made this possible included a very accurate barometer, an artificial horizon and gyroscope, and a radio direction beacon – all developed through research at the Guggenheim Full Flight Laboratory. Within the next decade, instrument flying would become routine for all airlines. One of the congratulatory telegrams sent to Harry Guggenheim upon this achievement came from famed explorer Robert E. Byrd, who sent the message from his camp on the Antactic ice cap. At the end, he added “I know of nothing that has done as much for the progress of aviation as your organization.” [ 50 ] The Guggenheim Fund would end in 1930, concluding very much in the same spirit of the U.S. government’s previous involvement in helping aviation to forge ahead. Daniel Guggenheim would state, “With commercial aircraft companies assured of public support and aeronautical science equally assured of continual research, the further development of aviation in this country can best be fulfilled in the typically American manner of private business enterprise.” [ 51 ]

Though the fund would cease, however, its impact would live on – as would the Guggenheim’s work through other avenues. The Guggenheim foundation for example established such entities as the Cornell-Guggenheim Aviation Safety Center at Cornell University where important research took place in relation to collision avoidance, crash fire protection, and other aspects of safety improvement. The Guggenheim Medal fund would be awarded annually to individuals making exceptional contributions to aviation, with the first going to Orville Wright. And the Guggenheims sponsored much of the research of Dr. Robert J. Goddard, upon which all modern developments of rockets and jet propulsion was based.

Arguably though, the greatest impact of the Guggenheim legacy remains that of the decision to provide funding to a courageous group of aviation trailblazers and the establishment of the world’s first “model airline”. Together, the Guggenheims and Western Air Express would pioneer the first semblences of airtravel as we know it today – year round, regularly scheduled, overland service using landplanes – and pave the way for the first truly self sustaining and economically successful model in commercial aviation.

The legacy and impact of the Guggenheim Fund would live on many years past the end of the model airline experiment, as would that of Western which would go on to establish many industry firsts [ N 8 ] . In fact, Western would eventually take on the label of “America’s senior air carrier” as well as the “oldest continuously operating airline in the US” [ 52 ] [ 53 ] [ N 9 ] at the time of its acquisition by Delta in 1986. Even as it became part of the Delta family, the innovations and progress of Western, much of which was derived from its earliest years, [ N 10 ] would carry on not only in spirit but in everyday business operations. To this day, for instance, Delta continues Western’s Salt Lake City hub operations, which is the same location from where that first passenger flight of Western Air Express took place in 1926 – an event that would set in motion the first true success story in commercial aviation.

When history is remembered, what generally emerges to the forefront are not necessarily the “firsts”, but the events, discoveries. and individuals that had the most powerful influence in shaping the future.

Christopher Columbus was not the first to discover America. Yet the fact that his name looms larger in history than many of those who proceeded him – including the Vikings led by Leif Erickson, the waves of Carribean explorers like the Taino tribe, and potentially even Monks like St. Brendan who it is believed made the journey in the sixth century – is because of the unparalleled impact of his explorations. Christopher Columbus opened up a new continent to Spain and, ultimately, all of Europe. His discovery had a profound and lasting impact on the trade routes of the day. And his voyages would ultimately reshape the known world.

Similarly, Henry Ford did not invent the automobile and yet his name is synonymous with it. For it is he who changed the landscape of a nation, and world, by making the automobile an affordable reality to the average person. Through use of the assembly line technique of mass production, and by lowering costs as opposed to pocketing profits from the resulting cost savings, Ford’s company would go on to lead the American industry to produce three quarters of all automobiles in the world by 1950.

Taking transportation to the next level would be the Wright Brothers, even though technically they were not the first to fly manned aircraft. In addition to those lifted by hot air balloon and airships such as Jean-François Pilâtre de Rozier who flew the first manned free balloon flight on November 21, 1783, there are others who flew heavier-than-air crafts in the rough form of the modern day airplane beginning in the early 1800s. And while many of the pioneers who did so would make significant contributions to the science and eventual realization of powered flight (which the Wright Brothers themselves would even rely upon), the Wright Brothers hold a special place in history because of the unique impact they had on airplane design. While other early inventors experimented with the shifting of a persons weight to control or steer the plane, for instance, the Wright Brother’s revolutionary invention of “three-axis control” would make fixed-wing powered flight truly possible for the first time ever and would be adopted universally in aircraft design moving forward. Tom D. Crouch, who as mentioned holds the position of senior curator of aeronautics at the National Air and Space Museum, described why the invention of the Wright Brothers is given precedence as first to achieve “powered, heavier-that-air flight” over the work of competing inventor Augustus Moore Herring, saying “Herring’s 1898 motorized machine represented nothing more than the culmination of the hang-gliding tradition. Having made his brief powered hops, he found himself at a technological dead end.” [ 54 ]

In a similar way, there were various early attempts to launch the world of commercial aviation, ranging from paid sightseeing flights on crop dusters to a handful of failed airboat ventures. But perhaps the most significant breakthrough came via a great American success story – that of the Guggenheims and Western Air Express, and of the movement of the mid-1920s that involved one of the greatest collaborations in human history. From the legislation that laid the early groundwork to the humble beginnings of a two-passenger inaugural flight in an open cockpit atop mail sacks to the investments made by many, this is a story of American ingenuity, of the unique American balance between government and private enterprise, and of the spirit of the American West.

These truths are emphasized not merely in the spirit of American patriotism, but more so in the spirit of the model airline experiment – that the success of one might benefit many (also an American principle). For the hope is that the blueprint discovered here might lead others to greater successes, whether nations or groups of individuals or other generations of Americans. After all, it is poetic that the movement which brought forth the kind of advancements that would connect the world as never before, was done through such a great collaboration of people. The profound words found on the website for the Wright Brothers Aeroplane Company seem most fitting in this regard, describing one of the true motivations that drove the two brothers to pursue their dream of building their flying machine: “Seen from above, the artificial boundaries that divide us disappear. Distances shrink, the horizon stretches. The world seems grander and more interconnected.” [ 55 ] And Western Air Express pilot Al DeGarmo said of his friend and famed Hollywood actor Will Rogers, “He believed air travel was key to this country’s growth. Air travel was something everyone would be doing one day, he said, and it would help break down differences that divided nations.” [ 56 ]

Today the Wright Brothers are recognized as among the greatest of the pioneers of flight – though it wasn’t until after they died that they were finally credited over such men as Samuel Pierpont Langley as being the first to build a heavier-than-air craft capable of manned powered flight. It sometimes takes time for the truest heroes of history to be appropriately honored. Hopefully this story of the beginning of commercial aviation will be told with greater attention paid to these great men and women who took the baton from the Wright Brothers and brought aviation to the next stage of development. For while the Wright Brother’s sought and achieved sustainable (and controlled) flight, these pioneers of the mid-1920s sought and achieved sustainable economic growth that would make it possible to take the innovations of the Wright Brothers and turn them into the means of forever changing the world of global transportation.

• ^ It is worth noting that the Guggenheims didn’t expect to be paid back for this loan and in fact told Western Air Express founder Harris Hanshue this was more in the nature of a grant. However, Hanshue refused to accept the money as a gift and insisted on inserting a clause into their agreement that stipulated Western was to repay the loan within eighteen months at 5% interest. Hanshue also put up some $100,000 in public-utilities securities to guarantee the loan.
• ^ Robert Serling writes on pages 6-7 of The Only Way to Fly: The Story of Western Airlines America’s Senior Air Carrier , “…there is one thing to be noted about all these early airline efforts [prior to 1926] – every one involved the use of flying boats, not landplanes. Airfields throughout the United States, with few exceptions, were too primitive, inadequate, and actually dangerous to warrant confidence on the part of the public or airmen themselves. Not until the government – prodded by the growing demand for regular air mail service-established lighted airways and modest airport improvements did scheduled air transportation become feasible between inland cities.”
• ^ It should be noted that the road to prosperity for Western and the industry in general was not only filled with successes, but involved setbacks as well. One particularly dark chapter in the history of the commercial aviation industry occurred during the 1930s, though the Air Mail Act of 1930 that consolidated all of the air mail routes to only three companies (United Airlines, TWA, and American Airlines) and the resulting investigation of a 1930 meeting (the so-called Spoils Conference) involving postmaster general Walter Brown and representatives of the three airlines to whom he would later award the air mail routes. This would be referred to as the Air Mail Scandal and Air Mail Fiasco by the American Press as the actions under the new legislation were accused by many of being a corrupt effort of conspiracy to monopolize the air mail. Though allegations relating to this were never proven, there was enough room for suspicion to convince President Franklin D. Roosevelt to cancel the contracts altogether and have the Army Air Corps take over the service. This would not only negatively impact the airline industry in general, but would have disastrous results in many ways since Air Corps’ airplanes could not meet the demands of night flight, let alone bad weather. There were many deadly crashes and lost lives, until finally later the same year Congress passed the Air Mail Act of 1934, which returned most air mail routes to the major airlines as well as gave some routes to smaller airlines.
• ^ While Western Air Express greatly benefitted from infrastructure improvements and other provisions of the government, it was able to attain profitability without any direct government subsidies. It also received a low interest 5% loan of $155,000 to be paid back over 2 years courtesy of the Guggenheim Fund in 1927, which enabled it to purchase three Fokker passenger planes. Even after the first of its two annual loan payments was made to the Guggenheims in 1928, WAE was still able to report a net profit of nearly $700,000 on $1.4 million in total revenue (most of this though still coming from mail revenue at the time).
• ^ This cooperative agreement between five competing airlines marked the first time in the history of aviation that major airlines combined their experience and finances for the development of an experimental plane to meet future needs. And the joint effort was a giant success. It is estimated that had each of the five airlines carried out development efforts separately, it would have cost them approximately $2,000,000 more, the equivalent of four additional experimental planes.
• ^ US Department of Commerce statistics report 1,176,858 passengers flew on US commercial airliners in the year 1938. American operated scheduled air carriers would also set all-time records that year for the number of miles flown and passengers and express carried, according to reports received by the Civil Aeronautics Authority (as cited in Popular Aviation , September 1939. p.26).
• ^ Some of this power given to government would be rescinded in 1978 through the Airline Deregulation Act passed by the U.S. Congress which removed government control over fares, routes and market entry (of new airlines) from commercial aviation. While this regulatory control was probably needed in the early years of US aviation, deregulation in 1978 had a positive impact of driving airfare to more affordable rates, and consequently dramatic growth in passengers flown. As Supreme Court Justice Stephen Breyer pointed out in 2011, “In 1974 the cheapest round-trip New York-Los Angeles flight (in inflation-adjusted dollars) that regulators would allow: $1,442. Today one can fly that same route for $268.”
• ^ Western Airlines was the first to develop and use air-to-ground radio (1929), the first to have weather reporting stations (1927), first to fly 10 years without injury to a passenger (1926-1936), the world’s first profitable air transportation system (1926), the first airline in history to pay a cash dividend to its stockholders (1927), the first “regularly scheduled, year-round, overland passenger service” in the U.S. (1926), the first to offer in-flight meals (1928), the first to have flight attendants in U.S. domestic service (1928), the first to introduce commercial four-engine transports, the first to feature airborne television, the first to offer limousine service, and the first to provide log books for passengers.
• ^ At the time of Western’s merger with Delta, there was some controversy between Western and United Airlines over which was officially the oldest. United was originally formed by United Aircraft and Transport Corporation, a partnership between Boeing Airplane Company and Pratt & Whitney. The larger corporation officially established an operating division known as United Air Lines on July 1, 1931. That same year, however, it would purchase Varney Airlines. While Western preceded Varney in relation to the introduction of passenger service, Varney beat out Western (by a margin of 11 days) in flying “fixed routes” with respect to airmail delivery.
• ^ Many of the learnings and advancements of the Model Airline experiment became an ongoing part of Western’s business operations moving forward. As Robert J. Serling writes in The Only Way to Fly , “The so-called Model Airway experiment never really ended; rather, it gradually was absorbed into Western’s normal operations, and the lessons learned were incorporated into the airlines procedures and policies.”
• ^ A Global Mindset for Commercial Aviation’s Next Century . Retrieved 2014-12-12.
• ^ Daniel Guggenheim quoted in C.V. Glines, “The Guggenheims: Aviation Visionaries,” Aviation History 6 (November 1996)(as cited in Tom D. Crouch, Wings: A History of Aviation from Kites to the Space Age , (New York, N.Y.: W. W. Norton & Company; Reprint edition (November 17, 2004)), p.238).
• ^ Richard O. Hallion, Legacy of Flight: The Guggenheim Contribution to American Aviation , University of Washington Press. 1977. p. 88.
• ^ The National Aviation Hall of Fame: Harry Guggenheim , Retrieved 2014-07-04.
• ^ Robert E. Dallos, “Pioneer Western Pilot Recalls Day It All Began : Airline Has Come a Long Way Since 1st Flight in 1926”, Los Angeles Times , April 06, 1986
• ^ Beating the Odds: The First Sixty Years of Western Airlines , Western Airlines, 1985
• ^ Delta Flight Museum: Western Historical Timeline , Retrieved 2014-07-04.
• ^ Hallion, p. 87.
• ^ “Western Airlines Marks Anniversary of S.L. Flight”, Salt Lake City Tribune , April 17, 1944, p.16.
• ^ “S.L. Will Commemorate First Commercial Flight”, Salt Lake City Tribune , December 12, 1934, p.36.
• ^ Nevada Aerospace Hall of Fame: Harris M. Hanshue . Retrieved 2014-11-11.
• ^ “Officials, Public Laud ‘Unique’ Air Terminal”, Salt Lake City Tribune , June 18, 1961, p.14.
• ^ Robert J. Serling, The Only Way to Fly: The Story of Western Airlines America’s Senior Air Carrier , (Garden City, New York:Doubleday & Company, 1976), p.40.
• ^ Claude Gray, “The Old West”, The Vintage Airplane , February 1976, p.12.
• ^ Serling, p.76.
• ^ Ibid, p.94.
• ^ Grant quote from Bowie, “Weather and The Airplane,” p.17 (as cited in Hallion, p. 97).
• ^ James G. Woolley and Earl W. Hill, Airplane Transportation (Hollywood, Calif.:Hartwell, 1929), p.45.
• ^ Ibid., 69.
• ^ Ibid., foreward.
• ^ League of Nations, Inquiries into the Economic Administration and Legal Situation of International Aerial Navigation (geneva: League of nations, 1930), p.8; Ronald Miller and David Sawer, The Technical Development of Modern Aviation (London: Routledge and Kegan Paul, 1968) p.13 (as cited in Tom D. Crouch, Wings: A History of Aviation from Kites to the Space Age , (New York, N.Y.: W. W. Norton & Company; Reprint edition (November 17, 2004)), p.209).
• ^ Crouch, p.209-210
• ^ Carlos A. Schwantes, Going Places: Transportation Redefines the Twentieth-century West, (Indiana University Press, 2003), p. 8.
• ^ Woolley, p.21.
• ^ “Five Airlines Unite to Finance Super-Ship” , Berkeley Daily Gazette , March 19, 1936, p.8
• ^ Nick Komons, Bonfires to Beacons: Federal Civil Aviation Policy under the Air Commerce Act, 1826-1938 (Washington, D.C.: U.S. Department of Transportation, 1978), 66 (as cited in Crouch, p.239.).
• ^ Andrew R. Thomas, Soft Landing: Airline Industry Strategy, Service, and Safety , Apress. 2011, p.22.
• ^ Popular Aviation , September 1939. p.26
• ^ Global Airline Industry Program: Airline Industry Overview , Retrieved 2014-07-04.
• ^ Airlines For America . Retrieved 2014-07-04.
• ^ Charles Perrow, Normal Accidents: Living with High Risk Technologies (Princeton University Press 1999), p.125
• ^ Airline Handbook Chapter 1: Brief History of Aviation . Retrieved 2014-07-04.
• ^ Woolley, foreward.
• ^ Ibid., 1.
• ^ Henry Ford, Ford Motor Company Founder And Aviation Pioneer”
• ^ Century of Flight: Commercial Aviation 1920 to 1930 . Retrieved 2014-07-04.
• ^ Nick Komons, Bonfires to Beacons: Federal Civil Aviation Policy under the Air Commerce Act, 1826-1938 (Washington, D.C.: U.S. Department of Transportation, 1978), 67 (as cited in Crouch, p.249.).
• ^ Crouch, p.237.
• ^ Telegram, Byrd to HFC, Sept. 27, 1929, DGF Papers, box 2 (as cited in Hallion, p. 124).
• ^ Delta Flight Museum: Family Tree . Retrieved 2014-07-04.
• ^ Crouch, p.220 (as cited in First in Flight? Americanscientist.com retrieved 7-4-14)
• ^ The Wright Story , Wright Brothers Aeroplane Co. retrieved 7-4-14.
• ^ Beating the Odds: The First Sixty Years of Western Airlines , Western Airlines , 1985, p.5.

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Travel By Air, The Golden Years: 1920s-1960s

The story of commercial air travel, in a heavier-than-air, winged aircraft, began on January 1, 1914, when the world’s first scheduled passenger service took to the skies in a single-engine Benoist flying boat piloted by pioneering aviator Tony Jannus for the St. Petersburg-Tampa Airboat Line. That morning, as a crowd of 3,000 gathered at St. Pete’s municipal pier, a ticket for the inaugural round-trip flight to Tampa was auctioned off, and former mayor Abraham Pheil won the honor with a bid of $400. Prior to lifting off from the St. Petersburg waterfront, Pheil climbed aboard the open cockpit biplane and squeezed onto a single wooden seat beside Jannus. Flying no higher than fifty feet over the water, the flight across the bay to Tampa took 23 minutes, as opposed to the two hours it would take by steamship, or the nearly 12 hours by railroad. Henceforth, the St. Petersburg-Tampa Airboat Line made two flights daily, six days a week, and charged a regular fare of five dollars per passenger. While the Airboat Line only operated for four months, it carried more than 1,200 passengers across the bay, and led the way for regularly scheduled trans-continental flights.

The Golden Age of Flight

In post-World War I, as the aviation industry grew, several commercial airlines began operations delivering U.S. Airmail, and then carrying passengers. In the 1920s and 1930s, the period between the two World Wars became known as the Golden Age of Flight. Many of the most notable early airlines were founded during this time period; Western Air Express and Ford Air Transport Service in 1925; Pan American Airways in 1927, which flew airmail from Key West to Havana, and Transcontinental & Western Airlines in 1930 (later TWA), when Western Air Express merged with Transcontinental Air Transport. 

Life aboard a 1920s airliner was quite different from what it is today. Flying was a novel, upscale experience reserved for the wealthiest members of society and business travelers. Airliners carried less than 20 passengers and flew at lower altitudes in unpressurized cabins, frequently landing to refuel. Air travel was noisy and cold, and passengers wore their coats and hats to keep warm. In order to accommodate their every need, uniformed air stewards assisted passengers with their baggage and helped them board the aircraft. Onboard amenities included meals that typically included fruit compotes, cold fried chicken, and elegantly composed sandwiches served on lightweight dishware or wicker baskets. Before the advent of instrument flight in 1929, airplanes could not fly safely at night and had to circumvent mountains. Turbulence, lengthy flight times, airsickness, and other flight-related discomforts often resulted in travel anxiety. In order to keep air travelers at ease, airlines hired nurses to attend to passengers. In 1930, Ellen Church, a nurse and licensed pilot, was hired by Boeing Air Transport (now United Airlines) as the first female stewardess. Despite these discomforts, service evolved quickly in the 1930s. According to the Smithsonian National Air and Space Museum, the airline industry expanded from transporting 6,000 passengers in 1930 to over 450,000 by 1934, and 1.2 million by 1938.

The Douglas DC-3 would revolutionize commercial air travel when it had its first flight in 1935. Faster, larger, and more comfortable than its predecessors; the first DC-3, the Douglas Sleeper Transport, was the pinnacle of luxury, with plush seats in four main compartments designed to fold down from the cabin ceiling into sleeping berths. The aircraft could accommodate up to twenty-eight passengers for shorter day flights and fourteen overnight. As a reliable, economical, and profitable airliner, commercial aviation industry giants such as American, United, and TWA ordered the DC-3 for their fleets in 1936 and many other airlines followed suit in the next two years.

The 1930s heralded in many of the earliest commercial trans-Atlantic flights. Pan American Airways was a forerunner, carrying passengers across the Atlantic in their fleet of flying boats, or ‘Clipper’ aircraft. Transatlantic service began in May of 1939, first flying from Port Washington, Long Island, as the new Marine Air Terminal at LaGuardia was being built. That same year, Boeing 314s were considered the ultimate ‘Clippers’, carrying up to seventy-four passengers across the Atlantic and entering trans-Pacific service, linking all the continents in the Northern Hemisphere. The B-314 was a long-range flying boat that could land anywhere at sea, providing the destination had a sheltered harbor in which it could taxi to. But transport in the 314 was still reserved for the very wealthy, and a return ticket between Manhasset Bay in Port Washington to Southampton, England cost over $650; the equivalent of over $12,000 today.

Striving to provide the most pleasant flight experience, Pan American Airways set the gold standard of passenger service. The Boeing 314 had a large upper flight deck and a lower passenger cabin divided into five seating compartments. There was a galley kitchen, a baggage compartment, men, and women’s changing and restrooms, as well as a main lounge that converted into a dining room. White-gloved, tuxedo-clad stewards catered to their passenger’s needs. Meals were lavish experiences with gourmet foods and drink served on fine china, and silverware set on white linen tablecloths. Sleeping quarters on the 314 were roomier than earlier Clippers and its aft De Lux Compartment was called the ‘Bridal Suite’. 

“I have heard many planes referred to as flying hotels, but none is more worthy of that description than the Pan American Airways Clipper.” A Wright Aeronautical Co. observer on a B-314 survey flight

First flown in 1938, the Boeing 307 Stratoliner was the first four-engine airliner with a pressurized cabin, allowing it to cruise at an altitude of 20,000 feet, well above the clouds and higher than rough weather. Pan American entered the B-307 into scheduled domestic service on July 4, 1940, with routes to Latin America, and from New York to Los Angeles. The nearly 12-foot-wide cabin carried thirty-three passengers in comfort and provided space for comfortable berths for overnight travelers, as well as observation areas for those who bought the more expensive seats. The airplane’s circular fuselage provided maximum space for five crew members and the Stratoliner was the first land-based airliner to have a flight engineer as a member of the crew.

With the onset of the Second World War, commercial air travel came to a virtual halt and was limited only to those serving the war effort. But commercial aviation, along with the aviation industry as a whole, grew substantially during wartime with the development and production of large-scale aircraft and the utilization of ex-military bombers and transports that were easily converted into commercial airliners. In the post-war years, Lockheed C-69 Constellations, used as transports by the U.S. Army Air Forces, were purchased from the government by TWA and converted into civilian airliners for their fleet. After TWA’s first transatlantic demonstration flight in the Constellation, or ‘Connie’ in December of 1945, TWA launched its transatlantic service in the Connie with a flight from New York to Paris on February 6, 1946. 

The Golden Age of Air Travel

After 1945, American aircraft technology set the standard for international air operations, and toward the end of the 1940s, major carriers achieved a strong foothold on international travel.

As the decade of the 1940s ended, the era of commercial flight between the 1950s and 1960s was born and became known as the ‘Golden Age of Air Travel’ and the ‘Jet Age’. By 1950, the trans-Atlantic route became the most traveled in the world, and its growing trade produced high profits and intense competition between major international airlines. In the United States, commercial jet service began with the introduction of the Boeing 707 and Douglas DC-8. Larger and more economical than its previous airliners, Pan American began international flights on the B-707 in October of 1958. National Airlines soon began domestic jet service with the 707, and American Airlines opened its own domestic jet service in January of 1959, with a flight from New York to Los Angeles. At the end of the decade, for the first time in history, more people in the United States traveled by air than by railroad.

Despite its immense growth, air travel was still expensive and reserved for the elite – celebrities, and movie stars, who were called the ‘Jet Set,’ a name coined in the early 1950s by journalist Igor Cassini. Since commercial flight was still a unique, awe-inspiring event, passengers often documented their experience on airline postcards and posed for group photos prior to boarding. They dressed in their finest clothes, with women in dresses and heels, and men in tailored suits. First Class was spacious, and ‘economy’ seating provided up to six inches more legroom than today. With an increased market for air travel, airlines competed to outdo each other by offering their passengers extravagant amenities; in-flight entertainment, free-flowing cocktails, and fancy multi-course meals that included soup, salad, carved meats, vegetables, dessert, and even lobster. In a 1952 TWA (Trans World Airlines) ad captioned, ‘’Have dinner tonight with the stars!”, an elegantly dressed couple is depicted sitting before a lavishly set table while being served by a burgundy-coated steward and a perfectly coiffed stewardess in uniform and cap. 

As the Golden Age of Air Travel led on, well into the 1960s, those who were fortunate enough to enjoy travel on the newest commercial jetliners featured some of the biggest celebrities of the day, including the Beatles, who arrived at JFK International in New York from London aboard a Pan American Boeing 707, to thousands of screaming fans, and some 200 journalists in February of 1964 ….fifty years after the first scheduled flight in the Benoist flying boat before a crowd of 3,000. And while the principles of flight remain the same, commercial air travel as we know it today may not be as lavish an experience as it once was during its Golden Days, but it certainly has come a very long way.

Experience the Golden Days of Air Travel

Today, the Pan Am Museum Foundation Exhibit at the Cradle of Aviation Museum in Garden City, Long Island pays tribute to Pan American World Airways as a pioneer in commercial aviation through the preservation of Pan Am artifacts, memorabilia, and images that commemorate the company’s history and the people behind this legendary airline. 

Also today, at the TWA Hotel at JFK International Airport, visitors are welcome to view the New York Historical Society’s curated exhibitions celebrating TWA’s history. Located within and throughout the former iconic TWA terminal, designed by Eero Saarinen in 1962, the exhibits allow visitors to experience the Jet Age through authentic artifacts, interactive displays, uniforms, memorabilia, and personal narratives. Both are a must see!

Julia Lauria-Blum earned a degree in the Visual Arts at SUNY New Paltz. An early interest in women aviation pioneers led her to research the Women Airforce Service Pilots (WASP) of WW II. In 2001 she curated the permanent WASP exhibit at the American Airpower Museum (AAM) in Farmingdale, NY, and later curated 'Women Who Brought the War Home, Women War Correspondents, WWII’ at the AAM. Julia is the former curatorial assistant at the Cradle of Aviation Museum and is currently an editor for Metropolitan Airport News .

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Such an interesting historical synopsis of commercial aviation! Well done!

In June 1967 I flew out of El Toro Marine Air Base California towards Vietnam. I returned to SF International in September 1968 via another commercial airline. As did thousands of other GIs going to Vietnam but not so many coming home. I highly recommend purchasing the book by BJ Elliott Prior titled Behind My Wings.

Thank you for comments, Robert. I look forward to obtaining a copy of Behind My Wings and reading about the GIs returning home. I have very strong visual memories of the returning veterans, and especially the POWs.

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The Evolution and History of Commercial Flights

Introduction.

The uniquely human pursuit of reaching for the skies and beyond has marked important turns in our history. One of the most revolutionary elements of this journey has been the development of commercial flights. Transforming from a beguiling fantasy to reality, commercial aviation has morphed into a vital element of our global society. In this extensive piece, we will delve deep into the evolution and history of commercial flights, exploring the technological advances, milestone events, key personalities, and exceptional aircraft that have colored this story.

Part 1: Early Beginnings

The inception of commercial aviation dates back to the early 20th century when the Wright Brothers made their historical pioneering flight in 1903. This marked an important milestone in mankind’s ambition to fly. The first initial commercial flights were mainly dedicated to mail services. In 1919, KLM, considered the oldest airline still in operation, was established. A year later, the first licensed international commercial flight ran from London to Paris, overcoming significant technical and logistical challenges.

Part 2: Dawn of the Jet Age

Following World War II, commercial aviation witnessed significant advances. The introduction of long-range aircraft like the Douglas DC-3 transformed airlines from a luxury service into a practical means of travel, thereby spurring the growth of the tourism industry. The real advance came in the 1950s with the dawn of the jet era, a radical revolution instigated by the debuting Boeing 707 and Douglas DC-8. These aircraft set new benchmarks in speed, range, comfort, and efficiency.

Part 3: The Golden Age of Commercial Photography

The 1960s and 1970s are often referred to as the ‘Golden Age of Air Travel’, a time when flying commercial was a significant event characterized by sumptuous service, fashionable attire, spacious seats, and gourmet meals. Iconic aircraft such as the Boeing 747, the first wide-body ‘jumbo’ jet, further punctuated this era. The Concorde, a monumental engineering landmark, offered supersonic commercial service beginning in 1976, halving transatlantic travel time.

Part 4: Transformation and Expansion

The late 20th century heralded a transformative era with the advent of Low-Cost Carriers, providing economical air travel options, therefore democratizing air travel and opening it to mass markets. Regulatory reforms like the U.S Airline Deregulation Act in 1978 liberalized the industry by promoting competition, leading to more routes and lower fares.

Part 5: Modern Commercial Aviation

The 21st century has seen an unprecedented surge in commercial aviation marked by technological advancements. Newer aircraft, such as the Airbus A380 and Boeing 787 Dreamliner, offer improved fuel efficiency, range, and passenger comfort. The introduction of in-flight Wi-Fi, improving in-flight entertainment, and personalizing passenger experience have become the norm.

Part 6: Future Prospects

Looking ahead, aside from surmounting challenges such as environmental concerns and the recent COVID-19 pandemic, there are exciting prospects for commercial aviation. Supersonic commercial travel may make a comeback with companies like Boom Supersonic developing aircraft targeting reduced travel times. Fully electric aircraft and autonomous flying are other areas under active consideration and development, aimed at making air travel greener and more efficient.

In a little over a century, commercial aviation has evolved from fantastical contraptions of wood and fabric into complex machinery capable of ferrying us across continents in comfort and speed. Looking back at the milestone events and breakthroughs, we can truly appreciate the phenomenal evolution of commercial flights. As we stand on the precipice of a future shaped by ever-evolving technology, the sky is literally not the limit.

The history of commercial flights is an exciting testament to human ingenuity, bravely pushing the frontiers of what we can achieve. It highlights how much we have grown and arguably, how much more we can.

As we continue to soar, we look forward to what the future holds, confident in the knowledge that the spirit of innovation and progress that has characterized aviation’s past will continue to define its future.

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The world's first commercial airline

The first commercial flight shortened travel time by more than 90 minutes.

Launching the first commercial airline

The first commercial airline pilot, flying boats, the first commercial flight, many more passengers, additional resources, bibliography.

On Jan. 1, 1914, the world's first scheduled passenger airline service took off from St. Petersburg, FL and landed at its destination in Tampa, FL, about 17 miles (27 kilometers) away. The St. Petersburg-Tampa Airboat Line was a short-lived endeavor — only four months — but it paved the way for today's daily transcontinental flights.

The first flight's pilot was Tony Jannus, an experienced test pilot and barnstormer, according to the International Air Transport Association . The first paying passenger was Abram C. Pheil, former mayor of St. Petersburg. Their short flight across the bay to Tampa took 23 minutes. They flew in a "flying boat" designed by Thomas Benoist , an aviation entrepreneur from St. Louis, according to the State Historical Society of Missouri .

Percival Elliott Fansler, a Florida sales representative for a manufacturer of diesel engines for boats, became fascinated with Benoist's progress in designing aircraft that could take off and land in the water. The two men started corresponding, and eventually Fansler proposed "a real commercial line from somewhere to somewhere else," according to Tampapix.com , a web-based amateur historical archive about Tampa.  

Fansler proposed that the airline fly between St. Petersburg and Tampa. At that time, a trip between the two cities, sitting on opposite sides of Tampa Bay, took two hours by steamship or up to 12 hours by rail. Traveling by automobile around the bay took about 20 hours. But a flight would take about 20 minutes.

Fansler tried to interest Tampa officials in the venture, but they turned him down. He got a better reception in St. Petersburg, enticing several investors. Benoist arrived in St. Petersburg on Dec. 12, 1913, followed by his hand-picked pilot, Tony Jannus.

Jannus was already a popular figure in aviation. He was rather debonair and his daredevil flights led him to become "the epitome of the romantic flyer." The Tony Jannus Distinguished Aviation Society describes Jannus as someone "known as a fearless daredevil and admirer of women, running from angry fathers with pointed shotguns and dating movie stars, Jannus took risks in love and war."

Jannus gave flying exhibitions, tested military planes and flew long-distance airplanes and airboats. He piloted the first tests of airborne machine guns. On March 1, 1912, he carried Capt. Albert Berry aloft to make the first parachute jump from an airplane. Then by 1913, at age 24, he had become one of the principal stockholders in the Benoist Aircraft Company.

A Model 14 Benoist airboat was shipped to St. Petersburg by train. It weighed 1,250 lbs. (567 kilograms), was 26 feet (8 meters) long and had a wingspan of 44 feet (13 m). It was powered by a Roberts 6-cylinder, in-line, liquid-cooled, 75-horsepower engine. The airplane had a top speed of 64 mph (103 km/h). The hull was made of three layers of spruce with fabric between each layer. The wings were made of spruce spars with linen stretched over them. The plane was built to hold only a pilot and one passenger side-by-side on a single wooden seat.

The first flight went off on New Year's Day, 1914, with much pomp and circumstance. An estimated 2,000 people paraded from downtown St. Petersburg to the waterfront to watch as the first ticket was auctioned off. Pheil, then in the warehouse business, won with a bid of $400 (a value equal to more than $11,200 today).

Just before the flight, Fansler made a brief speech, saying, “What was impossible yesterday is an accomplishment today, while tomorrow heralds the unbelievable,” the Tampa Bay Times reported. After several more speeches and many photographs, Jannus and Pheil squeezed onto the small wooden seat. As they took off, Jannus waved to the cheering crowd.

He flew the plane no higher than 50 ft (15.2 m) over the water. Halfway to Tampa, the engine misfired, and he touched down in the bay, made adjustments and took off again. As the plane landed at the entrance of the Hillsborough River near downtown Tampa, Jannus and Pheil were swarmed by a cheering, clapping, and waving crowd of about 3,500.

Pheil went about his business and placed an order of several thousand dollars for his wholesale company. At 11 a.m., Jannus and Pheil flew back to St. Petersburg. The entire trip had taken less than an hour and a half.

The airline made two flights daily, six days a week. The regular fare was $5 per person (about $140 in today's dollars) and $5 per 100 pounds of freight. Tickets sold out for 16 weeks in advance. Benoist added a second airboat and flights were extended to the nearby cities of Sarasota, Bradenton and Manatee. Tony Jannus' brother, Roger, was the second pilot.

The airline operated for nearly four months, and carried a total of 1,205 passengers. Passenger interest declined rapidly when Florida's winter residents began heading back north in late March. On April 27, Tony and Roger Jannus flew their last flight before leaving Florida, putting on an air show over Tampa Bay.

The brothers continued to give exhibitions, perform tests of aircraft, and train other pilots. On Oct. 12, 1916, Tony Jannus was training Russian pilots when his plane crashed into the Black Sea. His body was never recovered.

Roger Jannus also died while flying. He crashed on Sept. 4, 1918, during air patrols over France.

In 1964, the Tampa and St. Petersburg Chambers of Commerce established the Tony Jannus Distinguished Aviation Society in honor of Tony Jannus.

There are numerous books delving into the secrets of today's commercial airlines. But for a thorough read that focuses on the history of commercial flight, consider T. A. Heppenheimer's " Turbulent Skies: The History of Commercial Aviation " (Wiley, 1995). For an easy-to-read historical guide to planes with illustrations, we recommend H. Barber's " The Aeroplane Speaks " (CGR Publishing, 2020), originally published in 1917. Michael Coscia's " Wings Over America: The Fact-Filled Guide to the Major and Regional Airlines of the U.S.A " (Bluewater Press, 2009).

• IATA 2022. "The story of the world's first airline." https://www.iata.org/en/about/history/flying-100-years/firstairline-story/
• Smithsonian National Air and Space Museum. "The World's First Scheduled Airline" https://airandspace.si.edu/exhibitions/america-by-air/online/early_years/early_years01.cfm
• First Flight Society. "Tony Jannus." https://firstflight.org/tony-jannus/

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Understanding the Origins of Commercial Aviation – A Journey Through the Birth of Air Travel

The start of commercial aviation marked a revolutionary chapter in the history of transportation. With the advent of airplanes, the dream of flying became a reality for people around the world. The aviation industry rapidly evolved, transforming the way people traveled and opening up new possibilities for commerce and exploration.

Aviation as a concept has existed for centuries, with humanity’s desire to conquer the skies dating back to ancient times. However, it wasn’t until the early 20th century that significant advancements in technology paved the way for the development of commercial aviation.

The Wright Brothers , Orville and Wilbur Wright, are often credited as the pioneers of modern aviation. In 1903, they successfully achieved powered flight with their iconic aircraft, the Wright Flyer. This groundbreaking achievement sparked the interest and curiosity of the public, and the aviation industry began to take off.

Over the next few decades, the aviation industry experienced a period of rapid growth and expansion. Companies emerged, offering commercial air travel services to passengers. The introduction of airmail services further propelled the industry, connecting previously isolated regions and revolutionizing the speed of communication.

Early Attempts at Flight

Before the advent of commercial aviation, humans have been fascinated with the idea of flight. Early attempts at flight can be traced back to the ancient times, where inventors and adventurers tried to mimic the flight of birds.

One of the earliest attempts at flight was by the Chinese inventors, who developed kites in the 5th century BC. These kites were not used for transportation purposes, but they laid the foundation for understanding the principles of aerodynamics.

In the Middle Ages, Leonardo da Vinci, an Italian Renaissance polymath, made significant contributions to the field of aviation. He designed various flying machines, including the ornithopter (a machine that imitates the wings and flapping flight of a bird) and the parachute.

It was not until the late 18th century that the development of aviation technology gained momentum. In 1783, the Montgolfier brothers, Joseph-Michel and Jacques-Étienne, successfully launched a hot-air balloon in France. This marked the first human flight in history and paved the way for future advancements in aviation.

Throughout the 19th and early 20th centuries, aviation pioneers like Otto Lilienthal and Samuel Langley made significant advancements in the quest for flight. Lilienthal, a German aviation pioneer, made over 2,000 glider flights and conducted experiments on aerodynamics. Langley, an American astronomer and aviation pioneer, built and tested a series of steam-powered flying machines, making groundbreaking contributions to the field.

These early attempts at flight, though not directly related to commercial aviation, laid the foundation for the advancements that followed. Today, commercial aviation has become an integral part of global transportation, connecting people and cultures across the world.

Early Concepts and Mythology

In the early stages of aviation, when commercial flight was only a distant dream, a number of concepts and mythologies emerged around the idea of flying. People throughout history have always been fascinated by the concept of flight, and early civilizations developed various myths and tales about creatures that could fly. These myths often involved gods or other supernatural beings who possessed the power of flight.

One common mythology was that of Icarus, a character in Greek mythology who attempted to escape from the island of Crete using wings made of feathers and wax. However, his eagerness and disregard for caution led to his downfall as he flew too close to the sun, causing the wax to melt and him to fall into the sea.

Another popular myth was that of the flying carpet, which originated in Persia and spread throughout the Middle East. According to this myth, magic carpets could transport people through the air, allowing them to travel long distances quickly and effortlessly.

These early concepts and mythologies around flight laid the groundwork for the development of aviation as we know it today. While the mythical tales may not have been based in reality, they sparked the imaginations of inventors and scientists who sought to unlock the secrets of flight. It was through the combination of these ancient stories and advancements in technology that the dream of commercial aviation became a reality.

Leonardo da Vinci’s Designs

Leonardo da Vinci, one of the greatest artists and thinkers of the Renaissance period, also had a profound impact on the field of aviation. Despite living in the 15th and 16th centuries, da Vinci developed numerous designs that could be considered the precursors to modern commercial flight.

Revolutionary Concepts

Da Vinci’s designs were far ahead of their time, exploring concepts that would not be realized until centuries later. One such design was the Ornithopter, a flying machine that mimicked the movement of bird wings. This design showcased da Vinci’s understanding of aerodynamics and his ability to apply it to flight.

Another groundbreaking design was the Aerial Screw, an early form of the helicopter. While not a practical aircraft, this concept demonstrated da Vinci’s innovative thinking and his desire to push the boundaries of what was possible in flight.

Influencing Modern Aviation

While da Vinci’s designs were never built or flown, they served as inspiration for future generations of inventors and engineers. His commitment to exploring the possibilities of flight laid the groundwork for the development of commercial aviation that we know today.

Da Vinci’s emphasis on understanding and applying principles of aerodynamics paved the way for modern aircraft design. His designs showcased the importance of studying lift, drag, and stability in order to achieve safe and efficient flight.

In conclusion, Leonardo da Vinci’s designs were truly revolutionary for their time, and they continue to inspire and inform the field of aviation to this day. Without his contributions, the commercial aviation industry may have taken much longer to develop, if it had developed at all.

Developments in Ballooning

The history of aviation can be traced back to the early developments in ballooning. Balloons, powered by hot air or gas, were the first vehicles to achieve controlled flight.

The start of ballooning can be attributed to the Montgolfier brothers, Joseph-Michel and Jacques-Étienne, who successfully launched the first manned hot air balloon in the late 18th century. This pioneering achievement paved the way for further advancements in aviation.

Early balloon flights were a spectacle, attracting large crowds and capturing the imagination of people around the world. These flights demonstrated the possibility of human flight and laid the foundation for future pioneers in aviation.

Over time, improvements in balloon design led to the development of gas balloons, which used lighter-than-air gases such as hydrogen and helium. These advancements allowed for longer flights and increased control over the aircraft.

Notable milestones in early ballooning include the first crossing of the English Channel by balloon in 1785 and the first transatlantic balloon flight in 1978. These accomplishments pushed the boundaries of aviation and fueled the desire for further exploration of the skies.

While balloons eventually gave way to fixed-wing aircraft as the primary mode of commercial aviation, their contributions cannot be overlooked. The developments in ballooning set the stage for the advancements and innovations that would follow in the world of aviation.

The Montgolfier Brothers

The Montgolfier Brothers, Joseph-Michel and Jacques-Étienne, were two French inventors and entrepreneurs who played a significant role in the early commercial aviation industry. Born in the late 18th century, the Montgolfier Brothers were inspired by their father’s paper manufacturing business to explore the possibilities of flight.

In 1783, the brothers successfully launched the first manned hot air balloon, marking a pivotal moment in the history of aviation. Their balloon, named the Montgolfière, was made of lightweight materials and filled with hot air, allowing it to ascend into the sky. This groundbreaking achievement quickly caught the attention of the public and sparked widespread interest in the potential of air travel.

The Montgolfier Brothers’ invention opened up new possibilities for commercial aviation. Balloon rides became a popular form of entertainment and a lucrative business opportunity. People flocked to witness these flights, paying for the experience of soaring above the ground and enjoying the bird’s-eye view.

The Montgolfier Brothers’ contributions to commercial aviation cannot be overstated. They introduced a new era of travel and exploration, paving the way for future advancements in aviation technology. Their innovative spirit and entrepreneurial mindset set the stage for the development of the modern aviation industry that we know today.

First Manned Hot Air Balloon Flight

In the history of commercial aviation, the first manned hot air balloon flight holds a significant place. It marked a remarkable achievement in the advancement of aviation technology and paved the way for future developments in the field.

On June 4, 1783, the brothers Joseph-Michel and Jacques-Étienne Montgolfier successfully launched the first manned hot air balloon flight in Annonay, France. The balloon, known as the Montgolfière, was a large canvas bag filled with hot air created by burning straw and wool.

The Montgolfier brothers’ balloon was piloted by Jean-François Pilâtre de Rozier, a scientist and physician, and François Laurent d’Arlandes, a military officer. As the balloon ascended into the sky, it reached an altitude of approximately 3,000 feet, with the flight lasting for approximately 25 minutes.

The success of the first manned hot air balloon flight captured the imagination of people around the world and sparked a fascination with aerial travel. It laid the foundation for further advancements in aviation and marked the beginning of a new era in transportation.

The commercial potential of aviation quickly became apparent, and entrepreneurs began to explore the possibilities of using hot air balloons for transportation and entertainment purposes. Balloon festivals and races became popular events, attracting spectators and participants from all walks of life.

While hot air balloons are no longer a primary mode of commercial aviation, they continue to be used for recreational purposes and have become a symbol of human ingenuity and adventure. The first manned hot air balloon flight remains a crucial milestone in the history of aviation, marking the beginning of a journey that would ultimately lead to the development of modern commercial aircraft.

Origins of Powered Flight

Before the advent of commercial aviation, the idea of powered flight seemed like a distant dream. However, thanks to the tireless efforts of aviation pioneers, this dream became a reality.

The Wright Brothers

Orville and Wilbur Wright are widely credited with inventing and building the world’s first successful airplane. In 1903, they achieved the first powered, controlled, and sustained flight in their aircraft, the Wright Flyer, in Kitty Hawk, North Carolina.

The Wright Flyer was a biplane with a wingspan of 12.3 meters and a weight of 340 kilograms. It was powered by a 12-horsepower engine and was constructed using lightweight materials such as spruce wood and muslin fabric.

Other Early Innovators

While the Wright brothers are often mentioned as the pioneers of powered flight, they were not the only ones working towards this goal. Several other inventors and aviators made significant contributions.

• Gustave Whitehead, a German immigrant to the United States, claimed to have made powered flights as early as 1901. His aircraft, the No. 21, had a design similar to the Wright Flyer.
• Samuel Langley, an American astronomer and aviation enthusiast, developed the Langley Aerodrome, a tandem-wing aircraft. Although his attempts at powered flight were unsuccessful, his research laid the groundwork for future developments.

These early innovators paved the way for the rapid progress in aviation technology that followed in the coming decades.

The Wright brothers, Orville and Wilbur, were American inventors and aviation pioneers. They were responsible for inventing and building the world’s first successful airplane. Their achievements in aviation marked the beginning of commercial air travel.

In 1903, the Wright brothers achieved the first powered, controlled, and sustained flight. This historic flight took place in Kitty Hawk, North Carolina. The aircraft they flew, called the Wright Flyer, was a biplane with a wingspan of 40 feet and made of wood and fabric.

Innovation and Development

One of the key innovations by the Wright brothers was the development of a three-axis control system, which enabled a pilot to control the aircraft’s pitch, roll, and yaw. This control system, combined with their understanding of aerodynamics, allowed the aircraft to be maneuvered effectively.

The Wright brothers continued to refine their aircraft design and made several improvements to their flying machines. They conducted numerous test flights and experiments to gather data and improve the performance of their aircraft.

Impact on Commercial Aviation

The Wright brothers’ successful flight ignited a new era in aviation. Their pioneering work paved the way for the development of commercial air travel. The principles and technologies they introduced in their aircraft design became the foundation for future advancements in aviation.

Commercial airlines started to emerge and grow, providing transportation services to passengers and cargo. The Wright brothers’ legacy can be seen in the modern aviation industry, where commercial airlines connect people and goods across the globe.

Early Gliders and Experiments

The beginnings of aviation can be traced back to the early experiments with gliders. These gliders were the precursors to the powered aircraft that would revolutionize the way we travel.

Gliders were first used to understand the principles of flight and the dynamics of aerodynamics. Early aviation pioneers, such as Otto Lilienthal and the Wright brothers, conducted numerous experiments and made important discoveries that would pave the way for the development of airplanes.

Otto Lilienthal

One of the most notable figures in the early history of aviation is Otto Lilienthal. Lilienthal, a German aviation pioneer, made over 2000 flights with his glider designs in the late 19th century. He believed in the concept of “bird-flight” and sought to replicate the movement and control of birds in his glider designs.

Lilienthal’s gliders were made of lightweight materials such as wood and covered with fabric. He used his body movements to control the glider’s pitch, roll, and yaw. Through his many flights, Lilienthal gained valuable insights into aerodynamics and improved the efficiency and stability of gliders.

The Wright brothers, Orville and Wilbur, are credited with inventing and building the world’s first successful airplane. Before achieving powered flight, the Wright brothers spent years experimenting with gliders to understand the principles of flight.

In 1900, the Wright brothers built their first successful glider. They made important discoveries about lift, drag, and control while testing their glider at Kitty Hawk, North Carolina. These experiments laid the foundation for their later development of a powered aircraft.

In 1903, the Wright brothers achieved their ultimate goal of powered flight with the Wright Flyer. Their glider experiments had provided them with the necessary knowledge and experience to design and build an aircraft that could take off and land under its own power.

The early gliders and experiments of aviation pioneers like Otto Lilienthal and the Wright brothers were crucial in advancing the field of aviation. Their discoveries and achievements paved the way for the modern aircraft we have today, and their ingenuity and determination continue to inspire aviation enthusiasts around the world.

Birth of Commercial Aviation

The birth of commercial aviation can be traced back to the early 20th century. With the rapid development of aviation technology, the dream of flying became a reality. The start of commercial aviation marked a new era in transportation, revolutionizing the way people traveled.

The Aviation Pioneers

Several pioneers played a crucial role in the development of commercial aviation. Individuals such as the Wright brothers, Orville and Wilbur, made significant contributions by inventing and building the first successful airplane. Their innovative aircraft, the Wright Flyer, made its historic flight in 1903, forever changing the course of aviation history.

Following the success of the Wright brothers, many other aviation enthusiasts emerged, each pushing the boundaries of flight further. These pioneers not only developed new aircraft but also paved the way for the establishment of commercial aviation.

The Rise of Commercial Airlines

In the 1920s, the aviation industry witnessed the establishment of the first commercial airlines. These airlines began offering scheduled passenger services, marking the true beginning of commercial aviation. The demand for air travel grew rapidly, as people recognized the convenience and speed of flying compared to other modes of transportation.

The development of commercial airlines also spurred the creation of airports and air traffic control systems. Governments and private companies started investing in infrastructure to support the growth of commercial aviation. Airplanes became more reliable and efficient, allowing for longer flights and the transportation of larger numbers of passengers and cargo.

Commercial aviation quickly became a global phenomenon, connecting people from different parts of the world like never before. It opened up new opportunities for trade, tourism, and cultural exchange. The aviation industry continued to evolve and innovate, introducing new technologies and improving safety measures.

In conclusion, the birth of commercial aviation marked a significant milestone in human history. It transformed the way we travel, bridging distances and bringing people closer together. The pioneers and their relentless pursuit of flight laid the foundation for the thriving industry we have today. The story of aviation’s beginnings is a testament to human ingenuity and the desire to reach new heights.

First Commercial Airlines

The start of commercial aviation can be traced back to the early 1900s when the first commercial airlines began operations. These early airlines played a crucial role in the development and expansion of aviation as a means of transportation.

One of the first commercial airlines was the St. Petersburg-Tampa Airboat Line, which started its operations in 1914. This airline used a small seaplane to transport passengers and mail between St. Petersburg and Tampa, Florida. The success of this airline demonstrated the potential of aviation for commercial purposes.

In 1919, the first international commercial airline, Aircraft Transport and Travel (AT&T), was established in the United Kingdom. AT&T provided regular services between London and Paris, using converted bombers from World War I. This marked a significant milestone in the history of commercial aviation, as it showed that aviation could be a viable option for international travel.

Another pioneering commercial airline was the KLM Royal Dutch Airlines, founded in 1919. KLM is recognized as the oldest continuously operating airline in the world. It initially operated flights within the Netherlands and later expanded to provide international services. KLM played a crucial role in the development of the global aviation industry and continues to be a prominent player in the industry today.

These early commercial airlines paved the way for the growth and expansion of aviation as a commercial industry. They demonstrated the feasibility and potential of aviation as a mode of transportation, spurring further developments and advancements in the field. Today, commercial aviation has become an integral part of global travel, connecting people and facilitating economic growth on a global scale.

Development of the Jet Engine

The commercial aviation industry took a major leap forward with the development of the jet engine. The start of jet propulsion marked a significant advancement in aircraft technology, enabling faster, more efficient, and more reliable air travel.

The concept of jet propulsion was first explored in the early 20th century, but it wasn’t until the 1930s that serious efforts were made to develop a practical jet engine. The pioneering work of Frank Whittle in the United Kingdom and Hans von Ohain in Germany laid the foundation for the development of jet engines.

During World War II, both the British and German military successfully flew jet-powered aircraft. However, it was only after the war that the commercial potential of jet engines was fully realized. The British de Havilland Comet, introduced in 1952, became the world’s first commercial jetliner. It revolutionized air travel with its ability to fly at high speeds and altitudes, reducing travel times and increasing passenger comfort.

Since the introduction of the de Havilland Comet, jet engines have continued to evolve and improve. Advancements in materials, design, and manufacturing techniques have resulted in more powerful and efficient engines. The development of supersonic jet engines in the 1960s further expanded the capabilities of commercial aviation.

Today, jet engines are the standard propulsion system for commercial aircraft worldwide. They power large and small jets, enabling millions of people to travel quickly and comfortably across the globe. The commercial aviation industry owes much of its success and growth to the development of the jet engine.

World War I and Aviation

The outbreak of World War I marked a significant turning point for aviation. Prior to the war, aviation was primarily seen as a novelty or a sport with limited commercial applications. However, the demands of the war quickly changed this perception and propelled aviation into a new era.

During World War I, airplanes were used for a variety of purposes, from reconnaissance and aerial photography to bombing and ground attack. The development of more advanced aircraft and military strategies led to rapid advancements in aviation technology.

The war also saw the emergence of several notable aviation pioneers, such as Eddie Rickenbacker and Manfred von Richthofen, who became renowned for their aerial combat skills. These pilots were instrumental in shaping the future of aviation and demonstrating its potential for military use.

Commercial Applications

Following the end of World War I, many military aircraft were repurposed for civilian use, marking the start of commercial aviation. Entrepreneurs recognized the potential of airplanes for transportation and began offering passenger and cargo services.

Commercial aviation initially faced numerous challenges, including safety concerns, limited infrastructure, and high costs. However, improvements in aircraft technology, navigation systems, and airport infrastructure gradually overcame these obstacles.

The Rise of Airlines

As commercial aviation gained popularity, airlines began to emerge as the primary providers of air travel services. Airline companies competed to establish routes and attract passengers, leading to the development of a global network of air travel.

The introduction of passenger aircraft with increased seating capacity and improved comfort further fueled the growth of commercial aviation. Air travel became more accessible and affordable, allowing people to travel greater distances in shorter periods of time.

Aircrafts in World War I

The start of World War I saw a significant transformation in the use of aircraft for military purposes. As commercial aviation was just beginning to take off, the war provided a unique opportunity for governments to explore the potential of aircraft in combat.

During World War I, aircraft were primarily used for reconnaissance purposes. They played a crucial role in gathering strategic information and spotting enemy positions. Initially, airplanes were unarmed and defenseless against ground-based anti-aircraft artillery, but as the war progressed, aircraft began to be equipped with machine guns and bombs for offensive purposes.

The most famous aircraft of World War I was the biplane, featuring two sets of wings stacked on top of each other. These aircraft were made of wood and fabric and were relatively small compared to modern-day planes. The most well-known biplanes were the British Sopwith Camel and the German Fokker Eindecker.

These aircraft were highly maneuverable and played a significant role in dogfights between enemy pilots. The development of aerial combat tactics and strategies during World War I laid the foundation for modern air warfare.

Overall, the use of aircraft in World War I marked a significant turning point in the history of aviation. It showcased the potential of airplanes in military operations and paved the way for further advancements in aviation technology.

Advancements in Aerial Warfare

With the advent of commercial aviation, the world also saw significant advancements in aerial warfare. The capabilities and technologies developed in the field of commercial aviation had a profound impact on military aviation as well.

One of the key advancements was the development of faster and more powerful aircraft engines. These engines allowed military planes to fly at higher speeds and altitudes, giving them a strategic advantage in combat. Additionally, the development of more efficient aircraft designs improved maneuverability and aerodynamics, making military planes more agile and able to perform complex maneuvers.

The introduction of radar technology also revolutionized aerial warfare. Radar systems enabled military planes to detect enemy aircraft and surface vessels from long distances, giving them the ability to plan and execute strategic attacks more effectively.

Another significant advancement in aerial warfare was the development of aerial weapons. Bombs, missiles, and guided munitions became increasingly sophisticated, allowing military planes to deliver precise and devastating attacks. Targeting systems and navigation aids also improved, enabling pilots to hit their intended targets with greater accuracy.

Overall, the advancements in commercial aviation had a direct impact on the development of military aviation. The technologies and innovations that were initially created for commercial purposes were adapted and refined for military use, leading to significant advancements in aerial warfare.

Interwar Period

The interwar period, which followed the end of World War I and preceded the start of World War II, was a significant time for the development of commercial aviation. With the technological advancements made during the war, commercial airlines began to emerge and offer scheduled passenger flights.

During this period, many countries established their national airlines and started offering regular services. These airlines played a crucial role in connecting different regions and countries, helping to foster economic growth and international trade.

One of the key milestones of this period was the introduction of the first all-metal, multi-engine airliners, such as the Boeing 247 and the Douglas DC-2. These aircraft offered increased speed, comfort, and reliability, making air travel more attractive to the general public.

Additionally, the interwar period saw the development of new routes and the expansion of existing ones. Transatlantic flights became more common, connecting Europe and North America. Airlines also started operating services to remote and exotic destinations, opening up new possibilities for travel and exploration.

The interwar period was a time of rapid growth and innovation in commercial aviation. These developments laid the foundation for the modern aviation industry and set the stage for the further expansion of air travel in the years to come.

Transatlantic Flights

As the start of aviation paved the way for faster and more efficient transportation, the idea of transatlantic flights became an exciting prospect. The ability to fly across the Atlantic Ocean opened up new possibilities for commerce, trade, and travel between Europe and North America.

In the early days of aviation, transatlantic flights posed several challenges. The sheer distance and unpredictable weather conditions made it a risky endeavor. However, pioneers and visionaries in the field of aviation saw the potential and were determined to conquer the Atlantic.

The First Successful Transatlantic Flight

In 1919, a British aviator named John Alcock and his navigator Arthur Whitten Brown made history with the first non-stop flight across the Atlantic. They flew from Newfoundland, Canada to Ireland in a Vickers Vimy biplane, covering a distance of approximately 1,890 miles in just over 16 hours.

This monumental achievement showcased the progress made in aviation technology and marked a significant milestone in human travel. It inspired a wave of other aviators to attempt their own transatlantic flights and sparked a new era of commercial aviation.

The Era of Commercial Transatlantic Flights

Following Alcock and Brown’s successful flight, transatlantic travel quickly gained popularity. The aviation industry saw the potential for commercial success and started offering regular flights between Europe and North America.

One of the early pioneers in commercial transatlantic flights was Pan American World Airways (Pan Am), which began operating regular scheduled flights between the United States and Europe in the 1930s. These flights used flying boats, such as the famous Pan Am Clipper, which could land on water and provide luxurious accommodations for passengers during long flights.

The introduction of reliable and efficient aircraft, advancements in navigation systems, and the establishment of international aviation regulations further facilitated the growth of transatlantic flights. Today, transatlantic travel is a common and integral part of global aviation, connecting people and cultures across continents.

In conclusion, the start of aviation opened up the possibility of transatlantic flights, leading to significant achievements and the development of commercial aviation as we know it today.

Influence of Aviation on Culture

Aviation, especially commercial aviation, has had a profound impact on culture throughout history. The ability to travel long distances quickly and efficiently has revolutionized the way people connect and experience the world.

One of the key ways aviation has influenced culture is through the concept of time and distance. With the advent of commercial aviation, the world suddenly became smaller and more accessible. People could now travel from one side of the globe to the other in a matter of hours, opening up new opportunities for exploration, trade, and cultural exchange.

Commercial aviation has also played a significant role in shaping the tourism industry. The ease of air travel has made it possible for individuals to visit exotic destinations and experience different cultures firsthand. This has led to the growth of the travel industry, as well as the rise of international tourism.

Furthermore, aviation has inspired a sense of wonder and fascination among people. The ability to take flight and soar through the skies has captivated the imaginations of individuals from all walks of life. Aviation has become a symbol of human innovation and progress, serving as a testament to our ability to overcome limitations and push boundaries.

Additionally, aviation has had a significant impact on popular culture. Aviation-themed movies, books, and artwork have become popular, capturing the excitement and romance of flying. Aviation has also influenced fashion, with flight-inspired clothing and accessories becoming trendy throughout the years.

In conclusion, the influence of aviation, particularly commercial aviation, on culture cannot be overstated. It has transformed the way we travel, shaped the tourism industry, sparked wonder and fascination, and inspired various aspects of popular culture. Aviation continues to play a vital role in connecting people and shaping our cultural experiences.

Golden Age of Aviation

The Golden Age of Aviation is often considered to be the period between the 1920s and the 1930s when commercial aviation began to truly take off. This era marked a significant advancement in aviation technology and saw the birth of many iconic airlines.

During this time, commercial aviation expanded rapidly, connecting previously inaccessible parts of the world and creating a new era of travel. The introduction of airplanes with longer ranges and higher capacities allowed for the development of transatlantic and transcontinental flights, making the world feel smaller and more interconnected.

Many famous aviators emerged during the Golden Age, including Amelia Earhart, Charles Lindbergh, and Howard Hughes. These individuals pushed the boundaries of what was possible in flight and captured the public’s imagination with their daring adventures and record-breaking achievements.

The Golden Age of Aviation also saw the establishment of airlines that still exist today, such as Pan Am and British Airways. These pioneering companies set the standards for modern air travel, introducing amenities like in-flight meals, comfortable seating, and attentive service.

However, the Golden Age of Aviation was not without its challenges. The Great Depression in the 1930s and the outbreak of World War II disrupted the growth of commercial aviation and temporarily halted its progress. Nonetheless, the foundations laid during this era paved the way for the thriving global industry we know today.

Overall, the Golden Age of Aviation was a transformative period that laid the groundwork for the modern commercial aviation industry. It was a time of innovation, exploration, and the fulfillment of humanity’s dream of reaching new heights.

Charles Lindbergh and the Spirit of St. Louis

Charles Lindbergh became a household name in 1927 when he completed the first solo nonstop flight across the Atlantic Ocean. This historic journey catapulted him into the spotlight and forever changed the world of commercial aviation.

The Long Road to Success

Lindbergh’s passion for aviation began at a young age, and he relentlessly pursued his dream of becoming a pilot. He joined the United States Army Air Service during World War I and quickly became known for his exceptional flying skills. However, it wasn’t until his monumental transatlantic flight that he truly became a pioneer in the field.

The Spirit of St. Louis

To accomplish his ambitious goal, Lindbergh designed and built a custom aircraft named the Spirit of St. Louis. This monoplane was specifically designed for long-distance flights, with a single engine and a spacious fuel tank. The Spirit of St. Louis was a testament to Lindbergh’s dedication and determination to push the boundaries of aviation.

On May 20, 1927, Lindbergh took off from Roosevelt Field in New York and embarked on his daring journey across the Atlantic. He faced numerous challenges, including adverse weather conditions and fatigue, but ultimately triumphed when he landed safely in Paris, France, 33.5 hours later.

Lindbergh’s achievement not only solidified the potential of commercial aviation but also inspired a new era of exploration and innovation. The Spirit of St. Louis became a symbol of human ingenuity and the limitless possibilities of flight.

In the years that followed, Lindbergh continued to make significant contributions to the aviation industry. He worked as a consultant and advocate for various airlines, helping to improve safety standards and promote the growth of commercial air travel.

Today, Charles Lindbergh’s legacy lives on in the countless pilots who have followed in his footsteps. From commercial airlines to private charters, his pioneering spirit continues to shape the world of aviation.

Exploration and Record-Breaking Flights

In the early days of aviation, pioneers took to the skies in search of new frontiers and set out to break records. These explorers pushed the limits of flight and paved the way for the commercial aviation industry we know today.

Risk and Reward

Exploration flights were often daring and risky endeavors. Aviators faced unpredictable weather conditions, limited technology, and a lack of aviation infrastructure. However, the potential rewards of discovering new routes and expanding global travel were great motivators.

Setting New Records

Aviators became celebrities as they achieved record-breaking flights. From the first non-stop transatlantic flight to circumnavigating the globe, these feats captivated the public and inspired a new era of aviation. Pilots like Charles Lindbergh and Amelia Earhart became household names, forever changing the perception of aviation and its possibilities.

Record-breaking flights also pushed the boundaries of aeronautical engineering. These daring adventures necessitated the development of more advanced aircraft, engines, and navigation instruments. The pursuit of speed, endurance, and distance became driving forces for innovation in the aviation industry.

Aviation in World War II

World War II was a turning point for aviation, as advancements in technology and increased demand for air power shaped the future of the industry. The war saw the start of numerous developments that would revolutionize aviation.

One of the most significant advancements was the introduction of jet engines. The German Luftwaffe was the first to deploy jet-powered aircraft, such as the Messerschmitt Me 262, which had a top speed of over 500 mph. These jet fighters demonstrated the potential of this new technology, paving the way for the post-war jet age.

Another important development during World War II was the widespread use of radar. Radar systems allowed for improved detection and tracking of enemy aircraft, giving a significant advantage to the side that could effectively utilize this technology. Radar played a crucial role in air defense and aerial combat throughout the war.

The war also marked the start of strategic bombing campaigns, such as the Allied bombing of Germany and Japan. These campaigns involved large fleets of bombers targeting industrial and military infrastructure. The development of long-range bombers, like the B-17 Flying Fortress, enabled these bombing missions to be carried out on a massive scale.

Furthermore, World War II saw the emergence of air superiority fighters. Aircraft like the British Supermarine Spitfire and the American P-51 Mustang were designed to gain air supremacy over the enemy. These fighters played a crucial role in gaining control of the skies and supporting ground operations.

In conclusion, World War II was a significant period for aviation, with advancements in jet engines, radar technology, strategic bombing, and air superiority fighters shaping the future of the industry. The lessons learned during this time continue to influence aviation to this day.

Role of Aircrafts in WWII

The start of World War II saw a significant expansion in the use and importance of aviation. Aircraft played a crucial role in various aspects of the war, from reconnaissance and bombing missions to air superiority and transportation of troops and supplies.

One of the most iconic aircraft used during WWII was the Spitfire, a British fighter plane known for its agility and firepower. The Spitfire played a vital role in defending the skies over Britain during the Battle of Britain, where it helped repel the German Luftwaffe’s attempts to gain control of the airspace.

Reconnaissance and Bombing

Aircrafts were extensively used for reconnaissance purposes during the war. They provided valuable intelligence, gathering information on enemy positions, troop movements, and strategic targets. This information played a crucial role in the planning and execution of military operations. Additionally, bombers were used to carry out devastating air raids on enemy cities and military installations, leading to significant damage and casualties.

Air Superiority

The control of the skies was a fundamental objective for both sides during WWII. The aircraft played a vital role in achieving air superiority, as they engaged in intense dogfights to gain control of the airspace. The development of faster, more maneuverable aircraft with improved weaponry played a crucial role in determining the outcome of aerial battles.

Overall, the role of aircraft in WWII was instrumental in shaping the course of the war. They provided essential support in various areas, from reconnaissance and bombing to air superiority, ultimately contributing to the Allied victory.

Technological Improvements in Aviation

With the advent of commercial aviation in the early 20th century, there were significant technological advancements that revolutionized the industry. These improvements paved the way for safer and more efficient flights, contributing to the growth and success of the commercial aviation industry.

1. Innovations in Aircraft Design

One of the key technological improvements in commercial aviation was the development of more advanced aircraft designs. Manufacturers started experimenting with various materials and construction techniques to create airplanes that were faster, more stable, and could carry more passengers and cargo. The introduction of streamlined fuselages, wing design improvements, and more powerful engines greatly enhanced the performance and capabilities of commercial aircraft.

2. Navigation and Communication Systems

As commercial aviation expanded, the need for reliable navigation and communication systems became crucial. Navigational aids such as radio beacons and radio direction finders were instrumental in aiding pilots in determining their precise location and following established flight routes. Communication systems, including radios and transmitters, allowed pilots to communicate with air traffic control and other aircraft, enhancing safety and coordination during flights.

Moreover, the development of radar technology significantly improved air traffic control capabilities. Radar enabled controllers to track aircraft positions in real-time, helping to prevent collisions and improve overall safety in the skies.

3. Aircraft Safety and Maintenance

The commercial aviation industry has always prioritized safety, and technological improvements have played a crucial role in enhancing aircraft safety and maintenance practices. The development of advanced fire suppression systems, on-board weather radar, and improved structural design greatly reduced the risk of accidents and increased passenger and crew safety.

Additionally, advancements in aircraft maintenance technology, including non-destructive testing methods and predictive maintenance systems, allowed for more efficient and proactive maintenance practices. This resulted in reduced downtime for aircraft and improved overall reliability.

In conclusion, commercial aviation has witnessed significant technological advancements over the years. From innovations in aircraft design to navigation and communication systems, these improvements have revolutionized the industry and paved the way for the safe and efficient air travel we enjoy today.

Post-War Commercial Aviation

After the end of the Second World War, the commercial aviation industry experienced a significant boom. The war had laid the groundwork for the development of aviation technology, and with the return of peace, companies and governments turned their attention towards the potential for commercial flight.

The start of post-war commercial aviation saw a rapid expansion of routes and destinations. Airlines began offering regular flights between major cities, and new airports were built to accommodate the increasing number of planes. Passengers could now travel by air to previously inaccessible places, opening up opportunities for tourism and trade.

The commercial aviation industry also saw advancements in aircraft design and technology. Jet engines were introduced, allowing planes to fly faster and more efficiently. This led to the development of larger passenger planes capable of carrying more people and cargo. The Boeing 707, introduced in the late 1950s, revolutionized air travel with its speed and range.

Additionally, the post-war era saw the establishment of international regulatory bodies such as the International Civil Aviation Organization (ICAO), which aimed to standardize safety and operating procedures across different countries. This helped to increase the confidence and trust of travelers in the commercial aviation industry.

Overall, the post-war period marked a significant turning point for commercial aviation. It brought about a new era of global connectivity and mobility, laying the foundation for the modern air travel industry that we know today.

Global Expansion of Airlines

The commercial aviation industry has experienced significant growth and expansion in recent decades. With advancements in technology and increased demand for air travel, airlines have expanded their operations globally, connecting people and countries like never before.

Globalization has played a pivotal role in the expansion of airlines, as it has facilitated the movement of goods, services, and people across borders. Airlines now offer extensive route networks that span the world, enabling travelers to reach even the remotest destinations.

The growth of low-cost carriers has also contributed to the global expansion of airlines. These airlines offer affordable fares, attracting a larger customer base and increasing accessibility to air travel. As a result, more people can now experience the convenience and speed of aviation.

In addition to passenger travel, airlines also play a crucial role in global trade. They transport cargo and goods across continents, facilitating international commerce. Airlines have dedicated cargo divisions that handle the logistics of transporting goods efficiently and securely.

The expansion of airlines has not only brought economic benefits but also cultural exchange. People from different countries can now easily travel and learn about other cultures, fostering understanding and unity. The aviation industry has become a gateway to explore the world and connect with people from diverse backgrounds.

Looking ahead, the continued growth of the global aviation industry is expected. With advancements in aircraft technology and infrastructure development, airlines will continue to expand their reach and offer more destinations to travelers around the world. The future of commercial aviation holds endless possibilities for global connectivity and exploration.

Boom in Air Travel

With the rapid advancements in aviation technology, the commercial aviation industry experienced a significant boom in air travel. The ability to fly over long distances in a shorter amount of time revolutionized transportation and opened up new opportunities for businesses and individuals alike.

As air travel became more accessible to the general public, the demand for commercial flights skyrocketed. More airlines were established, offering a wider range of destinations and flight options. Passengers no longer had to rely solely on trains or ships to reach their desired locations; they could now book a flight and arrive at their destination in a fraction of the time.

The boom in air travel had a profound impact on the global economy. It facilitated the growth of international trade and tourism, bringing people from different parts of the world closer together. Businesses were able to expand their reach and establish connections with partners and customers in distant locations.

The increased competition in the aviation industry also led to improvements in service quality and affordability. Airlines were constantly striving to attract customers by offering better amenities, faster flights, and competitive prices. This made air travel more accessible to a wider range of people, further fueling the boom in the industry.

In conclusion, the boom in air travel brought about by advancements in aviation technology revolutionized the commercial aviation industry. It opened up new possibilities for businesses, individuals, and the global economy as a whole. The convenience and efficiency of air travel made it an attractive option for millions of people, leading to a significant increase in demand for commercial flights.

Modern Advances in Aviation

Aviation has come a long way since its inception as a commercial industry. With rapid technological advancements, the field of aviation has experienced numerous breakthroughs that have revolutionized the way we travel and explore the world. Modern aircraft are now equipped with state-of-the-art navigation systems, advanced safety features, and cutting-edge communication technologies.

One of the most significant advancements in aviation is the development of fly-by-wire systems. These systems use electronic controls to operate the aircraft’s flight controls, replacing the traditional mechanical systems. Fly-by-wire technology enhances aircraft maneuverability and improves safety by reducing pilot workload and increasing control precision.

Another major advancement is the use of composite materials in aircraft construction. These materials, such as carbon fiber-reinforced polymers, offer a higher strength-to-weight ratio compared to traditional metal alloys. The use of composites has resulted in lighter and more fuel-efficient aircraft, reducing carbon emissions and operating costs.

Furthermore, advancements in engine technology have significantly improved the performance and efficiency of aircraft. Modern jet engines are quieter, more powerful, and more fuel-efficient than their predecessors. This allows for faster and longer flights, as well as reduced environmental impact.

Additionally, the introduction of satellite-based navigation systems, such as the Global Positioning System (GPS), has revolutionized air travel. These systems provide precise position information to pilots, improving navigation accuracy and reducing the risk of accidents. GPS technology also enables more efficient flight planning and increased airspace capacity.

In conclusion, aviation has evolved dramatically thanks to modern advances in technology. These innovations have not only made air travel safer and more efficient but have also expanded the possibilities of exploration and transportation on a global scale. As technology continues to advance, the future of aviation holds even more exciting possibilities for the commercial industry.

When did commercial aviation first begin?

Commercial aviation first began in the early 1910s, with the establishment of the world’s first scheduled commercial airline in 1919.

What were the earliest forms of commercial aircraft?

The earliest forms of commercial aircraft were typically biplanes and triplanes, often converted from military aircraft used during World War I.

How did commercial aviation evolve over time?

Commercial aviation evolved over time with the introduction of more advanced aircraft designs, improvements in safety regulations, and the expansion of air routes to cover longer distances.

Who were some of the pioneers in commercial aviation?

Some of the pioneers in commercial aviation include Charles Lindbergh, who completed the first solo transatlantic flight, and Juan Trippe, the founder of Pan American World Airways, a major airline during the early days of commercial aviation.

What were some of the challenges faced by early commercial airlines?

Some of the challenges faced by early commercial airlines included technical limitations of the aircraft, unreliable weather forecasts, and the need to build infrastructure such as airports and navigational aids.

When did commercial aviation first start?

Commercial aviation first began in the early 1900s. The first commercial airline, the St. Petersburg-Tampa Airboat Line, started operation in 1914.

How did commercial aviation develop over the years?

Commercial aviation has developed significantly over the years. Initially, airlines focused on short-distance flights, carrying limited passengers. However, with advancements in technology and the growth of the airline industry, airlines started offering longer flights and higher capacity. The invention of the jet engine in the 1950s further revolutionized commercial aviation, enabling faster and more efficient flights. Nowadays, commercial aviation is a global industry transporting millions of passengers around the world every day.

What were some challenges faced by early commercial aviation?

Early commercial aviation faced several challenges. One of the major challenges was the lack of infrastructure. Airports and runways were limited, which made it difficult for airlines to operate. Additionally, safety was a concern, as aviation technology wasn’t as advanced as it is today. Airline companies also had to compete with other modes of transportation, such as trains and ships, which were more established and trusted by the public at the time.

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A Very Brief History of Commercial Aviation

The commercial airliners you see flying over Dayton, OH today are nothing like they used to be. Clunky hunks of metal have transformed into sleek, high-flying jets that can take you all over the world. While it would impossible to summarize the entirety of airplane history in this small space, here are some of the first flights that forever revolutionized the industry.

The very first flight

By the dawn of the 20 th century, many inventors had made feeble attempts to get off the ground. It wasn’t until the Wright brothers made a name for themselves in the aviation world that airplanes really began to take flight. The brothers observed inventions by fellow aviator Samuel Langley and discovered the trick was less about power at takeoff and more about controlling the airplane in the sky. Finally, in 1903, the historic moment took place: Orville Wright kept his airplane aloft for 59 seconds, a feat unheard of back in the day.

Commercial airline debut

A good amount of time passed before the world was ready for commercialized aircraft. Eleven years later, pilot Tony Jannus flew a crowd of passengers from Tampa to St. Petersburg. Their flight was a short 16 nautical miles, a trip that wouldn’t take more than half an hour by car. In 1914, commercial airlines were still considered a novelty rather than a part of everyday life. Even though the voyage is nothing compared to modern air travel, it serves as a pivotal moment in airplane history.

Journey across the Atlantic

Pan American World Airways is accredited for being one of the first airliners to transport passengers across the Atlantic Ocean. The Yankee Clipper, amusingly known as the “flying boat,” turned out to have a very fitting nickname because it successfully traversed thousands of nautical miles to land safely in the United Kingdom. Pan Am’s Yankee Clipper forever changed the course of airplane history by making it possible to visit other regions of the world.

Going international with jets

After the first flight in commercial airline history, inventors made a series of breakthroughs with elevating planes higher into the sky as well as with passengers’ flying experiences in Dayton, OH and all across the states. Fast forward to the 1950s, and all of a sudden more people are travelling by air than railroad tracks. In 1952, the de Havilland DH 106 Comet was the first jet airliner to go international. It flew from London to Johannesburg, setting the standard for future jets that would reach all corners of the Earth.

1970 was the year passengers first boarded the Boeing 747 in the United States. Its maiden flight took patrons from New York to London via Pan American World Airways. The infamous Boeing 747 was known for seating more passengers than ever before, nearly cutting the cost of flight tickets in half. Gone were the days of reserving commercial air travel for the wealthiest citizens, celebrities and royalty.

Commercial aviation has advanced lightyears since the Wright brothers first left the ground. New aircraft inventions skyrocketed throughout the 20 th century and will continue to do so far into the future. To see what’s available today, check out the aircraft rentals at First Flight Aviation. Our fleet is conveniently local to Dayton, OH and will take you to new heights.

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August 5, 2019 A Brief History of Commercial Air Travel

2014 saw the 100th anniversary of the first scheduled commercial flight of 1914..

July 26, 2019

2014 saw the 100th anniversary of the first scheduled commercial flight of 1914, where two cities in the USA, St. Petersburg and Tampa, Florida, were connected through the air and via the St. Petersburg-Tampa Airboat Line. Although the airline’s life was short-lived, lasting only four months, their achievement has made our ability to travel across the world what it is today.

Before and after

Nowadays, more than 40,000 cities are connected through air travel and 4.1billion-plus passengers travelled on scheduled flights worldwide in 2017, according to the IATA . (Just a few more than the one person who was aboard that first scheduled flight in 1914!) There were about 280 million more trips compared to 2016 too, showing the rising appetite for air travel. In 2014, it was noted that the airline industry also supports around 62 million jobs globally and directly creates 9.9 millions jobs worldwide with 8.9 million people employed by airlines, airports and air navigation providers. That’s likely to have risen even higher since. This is now an industry that is essential for global business and tourism, connecting people, countries and cultures.

A steady start

Before the 1950s, travelling by air commercially for the general public was unheard of as there was generally little demand and air travel was mainly used for military purposes. Established in 1935, the Douglas DC-3 did somewhat encourage Americans to travel by air, especially when the only alternative was long-distance train journeys, but this was only available to the super rich. World War II also affected the development of commercial air travel and it wasn’t really until 1957 that travelling by air really began to rival rail travel and passengers began to enjoy the new luxury available to them. However, the luxury of flying was still reserved for the rich and it took nearly 20 years for air travel to become more affordable to the everyday man and woman.

A rendering of different airlines lined up at their respective gates.

The beginning of mass air travel

In 1958, Britain overtook America’s development in aviation by creating the de Havilland Comet – the first jet airliner to cross the Atlantic. This moment of superiority was fleeting as America hit back with a much larger and more economical aircraft, the Boeing 707. The advancements didn’t stop there either. In the 1970s, wide-bodied aircraft such as the Boeing 747 arrived and this is when travelling by air really became popular as larger planes allowed for more seats, more seats meant more tickets, and more tickets meant the cost of flying for passengers was a lot cheaper.

Present day

With the help of technological advancements, many of the world’s population are now able to enjoy the sights this beautiful planet offers. We have the ability to travel to nearly anywhere and at a relatively low cost due to the many different airlines competing to offer the cheapest flights out there. It’s not only the airlines that are competing for the ‘lowest price’ crown, with such easy access to the internet, passengers have many different price comparison sites to choose from too, and really, the power is now in their hands. This choice – coupled with the close nature of the globalised world – continues to fuel commercial air travel’s success story. The challenge now is to carry on catering for this demand while innovating to reduce air and noise pollution so that flying can overcome green challenges with the same success as its cost issues.

Amanda Walters

This article was written by Amanda Walters, an experienced freelance writer and regular contributor to various online publications.

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A Brief History of the FAA

The modern age of powered flight began in 1903 when Orville Wright made the first sustained, powered flight on December 17 in a plane he and his brother Wilbur built. This twelve-second flight led to the development of the first practical airplane in 1905 and launched worldwide efforts to build better flying machines. As a result, the early 20th century witnessed myriad aviation developments as new planes and technologies entered service. During World War I, the airplane also proved its effectiveness as a military tool and, with the advent of early airmail service, showed great promise for commercial applications.

Despite limited post-World War I technical developments, early aviation remained a dangerous business. Flying conditions proved difficult since the only navigation devices available to most pilots were magnetic compasses. Pilots flew 200 to 500 feet above ground so they could navigate by roads and railways. Low visibility and night landings were made using bonfires on the field as lighting. Fatal accidents were routine.

The Air Mail Act of 1925 facilitated the creation of a profitable commercial airline industry, and airline companies such as Pan American Airways, Western Air Express, and Ford Air Transport Service began scheduled commercial passenger service. By the mid-1930s, the four major domestic airlines that dominated commercial travel for most of the 20th century began operations: United, American, Eastern, and Transcontinental and Western Air ( TWA ).

As air travel increased, some airport operators, hoping to improve safety, began providing an early form of air traffic control ( ATC ) based on visual signals. Early controllers stood on the field and waved flags to communicate with pilots. Archie League, the system's first flagmen, began work in the late 1920s at the airfield in St. Louis, Missouri.

Origins of the FAA

Birth of federal aviation agency, from agency to administration, labor organizes, evolving duties, air traffic control automation, deregulation, labor unrest, technological innovation, organizational restructuring, creation of faa's air traffic organization ( ato ), the next generation air transportation system (nextgen), enhancing capacity, safety first, last, and always.

Aviation industry leaders believed the airplane could not reach its full commercial potential without federal action to improve and maintain safety standards. At their urging, the Air Commerce Act was passed in 1926. This landmark legislation charged the Secretary of Commerce with fostering air commerce, issuing and enforcing air traffic rules, licensing pilots, certifying aircraft, establishing airways, and operating and maintaining aids to air navigation. A new Aeronautics Branch in the Department of Commerce assumed primary responsibility for aviation oversight, and William P. MacCracken, Jr., became its first director.

In 1934, the Department of Commerce renamed the Aeronautics Branch the Bureau of Air Commerce to reflect the growing importance of aviation to the nation. In one of its first acts, the Bureau encouraged a group of airlines to establish the first air traffic control centers (Newark, New Jersey; Cleveland, Ohio; and Chicago, Illinois) to provide en route air traffic control. In 1936, the Bureau took over these centers. Early en route controllers tracked the position of planes using maps and blackboards and little boat-shaped weights that came to be called "shrimp boats." They had no direct radio link with aircraft, but used telephones to stay in touch with airline dispatchers, airway radio operators, and airport traffic controllers. Although en route ATC became a federal responsibility, local government authorities continued to operate airport towers. While the Department of Commerce worked to improve aviation safety, a number of high profile accidents called the department's oversight responsibilities into question. A 1931 crash that killed all on board, including popular University of Notre Dame football coach Knute Rockne, elicited public calls for greater federal oversight of aviation safety. Four years later, a DC-2 crash killed U.S. Senator Bronson Cutting of New Mexico.

To ensure a federal focus on aviation safety, President Franklin Roosevelt signed the Civil Aeronautics Act in 1938. The legislation established the independent Civil Aeronautics Authority ( CAA ), with a three-member Air Safety Board that would conduct accident investigations and recommend ways of preventing accidents. The legislation also expanded the government's role in civil aviation by giving CAA power to regulate airline fares and determine the routes individual carriers served. In 1940, President Roosevelt split the CAA into two agencies, the Civil Aeronautics Administration, which went back to the Department of Commerce, and the Civil Aeronautics Board ( CAB ). The offshoot of the original CAA retained responsibility for ATC , airman and aircraft certification, safety enforcement, and airway development. CAB responsibilities included safety rulemaking, accident investigation, and economic regulation of the airlines.

On the eve of America's entry into World War II, for defense purposes, CAA extended its ATC system to include operation of airport towers. In the postwar era, ATC became a permanent federal responsibility at most airports. The postwar era also witnessed the advent of commercial jets. The British Overseas Aircraft Corporation introduced the first commercial jet service in 1952. The 36-seat Comet flew at 480 miles per hour. The top cruising speed of the DC-3 piston aircraft, in comparison, was about 180 miles per hour. By the mid-1950s, U.S. companies began designing and building their own jet airliners.

On June 30, 1956, a Trans World Airlines Super Constellation and a United Air Lines DC-7 collided over the Grand Canyon, Arizona, killing all 128 occupants of the two airplanes. The collision occurred while the aircraft were flying under visual flight rules in uncongested airspace. The accident dramatized the fact that, even though U.S. air traffic had more than doubled since the end of World War II, little had been done to mitigate the risk of midair collisions.

On May 21, 1958, Senator A. S. "Mike" Monroney (D-OK) introduced a bill to create an independent Federal Aviation Agency to provide for the safe and efficient use of national airspace. Two months later, on August 23, 1958, the President signed the Federal Aviation Act, which transferred the Civil Aeronautics Authority's functions to a new independent Federal Aviation Agency responsible for civil aviation safety. Although the Federal Aviation Agency technically came into existence with the passage of the act, it actually assumed its functions in stages. Under the provisions of the act, the Federal Aviation Agency would begin operations 60 days after the appointment of the first Federal Aviation Agency Administrator. On November 1, 1958, retired Air Force General Elwood "Pete" Quesada became the first Federal Aviation Agency Administrator. Sixty days later, on December 31, the Federal Aviation Agency began operations.

With no dedicated office space for the Federal Aviation Agency, employees of the growing agency were housed in several widely dispersed buildings around Washington, DC, including some "temporary" buildings of World War II vintage. The Federal Aviation Agency worked to obtain a headquarters building to consolidate employees in one location, and on November 22, 1963, the Federal Aviation Agency's Washington headquarters staff began moving into the newly completed Federal Office Building 10A, at 800 Independence Avenue, SW. Excitement about the new building quickly evaporated on move day as employees heard the news that President Kennedy had been assassinated in Texas.

President Johnson, concerned about the lack of a coordinated transportation system, believed a single department was needed to develop and carry out comprehensive transportation policies and programs across all transportation modes. In 1966, Congress authorized the creation of a cabinet department that would combine major federal transportation responsibilities. This new Department of Transportation ( DOT ) began full operations on April l, 1967. On that day, the Federal Aviation Agency became one of several modal organizations within DOT and received a new name, the Federal Aviation Administration ( FAA ). At the same time, CAB's accident investigation function was transferred to the new National Transportation Safety Board.

In January 1968, New York controllers formed an employee organization, the Professional Air Traffic Controllers Organization, or PATCO . Within six months, PATCO had a national membership of over 5,000 controllers. To highlight difficult working conditions and growing national airspace system ( NAS ) congestion, in July 1968, the PATCO chairman announced "Operation Air Safety," which he described as a campaign to maintain FAA prescribed separation standards between aircraft. A period of discord between management and PATCO culminated in a 1970 "sickout" by 3,000 controllers. Although controllers subsequently gained additional wage and retirement benefits, tensions between the union and management did not ease.

In February 1972, the National Association of Air Traffic Specialists ( NAATS ) became the exclusive representative for all flight service station specialists, those controllers who supported general aviation pilots. FAA and NAATS concluded an agency-wide collective bargaining agreement on June 1, 1972, the first such contract between FAA and a national labor organization.

Almost from its creation, the agency found itself faced with a number of unexpected challenges. In 1961, for example, the first series of aircraft hijackings in the U.S. occurred. In August of that year, the federal government began employing armed guards, border patrolmen recruited from the U.S. Immigration and Naturalization Service, on civilian planes. In September, President Kennedy signed an amendment to the Federal Aviation Act of 1958, which made it a crime to hijack an aircraft, interfere with an active flight crew, or carry a dangerous weapon aboard an air carrier aircraft. To help enforce the act, a special corps of FAA safety inspectors began training for duty aboard airline flights. In March 1962, Attorney General Robert Kennedy swore in FAA's first "peace officers," as special U.S. deputy marshals. These men worked as safety inspectors for the FAA flight standards organization and carried out their role as armed marshals on flights only when specifically requested to do so.

FAA responsibilities increased even more in the late 1960s. An economic boom brought with it growing concerns about pollution and noise. Aviation, on the cutting edge of technological innovation, became an early area of environmental concern for the public, especially as more and more airplanes traversed the NAS . In 1968, Congress vested in FAA's Administrator the power to prescribe aircraft noise standards.

With continued growth in the nation's airspace, it quickly became evident that airport safety and capacity had to be increased to prevent system delays. Between mid-1959 and mid-1969, the number of aircraft operations at FAA's ATC towers had increased by 112 percent. Schedule delays cost the air carriers millions of dollars annually, not to mention the cost to passengers over and above inconvenience and discomfort. The Airport and Airway Development Act of 1970 placed the agency in charge of a new airport aid program funded by a special aviation trust fund and made FAA responsible for safety certification of airports served by air carriers.

Realizing the need for continued ATC system modernization to keep up with technological developments, FAA began modernizing the NAS in the mid-1960s. The civilian ATC system being replaced by NAS En Route Stage A was essentially a manually operated system employing radar, general purpose computers, radio communications, and air traffic controllers. For terminal airspace, the FAA was developing the automated radar traffic control system ( ARTS ).

To help monitor and even restrict flights moving from one air route traffic control center to another, FAA established the Central Flow Control Facility at its Headquarters. Opened in April 1970, the new facility collected and correlated systemwide air traffic and weather data, detected potential trouble spots, and suggested solutions. On July 29, FAA established the Air Traffic Control Systems Command Center to integrate the functions of the Central Flow Control Facility, Airport Reservation Office, the Air Traffic Service Contingency Command Post, and Central Altitude Reservation Facility.

The Airline Deregulation Act, signed on October 24, 1978, created a highly competitive airline industry. Deregulation increased FAA workload exponentially. The FAA had to certify every new airline, and there were hundreds of applications after deregulation that FAA had to review and approve or disapprove. In the immediate years after the deregulation act, FAA flight standards and other offices focused primarily on the new applicants.

By the time airline deregulation became law, FAA had achieved a semi-automated air traffic control system based on a marriage of radar and computer technology. Despite its effectiveness, however, the air traffic control system required enhancement to keep pace with the increased volumes of traffic that resulted from the new, deregulated environment.

The labor contract between FAA and PATCO expired in March 1981. Formal contract negotiations had begun in February, but those ended after 37 negotiating sessions. Informal talks, however, continued until June 17, when PATCO rejected a Reagan Administration contract proposal. After the failure of last minute negotiations, on August 3, approximately 12,300 members of the 15,000-member PATCO went on strike, grounding about 35 percent of the nation's 14,200 daily commercial flights. Approximately four hours after the strike began, President Reagan issued the strikers a firm ultimatum – return to work within 48 hours or face permanent dismissal. After expiration of the grace period, FAA fired approximately 11,400 controllers. Most of those fired appealed the action, and FAA eventually reinstated 440 as a result of their appeals.

The strike and dismissals drastically curtailed FAA's controller workforce. To keep the airways open, approximately 3,000 air traffic controller supervisory personnel worked at controlling traffic. FAA assigned assistants to support the controllers, and accelerated the hiring and training of new air traffic personnel. Military controllers arrived at FAA facilities soon after the strike began, and about 800 were ultimately assigned to the agency.

In the aftermath of the strike, PATCO disbanded and the controllers remained without a union until June 19, 1987, when the National Air Traffic Controllers Association became the exclusive representative of terminal and center controllers.

During this time, FAA electronics technicians unionized. On December 29, 1981, the Professional Airway Systems Specialists ( PASS ) became the exclusive representative of the technicians. FAA and PASS concluded their first national labor agreement during fiscal year 1984.

Aviation system disruptions in the aftermath of the PATCO strike led many in FAA to come to the realization that the agency needed a systematic, long-term plan for modernization. In January 1982, FAA publicly released the first annual National Airspace System ( NAS ) Plan, a comprehensive 20-year blueprint for a state-of-the-art traffic control and air navigation system to accommodate projected growth in air travel.

As the modernization program evolved, problems in developing ambitious automation systems prompted a change in strategy. FAA shifted its emphasis from the advanced automation system toward enhancing the ATC system through more manageable, step-by-step improvements through the new Free Flight program. At the same time, the agency worked to speed the application of the Global Positioning System satellite technology to civil aeronautics.

In February 1991, FAA replaced the NAS Plan with the more comprehensive Capital Investment Plan. The new plan incorporated the NAS plan projects and included higher levels of automation as well as new radar, communications, and weather forecasting systems.

FAA also addressed a wide variety of technical issues as the rapid evolution of aeronautics continued. The Aviation Safety Research Act of 1988, for example, mandated greater emphasis on long-range research planning and on study of such issues as aging aircraft structures and human factors affecting safety. FAA engineers and scientists also investigated areas such as human performance in aeronautical tasks, improvement of runways, and the effects of corrosion on aircraft structures.

In November 1995, DOT transferred the commercial space transportation office to the FAA . Originally established within DOT in 1984, the new FAA office regulated the U.S. commercial launch industry, licensed commercial launch operations to ensure public health and safety and the safety of property, and protected national security and foreign policy interests of the United States during commercial launch operations. It also issued licenses for commercial launches of orbital and suborbital rockets.

The fiscal year 1996 DOT appropriations bill, signed in November 1995, included important provisions for FAA personnel and procurement reform. FAA began the mandated reforms by first creating a new acquisition management system designed to reduce the time and cost of acquiring systems and services. FAA then placed all employees into a new personnel system intended to speed recruitment and reward outstanding employees, while dealing effectively with substandard performance. While the agency was no longer subject to certain Office of Personnel Management rules, its employees continued to enjoy a range of legal protections that applied to other federal workers.

In June 1998, FAA began testing a new compensation plan called core compensation, which replaced the traditional grade and step base pay method with a structure of pay bands, the value of which were determined by comparison with similar jobs in government and private industry. The program also linked compensation with performance. On April 23, 2000, FAA transferred approximately 6,500 employees into the core compensation system.

On September 11, 2001, nineteen radical Islamic extremists with the group al Qaeda penetrated security at three major airports, seized four U.S. domestic airliners, and turned three of the aircraft into missiles that destroyed the World Trade Center in New York City and damaged the Pentagon in Arlington, Virginia. Passengers on the fourth plane fought the hijackers, causing the plane to crash in a Pennsylvania field. To prevent any further hijackings, FAA immediately put a ground stop on all traffic for the first time in U.S. aviation history. In the overnight hours of September 11, members of FAA's Flight Standards Service developed an initial lead identifying the names of potential hijackers and provided those names to the FBI . The tragic events of this day radically changed the FAA . On November 19, 2001, the president signed the Aviation and Transportation Security Act, which among other provisions, established a new agency responsible for aviation security – the Transportation Security Administration ( TSA ), within DOT . FAA remained responsible for aviation security until February 13, 2002, when TSA took over those responsibilities. The November 2002, passage of the Homeland Security Act moved TSA into the new Department of Homeland Security on March 1, 2003.

In April 2000, President Clinton signed into law the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century, which contained a provision mandating the appointment of a chief operating officer. In a December executive order, the president directed FAA to create a performance-based organization that focused solely on efficient operation of the ATC system.

In June 2003, FAA selected its first ATO Chief Operating Officer ( COO ), Russell Chew. With the COO in place, FAA went forward with a major reorganization of its air traffic and research and acquisition organizations. On November 18, 2003, the Secretary of Transportation announced initial details of the new ATO business structure. The ATO consolidated FAA's air traffic services, research and acquisitions, and Free Flight Program activities into a smaller, more efficient organization with a strict focus on providing the best service for the best value to the aviation industry and the traveling public.

The ATO officially began operations on February 8, 2004. It consisted of five major service units: En Route & Oceanic; Terminal; Flight Services; System Operations; and, Technical Operations. Also included within the organization's top level are five staff-level business groups: Safety; Communications; Operations Planning; Finance; and Acquisition and Business Services. In 2008, the ATO consolidated the service units and staff offices into four business units, each led by a senior vice president.

In line with other agency efforts to improve efficiency, in December 2005, the COO restructured ATO administrative and support functions in the field. In June 2006, he instituted a new ATO Service Center structure. Three service centers replaced the nine service area offices within En Route, Terminal, and Technical Operations. Each of the service centers was made up of five functional groups: administrative services, business services, safety assurance, system support, and planning and requirements. A sixth group, engineering services, was a shared resource and remained in place in the existing locations.

With the ATO structure in place, the agency's first COO resigned from FAA on February 23, 2007. Administrator Marion Blakey assigned COO responsibilities to Deputy Administrator Robert Sturgell as collateral duties until a new COO came on board. On October 1, 2007, Administrator Blakey hired the agency's second COO , Hank Krakowski.

The Vision 100 – Century of Aviation Reauthorization Act, signed into law in December 2003, endorsed the concept of a Next Generation Air Transportation System (NextGen). The following month, the DOT Secretary announced plans for a new, multi-year, multi-agency effort to develop an air transportation system for the year 2025 and beyond. He subsequently established a Joint Planning and Development Office ( JPDO ) at the FAA comprised of representatives from FAA , National Aeronautics and Space Administration, the Departments of Transportation, Defense, Homeland Security, and Commerce, and the White House Office of Science and Technology Policy to create and carry out an integrated plan for NextGen. On December 15, 2004, DOT unveiled the Integrated Plan for the Next Generation Air Transportation System, which laid out goals, objectives, and requirements necessary to create the NextGen system.

When constraints in en route airspace and the airspace surrounding U.S. airports began to result in flight delays and schedule disruptions, FAA began to look for immediate solutions while continuing NextGen activities. To improve capacity, FAA began implementing a number of new concepts. The Required Navigation Performance ( RNP ) concept, for example, would take advantage of new onboard technologies for precision guidance to help transition the NAS from reliance on airways running over ground-based navigation aids to a point-to-point navigation concept. FAA also implemented the use of Reduced Vertical Separation Minima ( RVSM ), which reduced the minimum vertical separation between aircraft from 2,000 feet to 1,000 feet for all properly equipped aircraft flying between 29,000 feet and 41,000 feet. This increased the routes and altitudes available and allowed more efficient routings that would save time and fuel.

Between 2001 and 2007, aviation witnessed one of its safest periods for scheduled air carriers. Not counting the terrorist activities of September 11, 2001, there were only three fatal accidents in 2001; none in 2002; two in 2003; one in 2004; three in 2005; two in 2006; and none in 2007. Fatal accidents became rare events with only .01 accidents per 100,000 flight hours or .018 accidents per 100,000 departures.

Thanks to the work of FAA , over the past 50 years, aviation has become central to the way we live and do business, linking people from coast to coast and connecting America to the world. In fact, FAA has created the safest, most reliable, most efficient, and most productive air transportation system in the world.

To ensure aviation's future viability, FAA is now working with its federal and industry partners to develop a flexible aerospace system that fully responds to the changing needs of businesses and customers in the 21st century. The strength of the NextGen system depends on lower costs, improved service, greater capacity, and smarter security measures. That is why FAA has defined a vision of the future that integrates achievements in safety, security, efficiency, and environmental compatibility.

Last updated: Monday, November 15, 2021

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News & Blog

The history of commercial flight – how global travel took off

Flying has become the transport of choice for business travellers and holidaymakers across the globe and is now considered one of the fastest, most convenient and safest forms of long-distance travel. But how did commercial flights go from being exclusively for the wealthy to the mainstream and affordable option it is today? Artemis Aerospace guides us through the different decades of air travel and how it has shaped modern-day living

The first commercial flight

The first ever passenger flight took off in May 1908 when Wilbur Wright carried Charles Furnas just 2000 feet across the beach at Kitty Hawk in North Carolina. Just one year later, and the first airline in the world – German airship company DELAG – was founded.

In 1914, the world’s first scheduled passenger service, an airboat piloted by Tony Jannus, set off from St Petersburg in Florida and landed at Tampa – around 17 miles away. The service only ran for four months, but it had unlocked the appetite of those keen to tap into the novelty of air transport.

A new era of aviation

However, it wasn’t until the 1920s when commercial flights carrying paying passengers started to become commonplace with the introduction of the multi-engine aeroplane, the Lawson C-2, which was specifically built to carry passengers.

During this time, more and more start-up airline carriers were being established – some of which are still in operation today. These include KLM in the Netherlands (1919), Colombia’s Avianca (1919), Qantas in Australia (1920) and Czech Airlines (1923).

Aircraft from this period would land frequently to refuel and fly at lower altitudes due to unpressurised cabins. This made travelling by plane noisy, cold and expensive. Flying times were lengthy and turbulence was frequent. Passengers regularly experienced air sickness and many airlines hired nurses to reduce anxiety and tend to those affected. 

In 1935, one of the world’s oldest airlines, Qantas, operated its first international passenger flight, travelling from Brisbane to Singapore. From there, the British-owned Imperial Airways connected this flight to the UK. This was to set the wheels in motion for creating a regular travel route between Australia and the UK in the coming decades.

Despite flying being incredibly dangerous and extremely expensive during this period, it was still a fashionable way to travel for the rich. According to the Smithsonian National Air and Space Museum, the number of airline passengers grew from just 6,000 in 1930 to nearly half a million by 1934 – the aviation industry was well on its way to becoming hugely important to the global economy.

Innovation that revolutionised air travel

The introduction of the Douglas DC-3 in 1935 also had a big impact on the future of commercial flight. The propeller-driven airliner was a larger and much improved aircraft compared to its predecessors. Faster and more reliable, it could carry up to 32 passengers and had a cruising speed of 207mph with a range of 1500 miles. This made it popular with well-established airlines, including Delta, TWA, American and United, who soon added the aircraft to their fleets.

During the 1940s, the onset of WWII meant commercial aviation developments slowed considerably. However, by the end of the decade, the industry was heading towards a new era as Pan Am began operating its fleet of Boeing 307s, which featured the first ever pressurised cabin. This transformed air travel for passengers, allowing them to enjoy a comfortable experience at an altitude of 20,000 feet. Major airlines were now ramping up their advertising spend and offering travellers smooth journeys to far flung destinations and business hubs, including Pan Am’s iconic New York to London route.

The Golden Age of Air Travel

The 1950s and 1960s heralded the age of the jet engine aircraft and with it came an upsurge in commercial flights, airline carriers and international flying routes.

Commercial air travel was booming, and major airlines were fiercely competitive, offering passengers more and more inflight perks, including lavish silver-service meals and fine wines.

The airline carrier Pan Am was a front runner in pioneering and marketing the very best air travel had to offer. It was the first airline to fly worldwide and introduced ground-breaking changes to the industry, such as adding jet aircraft to their fleets and utilising computerised reservation systems.

In the 1960s, work began on creating the world’s first supersonic aircraft and what would eventually become an iconic symbol of commercial flight, the Concorde. Offering transatlantic flights in just 3.5 hours, the aircraft was a hit with business travellers and royalty alike. However, tickets were extremely expensive and only a privileged few could afford to travel via Concorde.

The rise of the no frills airline

Seeing a gap in the market for making air travel more accessible to everyday people, British-owned Laker Airways, which was founded in 1966 by Freddie Laker, was one of the first airlines to start offering a budget alternative by adjusting its inflight offer.

Using the budget airline business model that is commonplace today, Laker was able to offer lower price fares by reducing inflight services and luxuries, such as free meals. The airline also found innovative ways to reduce fuel consumption and engine wear by introducing the reduced thrust take-off technique and faster climbs to obtain the optimum flying altitude in as little time as possible. Sadly, the airline was a casualty of the 1980s’ recession and subsequently went bankrupt. However, it had paved the way for budget travel and had opened a world of possibilities for millions more people to get the chance to travel by air.   

Today, the world’s largest low-cost carrier is Southwest Airlines in the US. Synonymous with budget travel, the company’s low-cost domestic and short haul offer has undoubtedly inspired many other well-known brands to tap into the no-frills market, including Ryanair and EasyJet.

Air travel for the masses

Larger and more economical aircraft, such as the Boeing 747, had also made cheaper air travel possible. Airlines were now able to carry more passengers than ever before, meaning ticket prices could be sold at a reduced rate. Holidaying abroad was no longer reserved for the rich.

This change in dynamics meant airlines now started to look for different ways to retain the luxurious service and long lunches that had been synonymous with the golden age of travel, without compromising on providing a budget alternative.

First-class cabins, sophisticated onboard bars and exclusive-use airport lounges meant those who could afford to, could still travel in style.

During the 1980s and 1990s, the budget airlines Ryanair and EasyJet launched. Offering airfares for as little as £20, they changed the face of commercial flying and put pressure on traditional carriers to lower ticket prices.

Security tightening in the 2000s

The tragic events of 9/11 had a profound effect on air travel. Security at airports was increased significantly and passengers without a ticket at US airports could no longer accompany friends and family through security to the gate.

Cockpit security also heightened. Previously, it had been possible for passengers to visit the flight deck and speak to the pilots. However, after 2001, cockpit doors were locked with only the pilots controlling who could enter.

A new era for air travel

According to the Bureau of Transportation Statistics, it took until 2004 for air passenger numbers to reach pre-9/11 levels and until 2007 to reach a record high.

During this period, low-cost carriers were experiencing increased demand as the popularity of booking websites surged and, by 2009, figures from the tourism research company PhoCusWright reported that half of all travel-related bookings were being made online.

Passenger numbers continued to surge throughout the 2010s and by the end of the decade the volume of travellers using commercial airlines was at an all-time high.

The post-pandemic era – flying into a new age for aviation

Prior to the pandemic, the International Air Transport Association predicted that the number of airline passengers could reach 7.2 billion by 2035. However, nobody in the industry could prepare for the global aircraft groundings and unpredictable travel restrictions caused by COVID-19.

Despite this, the industry is full of optimism. As we enter a new era for aviation, and reflect on the past, we can be confident that no matter what obstacles we encounter, air travel will prevail.

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History of Flight: Breakthroughs, Disasters and More

By: Aaron Randle

Updated: February 6, 2024 | Original: July 9, 2021

For thousands of years, humans have dreamed of taking to the skies. The quest has led from kite flying in ancient China to hydrogen-powered hot-air balloons in 18th-century France to contemporary aircraft so sophisticated they can’t be detected by radar or the human eye.

Below is a timeline of humans’ obsession with flight, from da Vinci to drones. Fasten your seatbelt and prepare for liftoff.

1505-06: Da Vinci dreams of flight, publishes his findings

Few figures in history had more detailed ideas, theories and imaginings on aviation as the Italian artist and inventor Leonardo da Vinci . His book Codex on the Flight of Birds contained thousands of notes and hundreds of sketches on the nature of flight and aerodynamic principles that would lay much of the early groundwork for—and greatly influence—the development of aviation and manmade aircraft.

November 21, 1783: First manned hot-air balloon flight

Two months after French brothers Joseph-Michel and Jacques-Étienne Montgolfier engineered a successful test flight with a duck, a sheep and a rooster as passengers, two humans ascended in a Montgolfier-designed balloon over Paris. Powered by a hand-fed fire, the paper-and-silk aircraft rose 500 vertical feet and traveled some 5.5 miles over about half an hour. But in an 18th-century version of the space race, rival balloon engineers Jacques Alexander Charles and Nicholas Louis Robert upped the ante just 10 days later. Their balloon, powered by hydrogen gas, traveled 25 miles and stayed aloft more than two hours.

6 Little‑Known Pioneers of Aviation

From an early glider experimenter to the first man to fly solo around the world, here are six lesser‑known pilots and inventors who made their mark on aviation.

10 Things You May Not Know About the Wright Brothers

Check out 10 things you may not know about the aviation pioneers.

How America’s Aviation Industry Got Its Start Transporting Mail

Before carrying passengers, America’s most iconic airlines hauled the mail. It was one of the riskiest jobs around.

1809-1810: Sir George Cayley introduces aerodynamics

At the dawn of the 19th century, English philosopher George Cayley published “ On Aerial Navigation ,” a radical series of papers credited with introducing the world to the study of aerodynamics. By that time, the man who came to be known as “the father of aviation” had already been the first to identify the four forces of flight (weight, lift, drag, thrust), developed the first concept of a fixed-wing flying machine and designed the first glider reported to have carried a human aloft.

September 24, 1852: Giffard's dirigible proves powered air travel is possible

Half a century before the Wright brothers took to the skies, French engineer Henri Giffard manned the first-ever powered and controllable airborne flight. Giffard, who invented the steam injector, traveled almost 17 miles from Paris to Élancourt in his “Giffard Dirigible,” a 143-foot-long, cigar-shaped airship loosely steered by a three-bladed propeller that was powered by a 250-pound, 3-horsepower engine, itself lit by a 100-pound boiler. The flight proved that a steam-powered airship could be steered and controlled.

1876: The internal combustion engine changes everything

Building on advances by French engineers, German engineer Nikolaus Otto devised a lighter, more efficient, gas-powered combustion engine, providing an alternative to the previously universal steam-powered engine. In addition to revolutionizing automobile travel, the innovation ushered in a new era of longer, more controlled aviation.

December 17, 1903: The Wright brothers become airborne—briefly

Flying from Kitty Hawk, North Carolina, brothers Orville and Wilbur Wright made the first controlled, sustained flight of a heavier-than-air aircraft. Each brother flew their wooden, gasoline-powered propeller biplane, the “Wright Flyer,” twice (four flights total), with the shortest lasting 12 seconds and the longest sustaining flight for about 59 seconds. Considered a historic event today, the feat was largely ignored by newspapers of the time, who believed the flights were too short to be important.

1907: The first helicopter lifts off

French engineer and bicycle maker Paul Cornu became the first man to ride a rotary-wing, vertical-lift aircraft, a precursor to today’s helicopter, when he was lifted about 1.5 meters off the ground for 20 seconds near Lisieux, France. Versions of the helicopter had been toyed with in the past—Italian engineer Enrico Forlanini debuted the first rotorcraft three decades prior in 1877. And it would be improved upon in the future, with American designer Igor Sikorsky introducing a more standardized version in Stratford, Connecticut in 1939. But it was Cornu’s short flight that would land him in the history books as the definitive first.

1911-12: Harriet Quimby achieves two firsts for women pilots

Journalist Harriet Quimby became the first American woman ever awarded a pilot’s license in 1911, after just four months of flight lessons. Capitalizing on her charisma and showmanship (she became as famous for her violet satin flying suit as for her attention to safety checks), Quimby achieved another first the following year when she became the first woman to fly solo across the English channel. The feat was overshadowed, however, by the sinking of the Titanic two days earlier.

October 1911: The aircraft becomes militarized

Italy became the first country to significantly incorporate aircraft into military operations when, during the Turkish-Italian war, it employed both monoplanes and airships for bombing, reconnaissance and transportation. Within a few years, aircraft would play a decisive role in the World War I.

January 1, 1914: First commercial passenger flight

On New Year’s Day, pilot Tony Jannus transported a single passenger, Mayor Abe Pheil of St. Petersburg, Florida across Tampa Bay via his flying airboat, the “St. Petersburg-Tampa Airboat Line.” The 23-mile flight (mostly along the Tampa Bay shore) cost $5.00 and would lay the foundation for the commercial airline industry.

1914-1918: World war accelerates the militarization of aircraft

World War I became the first major conflict to use aircraft on a large-scale, expanding their use in active combat. Nations appointed high-ranking generals to oversee air strategy, and a new breed of war hero emerged: the fighter pilot or “flying ace.”

According to The Illustrated Encyclopedia of Military Aircraft , France was the war’s leading aircraft manufacturer, producing nearly 68,000 planes between 1914 and 1918. Of those, nearly 53,000 were shot down, crashed or damaged.

June 1919: First nonstop transatlantic flight

Flying a modified ‘Vickers Vimy’ bomber from the Great War, British aviators and war veterans John Alcock and Arthur Brown made the first-ever nonstop transatlantic flight. Their perilous 16-hour journey , undertaken eight years before Charles Lindbergh crossed the Atlantic alone, started in St. John's, Newfoundland, where they barely cleared the trees at the end of the runway. After a calamity-filled flight, they crash-landed in a peat bog in County Galway, Ireland; remarkably, neither man was injured.

1921: Bessie Coleman becomes the first Black woman to earn a pilot’s license

The fact that Jim Crow-era U.S. flight schools wouldn’t accept a Black woman didn’t stop Bessie Coleman. Instead, the Texas-born sharecropper’s daughter, one of 13 siblings, learned French so she could apply to the Caudron Brothers’ School of Aviation in Le Crotoy, France. There, in 1921, she became the first African American woman to earn a pilot's license. After performing the first public flight by a Black woman in 1922—including her soon-to-be trademark loop-the-loop and figure-8 aerial maneuvers—she became renowned for her thrilling daredevil air shows and for using her growing fame to encourage Black Americans to pursue flying. Coleman died tragically in 1926, as a passenger in a routine test flight. Thousands reportedly attended her funeral in Chicago.

1927: Lucky Lindy makes first solo transatlantic flight

Nearly a decade after Alcock and Brown made their transatlantic flight together, 25-year-old Charles Lindbergh of Detroit was thrust into worldwide fame when he completed the first solo crossing , just a few days after a pair of celebrated French aviators perished in their own attempt. Flying the “Spirit of St. Louis” aircraft from New York to Paris, “Lucky Lindy” made the first transatlantic voyage between two major hubs—and the longest transatlantic flight by more than 2,000 miles. The feat instantly made Lindbergh one of the great folk heroes of his time, earned him the Medal of Honor and helped usher in a new era of interest in the possibilities of aviation.

1932: Amelia Earhart repeats Lindbergh’s feat

Five years after Lindbergh completed his flight, “Lady Lindy” Amelia Earhart became the first woman to fly solo across the Atlantic Ocean , setting off from Harbour Grace, Newfoundland on May 20, 1932 and landing some 14 hours later in Culmore, Northern Ireland. In her career as an aviator, Earhart would become a worldwide celebrity, setting several women’s speed, domestic distance and transcontinental aviation records. Her most memorable feat, however, would prove to be her last. In 1937, while attempting to circumnavigate the globe, Earhart disappeared over the central Pacific ocean and was never seen or heard from again.

1937: The Hindenburg crashes…along with the ‘Age of Airships’

Between WWI and WWII, aviation pioneers and major aircraft companies like Germany’s Luftshiffbau Zeppelin tried hard to popularize bulbous, lighter-than-air airships—essentially giant flying gas bags—as a mode of commercial transportation. The promise of the steam-powered, hydrogen-filled airships quickly evaporated, however, after the infamous 1937 Hindenburg disaster . That’s when the gas inside the Zeppelin company’s flagship Hindenburg vessel exploded during a landing attempt, killing 35 passengers and crew members and badly burning the majority of the 62 remaining survivors.

October 14, 1947: Chuck Yeager breaks the sound barrier

An ace combat fighter during WWII, Chuck Yeager earned the title “Fastest Man Alive” when he hit 700 m.p.h. while testing the experimental X-1 supersonic rocket jet for the military over the Mojave Desert in 1947. Being the first person to  travel faster than the speed of sound has been hailed as one of the most epic feats in the history of aviation—not bad for someone who got sick to his stomach after his first-ever flight.

1949: The world’s first commercial jetliner takes off

Early passenger air travel was noisy, cold, uncomfortable and bumpy, as planes flew at low altitudes that brought them through, not above, the weather. But when the British-manufactured de Havilland Comet took its first flight in 1949—boasting four turbine engines, a pressurized cabin, large windows and a relatively comfortable seating area—it marked a pivotal step in modern commercial air travel. An early, flawed design however, caused the de Havilland to be grounded after a series of mid-flight disasters—but not before giving the world a glimpse of what was possible.

1954-1957: Boeing glamorizes flying

With the debut of the sleek 707 aircraft, touted for its comfort, speed and safety, Seattle-based Boeing ushered in the age of modern American jet travel. Pan American Airways became the first commercial carrier to take delivery of the elongated, swept-wing planes, launching daily flights from New York to Paris. The 707 quickly became a symbol of postwar modernity—a time when air travel would become commonplace, people dressed up to fly and flight attendants reflected the epitome of chic. The plane even inspired Frank Sinatra’s hit song “Come Fly With Me.”

March 27, 1977: Disaster at Tenerife

In the greatest aviation disaster in history, 583 people were killed and dozens more injured when two Boeing 747 jets—Pan Am 1736 and KLM 4805— collided on the Los Rodeos Airport runway in Spain’s Canary Islands. The collision occurred when the KLM jet, trying to navigate a runway shrouded in fog, initiated its takeoff run while the Pan Am jetliner was still on the runway. All aboard the KLM flight and most on the Pan Am flight were killed. Tragically, neither plane was scheduled to fly from that airport on that day, but a small bomb set off at a nearby airport caused them both to be diverted to Los Rodeos.

1978: Flight goes electronic

The U.S. Air Force developed and debuted the first fly-by-wire operating system for its F-16 Fighting Falcon fighter plane. The system, which replaced the aircraft’s manual flight control system with an electronic one, ushered in aviation’s “Information Age,” one in which navigation, communications and hundreds of other operating systems are automated with computers. This advance has led to developments like unmanned aerial vehicles and drones, more nimble missiles and the proliferation of stealth aircraft.

1986: Around the world, without landing

American pilots Dick Rutan and Jeana Yeager (no relation to Chuck) completed the first around-the-world flight without refueling or landing . Their “Rutan Model 76 Voyager,” a single-wing, twin-engine craft designed by Rutan’s brother, was built with 17 fuel tanks to accommodate long-distance flight.

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The Early History of Commercial Air Travel

By Sarah Simonovich on May 3rd 2017

In 2016, 3.8 billion people traveled by air, and  IATA expects that number to double over the course of 20 years . This isn't unreasonable, considering that the 4 billion passengers expected to fly commercially this year is double what it was just 12 years ago . Suffice it to say, commercial air travel is common these days. And with some exceptions (like issues with TSA or airport security), it's relatively easy peasy. No wonder it just keeps growing. But there was a time when commercial air travel was still new. Before flying, the world seemed incredibly--impossibly--vast and getting from point A to point B could have taken weeks, months, or years instead of mere hours.

The Dawn of Commercial Flight

While manned, heavier-than-air flight has been around since the early 1900s (historically, the Wright brothers are credited with inventing the airplane in 1903 ), it didn't really take off as a common endeavor for two decades. Post-WWI, the aviation industry really started to grow and many commercial airlines began operating--some of which are still connected to today's major carriers. The Contract Air Mail Act of 1925 (also known as the Kelly Act) directly contributed to the growth of airlines and the Air Commerce Act of 1926 gave the government the responsibility for promoting air commerce, establishing airways, certifying aircraft, licensing pilots, and issuing and enforcing regulations. However, that's not to say that no one saw the opportunity to commercialize air travel before then.

Early Airlines

“ People watching the landing of Zeppelin LZ 127 ” by Grombo is licensed under CC BY-SA 3.0

Before the success of heavier-than-air aircraft (airplanes), there were lighter-than-air aircraft. Unlike most early flying machines , airships (also known as dirigible balloons) were successful and were further utilized for military and commercial needs. It was actually with a rigid airship that the world's first airline in revenue service operated. Founded November 16, 1909, DELAG ( Deutsche Luftschiffahrts-Aktiengesellschaft ) operated Zeppelin rigid airships to carry passengers for pleasure cruises. During WWI, the Zeppelin airships were needed for war, but after it was over, two of DELAG's ships helped reconnect the cities of Europe. The first scheduled passenger airline service began in the U.S. on Jan 1, 1914. The St. Petersburg-Tampa Airboat Line only lasted 4 months, but in that time it opened the doors for later transcontinental flight. Percival Elliott Fansler started the airline using a Thomas Benoist-designed "flying boat." Pilots Tony and Roger Jannus made 2 flights a day, 6 days a week in 2 aircraft until they left Florida. They carried more than 1,200 people during those 4 months. The oldest airlines that still exist today (non-dirigible airlines) include the Netherlands' KLM (1919), Colombia's Avianca (1919), Australia's Qantas (1921), and the Czech Republic's Czech Airlines (1923). Some of the most notable early commercial airlines also include Pan Am (founded 1927), Western Air Express (founded 1925), and Ford Air Transport Service (founded 1925). The Ford AirTransport Service, also registered as Ford Air Freight Lines, was the world's first regularly scheduled cargo airline. They ceased operations in 1932.

Post-War Commercial Aviation

During WWII, casual air travel virtually stopped, and flying was pretty much limited only to those serving the war effort. After the war, though, the aviation industry experienced substantial growth--even more than it had in the interwar years. Commercial aviation, in particular, grew rapidly and (initially) primarily utilized ex-military aircraft to transport both people and cargo. Heavy and super-heavy bombers like the B-29 and Avro Lancaster were easily converted into commercial aircraft, and the DC-3 was ideal for longer commercial flights. The British  de Havilland Comet was the first commercial jetliner to fly, although it had some major issues.

International Air Travel

A number of changes occurred in the air travel industry that distinguishes the Prewar and Postwar periods (Postwar referring to WWII). Changes in technology, industry structure, and the market were all factors in what is a central distinction: international travel. Since the United States entered the war later than European countries, they were able to spend the time and resources for large-scale commercial craft development and production. U.S. aircraft technology (since 1945) essentially set the standard for international air operations that developed at this time and continued on.  Foreign carriers outside the U.S. still had to, for the most part, purchase and operate American aircraft.

“ PAN AM BOEING 707 FIRST CLASS ” by 1950s Unlimited (Flickr) is licensed CC BY 2.0

Dominant European carriers included Deutsche Lufthansa, Air France, KLM, Sabena, and Imperial Airways (the predecessor to BOAC), although these weren't the only players. Unlike the U.S., the structure of the European aviation industry saw an increase in dozens of smaller carriers, thanks to the emergence of international travel. Some carriers formed from former Colonial areas such as the Philippines, Indonesia, Pakistan, and Morocco. Others represented independent nations which had not, up until this point, participated in the  air age,  like Thailand, Saudi Arabia, Yugoslavia, and Iceland. Other carriers from the U.S. besides Pan Am also gained a strong foothold in international travel. Charter service developed during the 1950s and 1960s and quickly became a major component of the aviation industry. To charter is to rent out the entire aircraft. It became a particularly popular method across the North Atlantic, within Europe, and also between Europe and Africa. Air Charter services also influenced the pricing behavior of scheduled carriers.

The Golden Age

When commercial air travel was still young and fresh, flying was a novelty experience characterized by luxury. The Interwar years are often referred to as the  Golden Age of Aviation , marking the progressive shift from wood-and-fabric biplanes to streamlined metal monoplanes. Meals were fine dining experiences, leg room was plenty and the services were upscale. But as the industry moved away from exclusivity to a more mass market platform, the planes and experiences themselves changed. Technological expansion changed everything. By the mid-1960s, about 100 million passengers had traveled via jet. Post-war aircraft eventually became larger, faster, and could fly for greater distances. And after several decades, aircraft advances and the growth of the aviation industry brought us very much where we are today. Flying isn't so exclusive anymore--air travel has been brought to the masses. Which is a great thing, really. Consider those earlier numbers again; a  lot of people take advantage of flying these days. If you long for that nostalgia of the Golden Age of Flying, you can spring for a first class ticket. The modern first class experience is similar to those vintage exclusive flights--at a price that is probably similar, too.

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Commercial Aviation at Mid-Century

In 1955, for the first time, more people in the United States traveled by air than by train. By 1957 airliners had replaced ocean liners as the preferred means of crossing the Atlantic. The era of mass air travel had begun.

Air transportation changed dramatically during and after World War II. New technology led to advanced piston-engine aircraft and new solutions to the problems of navigation and air traffic control. Regulated by the federal government, a few large airlines continued to dominate. Air traffic grew steadily, as declines in travel time and fares made air travel available to an increasing number of people, and the flying experience continued to improve. 

With revenues on the rise and new, more efficient airliners in the air, airlines no longer needed economic support. In 1952 the government ended its decades-old subsidy for flying the mail. While air mail remained a valuable source of income, airlines no longer needed it to survive.

The Need for Regulation

During World War II, casual air travel virtually ceased in the United States. A tight priority list ensured that only those serving the war effort flew. After World War II, passenger travel surged to new levels. The federal government reorganized its regulatory agencies to manage the rapidly growing airline industry. New carriers emerged, and new technology began to revolutionize civil aviation. Through the new Civil Aeronautics Board and later the Federal Aviation Agency, the U.S. government remained a guiding force, working to ensure safety and fair competition.

Learn more about the organizations that govern flight

The Civil Aeronautics Board's efforts to limit competition on transcontinental routes were seriously challenged by scores of new airlines that emerged after World War II. These nonscheduled airlines, or "non-skeds," carried cargo and passengers on irregular or charter services. By combining their resources, some non-skeds were able to offer transcontinental service at discount fares, which other airlines were forced to match.

A New Generation of Airliners

Building on the advancements made in the 1930s,  the new airliners introduced after World War II were built with profitable transcontinental air routes in mind. They enabled airlines to carry far more people at greater speeds, while providing unprecedented comfort for passengers and unprecedented profits for airlines. As a result, aircraft manufacturers introduced a new generation of large, four-engine airliners that soon dominated U.S. and international air travel and helped lower fares. The new airliners included the Douglas DC-4, Lockheed's Constellations, the Douglas DC-6, the Douglas DC-7, and the Boeing 377 Stratocruiser.

This resin and plastic cutaway manufacturer's model of a Douglas DC-7 Mainliner airliner was built in ca.1955. It features United Air Lines livery of white upper and gray lower surfaces. 

The Douglas DC-7 was an advanced development of the DC-6B piston-engine airliner. It was introduced by American Airlines on its New York–Los Angeles route in November 1953 and was the first airliner to provide nonstop transcontinental service in both directions. The fastest transport aircraft in service, the DC-7 cruised at 580 kilometers (360 miles) per hour. A total of 338 DC-7s of all types were purchased by 18 different airlines.

International Service Expands

Pan American Airways was the nation's sole international airline before World War II, and it was strongly positioned to dominate postwar international service. However, Presidents Roosevelt and Truman both felt it would serve the nation best to have several overseas airlines. So after the war, the Civil Aeronautics Board ended Pan Am's monopoly, and other domestic airlines were allowed to open international routes. 

Transcontinental and Western Air, with its well-developed domestic network and proven record of overseas war service, quickly became a serious competitor to Pan Am. To reflect the airline's new international status, majority shareholder Howard Hughes changed the airline's name to Trans World Airlines.

Learn more about international flight

African Americans could choose to fly, but few did. Many airport facilities were segregated and discrimination was widespread. While the airlines were not legally segregated, airports often were. Throughout the South, inferior airport accommodations discouraged African Americans from flying. Until the Civil Rights movement began to bring about change, air travel remained mostly for white people. 

What was it like to fly?

As flying became more popular and commonplace, the nature of the air travel experience began to change. By the end of the 1950s, America's airlines were bringing a new level of speed, comfort, and efficiency to the traveling public. But as flying became commonplace and jet aircraft began to replace piston-engine airliners, the air travel experience began to change. With the steady increase in passenger traffic, the level of personal service decreased. The stresses of air travel began to replace the thrill. Flying was no longer a novelty or an adventure; it was becoming a necessity.

With airplanes becoming faster and passenger numbers increasing, airlines discontinued their plush sleeper service by the 1950s. Expensive to operate, sleeper service gave way to low-fare night coach service. The coast-to-coast eastbound flights became known as "red eye" specials. Passengers began experiencing physiological problems due to crossing several time zones within a few hours. Shortened or lengthened days or nights upset natural body rhythms and made sleeping difficult. Although later dubbed "jet lag," this was first experienced after long-distance trips on fast piston-engine and turboprop airliners.

The arrival of nonstop transcontinental service meant that major league baseball was no longer restricted to cities within a day's train ride, but could expand into new markets west of the Mississippi.

In 1958 both the New York Giants and the Brooklyn Dodgers found new homes in California. Even before the move, the Dodgers had acquired a Convair 440 for their use.

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How air travel has changed in every decade from the 1920s to today

Jacqui Agate

02 September 2021

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U.S. commercial aviation history to 1966

• 1 1918-1926
• 2 1927-1930
• 3 Note on Technology in the 1920s
• 4 The 1930s: The Rise of Aircarriers
• 5 The 1934 Airmail Scandal
• 6 Howard Hughes and TWA 1940-1945
• 7 The Lockheed L-049 Constellation
• 8 Post World War II
• 9 Into the 1960s
• 10 References

America’s commercial aviation industry , along with the rest of the world’s, began following the cessation of World War I in 1918. The surplus of airplanes left over from WWI would be made proper use of by private companies out for a profit, if the planes were not to be sold on the cheap to any and all takers or reduced to scrap. The World War I planes were simple affairs, lightweight biplanes of wood and metal, with open cockpits , open-air water-cooled engines, fixed landing gear , and a cruising speed of 100 mph. The warplanes would be converted to peacetime use, their holds reconfigured to accommodate anywhere from two to eight passengers.

By the mid-1920s both France and Germany had established successful commercial air services, and the United Kingdom was getting its Imperial Airways up to speed. Though the United States would not be first off the mark in establishing air service for civilian passengers, soon enough the United States would position itself at the cutting-edge of the design and technology of air carriers over the ensuing decades.

At this time commercial aviation was very much a young industry with much yet to be done on all fronts; it was a dynamic growth industry where men with vision might reap great rewards. In 1918 the United States made use of its surplus of biplanes by establishing an airmail service. The Federal government maintained the service, with the day-to-day responsibilities of the operation devolving to the Post Office Department. At this time a plane could go great distances only in relays, flying from leg to leg; and it would take no less than fifteen refuelling stops in landing fields in successive states for a mail plane to cross the country from New York to San Francisco. In 1922 the first lighted airway strip was opened between Dayton and Columbus in the mid-eastern state of Ohio. In mid-1924 coast-to-coast service for airmail would take just under thirty hours flying east, and thirty-four hours flying west (against the prevailing headwinds). In 1925 Postmaster General Walter Folger Brown decided to put the airmail service in the hands of private companies. The Kelly Act of 1925 allowed the commercial aviation industry to run itself without government intervention.

Wealthy Americans — including Henry Ford and William Rockefeller and Cornelius Vanderbilt Whitney — began to invest in commercial aviation, and a hodgepodge of small airlines began appearing, vying for mail routes.

Airmail carriers were paid by the ounce, so reducing extraneous weight that could be replaced by mail was rewarded, as was speed that allowed more trips. Aircraft designers coalesced into aircraft companies which would eventually grow into industrial behemoths of the present day—such as Boeing and Douglas and Lockheed.

The U.S. military would have an intrinsic role to play in the development of aircraft as well. The U.S. Navy had sponsored the development of an air-cooled airplane engine, known as the “Wasp”, and William Boeing of the Boeing Aircraft Company—a Seattle company the young man started in 1916—used the Wasp engine in his Boeing 40 airplane which was introduced to great success in 1925. The Boeing 40 won Boeing the right to the Chicago to San Francisco airmail route. Donald Douglas started Douglas Aircraft in Los Angeles in 1920, built ‘Douglas World Cruisers’—torpedo planes—for the Navy in 1924, and would become a millionaire a decade hence. Then there was John K. “Jack” Northrop, designing planes with the Loughhead brothers—who pronounced their name Lockheed—in Santa Barbara, California. In 1927 these confederates produced the Vega, a monoplane with a Wasp air-cooled motor, seating for six passengers, and a flying speed of 170 mph More than three dozen airlines would buy the Lockheed Vega over the next six years.

Up to this point, flight was not regulated. Aircraft were not required to be safe, pilots were not required to be qualified, and flights were at random, sometimes colliding, paths. The Air Commerce Act of 1926 introduced regulation by a Bureau of Air Commerce in the Department of Commerce, which dictated that the industry would have to adhere to a series of regulations to insure the public safety. Now a pilot would have to pass tests to receive a pilot’s licence. Planes would need certificates of airworthiness. Air traffic control rules were introduced.

Following Charles Lindbergh’s solo transatlantic flight in the Spirit of St. Louis in May 1927, America became inflamed with the romance of the skies. Lindbergh, a polite, self-effacing Midwesterner who had once been a mail pilot, became an international hero and a posterboy for all that was best about America—he had vision, courage, the technological acumen and ‘can do’ brio. He might not have been the first to attempt an airplane flight from New York to Paris, but he was the one who followed through, flying the 3,610 miles in 33 hours, 30 minutes. Returning from Paris in a naval cruiser, Lindbergh was welcomed by an American population flush with pride and admiration. Overnight Lindbergh became one of the most famous men alive, and in the process did a world of good for the airline industry.

Suddenly air travel became the latest “thing”. Between 1927 and 1930 a series of smaller airlines began amalgamating together, creating larger airlines which would eventually develop into the industry leaders of Eastern Airlines, American Airlines, United Airlines, TWA and Pan American Airways. These companies, which would at first remain primarily mail carriers, where the real money was, were established by power barons—including Clement Keys, Averell Harriman, and Robert Lehman—who would have to compete to win contracts for mail routes from the Federal government. Following the Foreign Air Mail Act of 1928, Pan Am—founded a year earlier by Major Henry “Hap” Arnold, later Chief of U.S. Army Air Forces in World War II, and whose president and general manager was Juan Trippe—won the rights to fly the Mexico, Central America and Caribbean routes, and became the biggest airline in the world. For two decades Pan Am would enjoy a virtual monopoly on commercial overseas flights—until the appearance of multimillionaire aviator and businessman Howard Hughes on the scene.

The Watres Act of 1930 divided the U.S. into four sectors: three coast-to-coast routes, northern, central, and southern; and the eastern seaboard. One carrier was to be chosen to service each route. Eastern Airlines—which developed out of the merging of a series of connections—served the Atlantic coast. United Airlines—an amalgamation of Clement Keys’ National Air Transport, which flew from New York to Chicago, and William Boeing’s United Aircraft, which flew from Chicago to San Francisco—won the rights to the northern route. The rights to the southern route went to American Airways—the product of the merging of five smaller airlines. Standard Airlines, Maddux Airlines, Transcontinental Air Transport, and Western Air Express merged together to become Transcontinental and Western Air (TWA), and won the central route. First chairman of TAT’s Technical Committee in 1928 had been none other than ‘Lucky Lindy’ himself, Charles Lindbergh. When Howard Hughes buys in to TWA in 1939-40 he will not only be acquiring the nuts-and-bolts of a successful airline but the reputation and romance of “The Lindbergh Line” as well.

The Watres Act of 1930 also cut the mail rates. Suddenly the airlines would have to look for other means of revenue to keep themselves in the air. Passenger aircraft, rather than just airmail carriers, would become a primary concern of airline companies.

Note on Technology in the 1920s

Developments on all fronts—material of plane, power of engine, and shape of airframe—would lead to advancements in the art of the aircraft. Edgar Dix, a researcher for Alcoa, experimented with the metallurgy of aluminium and discovered a way to make high-strength sheets. Meanwhile engine designers were working assiduously, introducing new models with higher and higher horsepower—the cutting edge by the later 1920s was 500 h.p. motors. (Lindbergh’s engine in the Spirit of St. Louis was a Wright Whirlwind with only 220-horsepower, designed originally for the Navy by Charles Lawrance at Wright Aeronautical in New York City.) One major question for designers of engines was how to produce more power while dealing with the increase in heat? Samuel Heron, a British inventor, devised a sodium-cooled valve engine in the early 1920s, then the U.S. Navy produced the air-cooled engine later in the decade.

The 1920s was also the time of the move from bulky biplane to sleek monoplane. “How can we best shape an aircraft body and wings,” designers wondered, “in order to reduce the amount of drag through the air?” The key word here would be streamlining . Streamlined shapes reduce the amount of resistance experienced by an airfoil and in the process increase speed and lift. The National Advisory Committee for Aeronautics (NACA, est. 1915) built a wind tunnel at a government research center at Langley Field in Virginia and embarked on three years of study, leading to three developments: (1) engines which were hitherto out in the open would now be housed in enclosures (known as nacelles ); and (2) the weight of wings would be reduced; leading to (3) the placing of multiple engines on the wings. Jack Northrup would be a commercial pioneer of these new aeronautical designs. In March 1930 his “Alpha” was tested, an aluminium monoplane with Wasp engines and a cruising speed of 140 mph Boeing introduced its comparable aircraft, the “Monomail”, in the same year. In 1931 Lockheed entered the fray with its “Orion”, the most-up-to-the-minute mail carrier yet, with a landing gear that retracted (manually) to reduce air drag, room for six passengers, and a cruising speed of 170 mph.

The 1930s: The Rise of Aircarriers

Aircraft industrialists would be outdoing each other in heated competition to win large manufacturing contracts from airline companies. State-of-the-art plane followed state-of-the-art plane without pause. Boeing produced the B-9 bomber for the U.S. Army Air Corps early in 1931. The large, twin-engine, all-metal B-9 would be the first inkling of the modern passenger airliner. Later in the year Boeing produced the Boeing 247 for commercial use. Cruising at 155 mph, with room for ten passengers, the Boeing 247 was a hit, with United Airlines beating the other airlines to the punch by placing an order for sixty 247s. TWA responded by ordering one DC-1 (with room for twelve passengers) and 28 DC-2s (for fourteen passengers) from Douglas Aircraft. Douglas’ DC (Douglas Commercial) line were ultra-modern passenger planes, the fastest yet, with Wright Aeronautics’ Cyclone engines of 710 h.p., and an attractive interior to boot.

Meanwhile from the mid-1930s on, engineers in Germany, Great Britain and the United States were working concurrently on designs for jet engines . Germany would be first off the mark with the test flight of the Heinkel He 178, the world’s first jet plane, in 1937. In England Frank Whittle designed a turbojet engine for the Royal Air Force’s Gloster Meteor plane, the one and only Allied jet plane ready for combat in World War II. General Electric in Lynn, Massachusetts, built a jet engine of its own in 1941, and Clarence “Kelly” Johnson, chief research designer for Lockheed, designed a plane to fit around it, the XP-80. The U.S. Army’s first jet aircraft, the XP-80, known as the “Shooting Star”, took to the air for the first time for test flights in January 1944, but did not start rolling off the assembly line until after the cessation of hostilities.

In that same year the German Luftwaffe put the Me 262 into combat action; the Me-262 (fighter) was the state-of-the-art jet plane reaching speeds upwards of 500 mph; but Germany was already on the way to defeat and the Me 262 did nothing to alter that fact. Back at Lockheed, Kelly Johnson had been contributing to the design of a second plane at the same time as the XP-80—he was working with Howard Hughes on something called the Hughes Mystery Passenger Plane. But let us backtrack a bit.)

Early in the 1930s United Airlines began the practice of offering “air connections”—planned departures from major cities at specified times throughout the day. Other airlines, which had been offering only one flight a day for each route, would take the hint. Then TWA proceeded to trump United. At this time coast-to-coast passenger travel on one of United’s Boeing 247s still meant at least seven stops along the way, for a flight time of twenty hours. When TWA introduced their DC-2s into their fleet in May 1934, TWA began advertising a coast-to-coast passenger journey, with refueling stops, in eighteen hours—and even offering nonstop service between Newark and Chicago. Moreover, three months earlier the DC-1 had made a transcontinental mail flight, with William John (“Jack”) Frye—former Hollywood stunt pilot, now vice president of operations for TWA—in the cockpit, in a record-breaking thirteen hours, including refueling stops. American Airlines responded in 1934 by ordering new planes from Douglas Aircraft, the DC-3 , with 1000-horsepower engines from Curtis-Wright and Pratt & Whitney. The DC-3, with twenty-one passenger seats, and a cruising speed of 170 mph, was in the air by the summer of 1936, crossing the country in sixteen hours eastbound, and eighteen hours westbound. TWA immediately followed suit with its own order for DC-3s in 1937.

Pan Am, controlling the U.S.’s overseas routes, had not been sitting idle during the other airlines’ intercontinental competition. In 1934 Pan Am was flying four-engine flying boats, three S-F2s from Sikorsky and three M-130s from Martin. With these flying boats Pan Am would win great acclaim in 1935. The S-42 stayed in the air for nearly eighteen hours, flying from Miami to the Virgin Islands and back non-stop. Then the S-42 was flown from San Francisco to Honolulu and back. Most spectacularly, the M-130 flew to the Philippines and back in thirteen days, putting its black-suited Pan Am pilot, Ed Musick, on the cover of Time magazine on December 2, 1935. Pan Am had opened up the potential for lucrative international passenger flights. A round-trip ticket on a Pan Am plane from San Francisco to Manila would have set you back over $1400 in 1936.

Airports were appearing with regularity throughout the America of the 1930s due to President Roosevelt’s New Deal Program, public works projects created to generate work for the unemployed. Air traffic control—carving up the airspace in the manner of an asphalt interstate highway—was introduced for the first time at Newark Airport in 1935. The airport at Newark, New Jersey, was the busiest in America, with a departure or arrival every ten minutes. An employee on the ground would be in radio contact with pilots in order to keep track of and coordinate all the flights. Other U.S. airports quickly followed suit. The Roosevelt Administration introduced the Civil Air Regulations—drafted by one Fred Fagg&mash;in 1937. Then came the Civil Aeronautics Act of 1938, which standardized procedures between the air traffic control centers, which dealt solely with planes crossing a certain airspace, and the airport control towers, which dealt with take-offs and landings. The Civil Aeronautics Authority was introduced in 1940, a government agency to supervise the airline industry by keeping an eye on regulations. Due to these acts of the Roosevelt administration, airplanes were fast becoming one of the safest ways to travel.

In the 1920s the amount of Americans buying tickets for a seat on an aircraft was negligible. By the end of the 1930s passenger numbers on continental aircarriers had grown to consistently profitable levels. The 1930s was the era when airplanes were romantic and pilots were heroes. Children were dazzled by airplanes just as in later years children would be dazzled by 1950s automobiles and then 1970s X-wing fighters and then 1980s computers. Businessmen were attracted to air travel primarily for its time-saving benefits. Hollywood signalled America’s growing interest in air travel with the release of Flying Down to Rio (1933), the film featuring the first Fred Astaire-Ginger Rogers pairing, released by RKO.

The 1934 Airmail Scandal

Financial irregularities engineered by certain airline companies, United most prominently, were discovered by journalists and caused a controversy in President Roosevelt’s Washington. News that insider trading on the stock exchange had fattened airline executives’ wallets brought a series of shocks down upon all of the companies. Roosevelt was urged by his attorney general to cancel all of the Federal airmail contracts with all of the airlines for the continental U.S. It was a knee-jerk reaction, akin to dropping every Hollywood film out of circulation simply because a couple of particular films might be offensive. Roosevelt put the responsibility for transporting the airmail in the hands of the U.S. Army Air Corps. The Army pilots were not as experienced as the commercial pilots in navigating the continent and the first week occasioned a series of fatalities, injuries, and many wrecked planes. The heat that Roosevelt subsequently felt from the press resulted in the Air Mail Act of 1934. The continental airmail service would be returned to private industry, following the restructuring of the commercial airlines. American, United, TWA, and eventually Eastern would have to be broken from their respective holding companies—which might own an aircraft manufacturing plant as well as the commercial airline service—and become independent public companies. There would also be a price cap put on mail-pay rates. Pan Am remained untouched because it operated outside of the United States. In the wake of the Air Mail Act new airlines appeared, including Braniff Airways and Delta Airlines, both winning contracts for airmail routes. So we see that in 1934 TWA was set free from its holding company—General Motors, who also owned Eastern Airlines as well as General Aviation, an aircraft manufacturer—setting the stage for Howard Hughes to start gobbling up its stock in 1939.

Howard Hughes and TWA 1940-1945

Jack Frye, now the president of operations at TWA, asked Howard Hughes if Hughes is interested in buying some of TWA’s routes. Frye needs an influx of cash to follow through with an order for Boeing’s new four-engine passenger airliner, the Stratoliner. The Stratoliner would have a cruising speed of 220 mph; and a pressurized cabin, to stop passengers from passing out, a not infrequent phenomenon in these early days of commercial air travel; also, the Stratoliner would be able to fly above the weather at up to 20,000 feet, and would make the coast-to-coast trip in fourteen hours. Hughes, never one to do anything ‘on the small’, decides to buy the whole TWA company—or at least controlling interest; and immediately announces that he will initiate the designing of a plane that will far outstrip Boeing’s Stratoliner and every other passenger aircraft, including Douglas’ new DC-4 (airliner) , to which United and American were favorably inclined. Moreover, Hughes would not waste any time in getting into a tussle with Pan Am over the rights to overseas routes. Instead of taking it slow with TWA and getting his bearings, Hughes would jump right into the deep end. If Hughes bought TWA, TWA would have to become the greatest airline of them all, a global airline having the fastest and most advanced airplanes in existence. Hughes, ever the dreamer, visualized a superior air carrier that would take advantage of all of the streamlining experiments Hughes Aircraft had accomplished on his airplanes of the later 1930s which had won for him world records and international fame on a par with Charles Lindbergh’s of a decade earlier. Under a shroud of secrecy this Hughes Mystery Plane came to fruition at Lockheed in Southern California under the auspices of Hughes’ determined and inspired eye and Kelly Johnson ’s design genius. Hughes was going to push the technology of air carriers forward with the sheer force of his will. The long-range, piston-driven Lockheed Constellation would be an instant hit when introduced in 1944 and would be a presence in the skies for the next twenty-five years. With the advent of Howard Hughes as principal stockholder assuming control of TWA, the company intensified its role as the industry leader in aircarrier technology.

The Lockheed L-049 Constellation

TWA’s flagship plane advertised the cutting-edge technology of the time. First of all, the Constellation would have a handsome, distinctive, instantly recognizable look. The fuselage was the state-of-the-art for streamlining. Instead of a ‘flat-top’ airframe, making an airplane look somewhat like a tube with wings, the Connie’s top edge swept back from the cockpit in a sinuous upwards swell to the midsection then swooped down tapering toward the tail, in a shape reminiscent of a dolphin. Its ‘swooping’ shape allowed air to flow smoothly around it, thereby reducing the flight time that little much more. Instead of employing a single tail fin (or ‘vertical stabilizer’), the Connie had a ‘triple-tail’, three vertical fins spaced at intervals along the tailplane (or ‘horizontal stabilizers’), an uncommon design which would be one of the plane’s most distinctive and memorable features. (Boeing and Douglas experimented with but then gave up on the triple-tail; only the Constellation stuck with it.) Hughes’ passenger plane had red stripes painted on for pizzazz. One could not mistake the sight of the Connie for any other airplane in the air. The Connie had four powerful piston-engines—18-cylinder Curtiss-Wright R-3350s, 2,150-h.p. each—with superchargers. Its propellers were over fifteen feet in diameter. Its cruising speed was 280 mph, with a top speed of 360 mph (Weighing close to forty tons, the Constellation was still faster than America’s much smaller World War II fighter planes!) The fuselage was completely pressurized. Hughes’ plane would fly higher than any other aircarrier, up to 35,000 feet, but generally cruising at 20,000 feet, where turbulence was infrequent, making airsickness a thing of the past for the majority of passengers. The Connie could accommodate up to sixty-four passengers comfortably and fly up to 3,000 miles non-stop. It was an aircarrier that could fly higher and faster and longer than any other passenger aircraft in the world.

Hughes lobbied for a version of his Constellation to be used as a transport by the U.S. military for the war effort. On April 17, 1944 Howard Hughes delivered his plane to the War Department in Washington, D.C. with his customary razzmatazz. The Constellation, with Hughes flying the plane alongside Jack Frye, became the first airliner to fly nonstop coast-to-coast, and in just under seven hours no less, shaving a half hour off Hughes’ previous transcontinental flight record of 1937. The War Department, however, had already chosen to go with the DC-3 and DC-4 for use as military transport planes, renamed the C-47 and C-54 for military use; still and all, the War Department accepted fifteen of Lockheed’s Constellations, designated the C-69 by the Army. In August 1945 a C-69 was flown by a TWA crew from New York to Paris in fourteen hours, a new world’s record. Following the end of the war, ten Constellations were delivered to TWA late in 1945—Hughes had placed a $18 million contract for forty of the planes from Lockheed—and TWA’s commercial coast-to-coast service began in March of 1946. The Constellation took only ten hours flying east and eleven hours flying west. More than a dozen airlines around the world followed TWA’s lead and bought Constellations for their own services, including Air France, Quantas, and El Al. The DC-4 was a slowpoke in comparison to the Constellation. Douglas scrambled to catch-up, designing the DC-6, trying to add the Lockheed innovations to their own planes. Following the go-ahead given by the Civil Aeronautics Board, TWA’s flights to Europe and India—hitherto Pan Am’s monopolized turf—began in the summer of 1946. (It would cost just over $700 for a standard round-trip fare to Europe.) TWA would now have both domestic routes and overseas routes, the first American airline in history to enjoy this privilege. In the meantime Hughes had changed the name of TWA from Transcontinental and Western Air to Trans World Airlines. By the spring of 1947, United and America had acquired DC-6s to try to keep up with TWA. Juan Trippe’s Pan Am as well would have to keep up with TWA, dumping its slow flying boats in favor of faster planes, also purchasing Constellations. All the while Pan Am would be lobbying intensely in the U.S. Congress to maintain its monopoly on its Atlantic and Pacific flights—an effort implicated in Hughes’ being dragged before the War Investigating Committee in 1947—but to no avail. A defiant Howard Hughes would not be pushed around by anyone, not if he did not want to be. By 1950 Hughes would own close to eighty percent of TWA’s stock. Eventually Hughes’ stake in TWA would net him a check for $546,549,771—after brokers’ fees—in 1966, the year he cashed out of the company.

Post World War II

As the 1940s progressed, airline ticket sales skyrocketed. The price of a plane ticket was almost on the level of the price of a train ticket. Ocean-going liners were becoming relics of the past. Late in 1948 came the cleverest offer yet: Capital Airlines introduced “Coach Class”, cutting a third off its standard fares, confirming that travellers would trade a little comfort for large savings. TWA and the other airlines quickly followed Capital’s lead.

TWA was working on a “Super Constellation”. Boeing produced the six-engine B-47 bomber for the U.S. Army. Hughes himself accomplished his successful test flight of his Hercules airplane, known as the ‘Spruce Goose’, still the largest plane ever built, at Long Beach, California, on November 2, 1947. Boeing designed an eight turbojet engine B-52 bomber in 1948. Also in 1948 the standardized air refueling, in this instance between two B-29s , was accomplished at a Boeing plant in Kansas. In February 1949 a B-50 named “Lucky Lady II”, piloted by air force Captain James Gallagher, flew around the world nonstop, via aerial refuelling, in eighty hours. All of these large planes pointed to the wide-bodied commercial passenger jets of the 1990s.

In 1953 the Lockheed Super Constellation rolled off the assembly line, a state-of-the-art plane with new Wright engines. The Super Connie, larger and faster than its predecessor, with a cruising speed of 335 m.p.h., held 102 passengers and could remain in the air for over 3,500 miles nonstop. It was powered by four Turbo-Compound R-3350-872TCC18DA-1 engines, each delivering 3,250 horsepower. One hundred and forty-two military versions of the Super Connie were manufactured for the U.S. Navy throughout the 1950s. Douglas introduced its DC-7 in 1953 to compete with the Super Connie. One generation of Lockheed’s Constellation would follow another until the plane’s final incarnation in 1957, the L1649A Starliner, which, with four 3,400 horsepower Curtiss-Wright turbo-compound engines, flew from California to Paris in a nineteen hour non-stop journey via the North Pole, on October 10, 1957. Later in the month the Starliner remained in the air for twenty-three hours and twenty minutes. Douglas would immediately respond to the introduction of the Starliner with its own DC-7C. The Starliner, however, as the fastest piston-engine long-range airliner ever built, left Douglas’ plane in the dust. But the times were changing and the rise of the jet age through the 1950s would spell the end of the Constellation series. Faced with the introduction of the Boeing 707 jet airliner, whose four Pratt & Whitney JT3 turbojets offered a cruising speed of 600 mph, the production of the Lockheed Constellation-Starliners ceased in February 1958. Eight hundred and fifty-six of the planes had been built over sixteen years. The Lockheed Constellation, which was Hughes’ brainchild and Kelly Johnson’s creation, remains one of the most distinctive, beautiful, and significant aircraft ever built.

In the 1950s the largest domestic airlines were American, United, Eastern, and TWA—the “Big Four”. The largest airline of all was the international Pan American Airways. These five airlines would have to repackage themselves for the jet age. After 1955 the power of jet engines became the prime consideration to the commercial airlines. The U.S. Army had been testing one jet plane prototype after another throughout the 1940s and the technology was ready to leap into the passenger planes of the aviation industry. The technology of jet airplanes would proceed at a breakneck pace through the 1950s—well-nigh monthly came innovations in the designs of engine, fuselage, wingspan, nacelles, pylons, flaps, fuel capacity. Pan Am—still the biggest and most profitable airline at this time—announced in October 1955 that it had ordered twenty-five DC-8s —the new jets from Douglas—and also twenty 707 jets from Boeing. At $269 million, it was the largest purchase in the airline industry at the time. In one fell swoop Pan Am became the first passenger jet airline.—A business deal and industry position worthy of Howard Hughes, who, to the detriment of TWA, had been preoccupied throughout the 1950s with other pursuits including the management of RKO (his Hollywood film studio), and so came up short. Hughes would become infamous at TWA during the 1950s for his lack of concern in making corporate decisions in a suitable time. Hughes’ foot-dragging regarding TWA’s acquisition of jets resembles nothing so much as Bill Gates and Microsoft’s foot-dragging regarding the Internet in the early 1990s. When Howard Hughes finally woke up to the passenger airjet age he would throw himself headfirst into the fray. Juan Trippe’s acclaimed business moves at Pan Am prompted Hughes at TWA to respond in a knee-jerk manner. If Pan Am was ‘doing it large’, Hughes and TWA would do it even larger. (Hughes must have also been rattled by the fact that Pan Am was still dominating the overseas market, with TWA a far second.) In June 1956 Hughes, in a transaction unknown to anyone at TWA at the time, placed an order with Convair and Boeing and Pratt & Whitney Aircraft for 66 jets and 300 engines to the tune of $400 million and change. Hughes would push TWA into the jet age in his characteristically grandiose manner. It was a fateful move, and what eventuated was unexpected. The hefty contract would eventually lead to Hughes’ losing personal control of his beloved airline, when TWA subsequently found itself on shaky ground trying to assemble the cash to pay for Hughes’ rash order. As it happened, TWA would be brought kicking and screaming into the jet age.

Pan Am made the first transatlantic jet flight with its 707—with room for up to 120 passengers—flying from New York to Paris on October 26, 1958. American Airlines promptly bought Boeing’s 707 turbojets early in 1959, with United and Delta purchasing Douglas’ comparable DC-8 jets later in the year. The DC-8s, able to carry up to 176 passengers, could streak through the sky at speeds of 600 mph for up to 6,000 miles nonstop. New runways had to be built across America, as jet planes needed a landing strip of 11,500 feet in length, 4,000 feet longer than the pre-jet age runways. The general public would complain of noise until the new turbofan engines of 1960 made the jet planes quieter.

TWA’s first international commercial jet flight—for the New York-London-Frankfurt route—wouldn’t come until November 1959; and as a result of its foot-dragging, TWA’s competitive edge would be dulled for the next couple of years while its debts increased apace. TWA’s board of directors would finally lose all patience with Hughes’ erratic business management. From 1960 to 1966 Hughes was enmeshed in a power struggle with his board of directors. In 1966 Hughes turned his back on his beloved company and dumped all of his stock for the astronomical sum of over $540 million cash, at the time one of the largest transactions of its kind in stock market history.

Into the 1960s

As is usual with the airline industry, it would take a disaster to advance the technology of safety precautions. A TWA Super Constellation and a United Airlines DC-7 collided in mid-air at cruising altitude over the Grand Canyon on June 30, 1956. One hundred and twenty-eight people were killed. This disaster prompted a stepping up of the implementation of Very-High-Frequency Omnidirectional Range (VOR), an electronic radio navigation technology to help pilots determine location and direction. No longer would pilots merely look out the window to see where they were heading. The Federal Aviation Agency, dedicated to modernizing the Air Traffic Control system, was established in 1958. In 1958-59, the Civil Aeronautics Agency introduced “Positive Control”, the division of the continental airspace into strata, making it a federal offence for a plane to stray into certain airways without ground control confirmation. Pilots of small planes as well as large planes could no longer ‘wing it’. Mid-air collisions would become the rarest form of major airplane disaster. The convenient speed of the jetplanes coupled with the increasing safety of air travel intensified the airline companies’ profits as the 1950s moved into the 1960s.

By 1960 airplanes were the second-most preferred method of long-distance travel after the automobile. Cross-country trains and ocean-going liners were still offered to the public but their days of high profits were a thing of the past. Airtravel was fast, safe (in the great majority of cases), and the ticket prices kept lowering by the year. New York to London on Pan Am cost $450 round trip. Many different deals were offered to entice the public, such as ‘coach class’ and ‘tourist class’ and ‘business class’. TWA was the first jet airline to offer in-flight movies, in 1961—no surprise, considering Howard Hughes’ lifelong love of the cinema. The American airline industry cruised along in the 1960s on the strength of their jets. The Boeing 747 , the world’s first jumbo jet, would appear after 1966, after Howard Hughes bowed out of the Big Four.

The main sources for the information in this page were: Bilstein, Roger E., The Enterprise of Flight: The American Aviation and Aerospace Industry (Washington and London: Smithsonian Institution Press, 2001); Gibbs-Smith, Charles H., The Aeroplane: An Historical Survey (London: Her Majesty’s Stationery Office, 1960); Heppenheimer, T.A., Turbulent Skies: The History of Commercial Aviation (New York: John Wiley & Sons, Inc., 1995); Rae, John B., Climb to Greatness: The American Aircraft Industry, 1920-1960 (Cambridge, Massachusetts: The MIT Press, 1968); a number of books on Howard Hughes; a number of books on TWA; and over two dozen authoritative internet sites, including TWA, Boeing, Lockheed, McDonnell Douglas, the Smithsonian National Air and Space Museum, a Lockheed Constellation Appreciation Society, a collection of Howard Hughes sites, a history of U.S. aviation timeline from a government site.

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EasyJet partners with US start-up on revolutionary aircraft design

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EasyJet has partnered with US start-up manufacturer JetZero which aims to develop a blended wing body for aircraft that could cut fuel burn and emissions by up to 50% compared with traditional designs.

Announcing the partnership today, easyJet revealed it will sit on the JetZero Airline Working Group, with a view to sharing its knowledge of hydrogen propulsion systems.

The group aims to address the practical considerations of airline and airport operations.

It’s believed the proposed blended-wing airframe would be suitable for alternative aviation fuels including hydrogen.

EasyJet noted it is the first airline in Europe to partner with Jet Zero, after US carrier Alaska Airlines announced it would partner and invest in the company last month.

JetZero is already working with the US Air Force, space agency NASA and the Federal Aviation Administration.

It plans to produce a mid-market aircraft for entry into service by 2030.

In a statement, easyJet noted: “The blended-wing body is potentially the biggest leap in commercial aircraft design since the beginning of the jet age.

“The aircraft dramatically improves aerodynamic efficiency over traditional tube-and-wing designs, in part thanks to its unique aerofoil-shaped body and more slender wing design.

“This improvement in efficiency would translate into up to a 50% reduction in the requirement for Sustainable Aviation Fuel (SAF) per passenger.”

EasyJet chief operating officer David Morgan said: “The blended-wing aircraft design offers the potential to maximise efficiencies and significantly reduce fuel burn and emissions in the process.

“Its potential to be powered by SAF or hydrogen is also incredibly exciting.”

JetZero founder and chief executive Tom O’Leary added: “JetZero’s blended wing body configuration delivers what the industry most needs – lower fuel burn, lower emissions and a viable path to zero carbon emissions.

“We welcome easyJet to the Airline Working Group and look forward to furthering the work of incorporating hydrogen into our planning for future platforms.”

The announcement came as easyJet reported UK consumer research it commissioned which found six out of 10 respondents want to travel “more sustainably” but don’t want to fly less.

Half (50%) said the aviation industry should invest in new technologies to help address its carbon footprint and maintain air travel.

Just over half (53% said the government should prioritise zero-carbon emission flying and offer more support to the industry to make the transition.

Two-thirds (64%) suggested they are more likely to fly with an airline that is taking action to reduce its environmental impact, and seven out of 10 (71%) agreed zero-carbon emission technology such as hydrogen offers the best option to decarbonise aviation.

EasyJet chief executive Johan Lundgren said: “Our research shows British travellers are banking on technological developments to preserve their ability to fly.

“The level of innovation we’re seeing is encouraging, but we need support from the government and regulators to ensure policy and infrastructure keeps at pace with technological progress.”

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