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What Flights Used to Cost in the 'Golden Age' of Air Travel

Flying is actually cheaper and better than it's ever been.

In spite of all our complaints about smaller seats, poor customer service, and the burn of basic economy, when put in the proper historical perspective, air travel is more accessible, affordable, and comfortable than ever.

Need proof?

Just picture yourself booking a roundtrip “tourist class” flight to Amsterdam for $4,168.55, or paying $12,089.55 for a 30-day flight around the world.

In the mood for a quick, cheap getaway? How about New York City to Chicago for $445.25? Or, go all the way to Los Angeles , with a quick stop in Chicago, on a 13-hour journey for upwards of $1,600.

How Airlines Afford Cheap Airfare

If you value time as money, today’s air travel saves you a bundle. And in cash adjusted for inflation, the cost of flying has plummeted.

According to a study by Compass Lexecon, commissioned by Airlines for America, the average flight from L.A. to Boston in 1941 was worth $4,539.24 per person in today’s money, and it would have taken 15 hours and 15 minutes with 12 stops along the way. By comparison, a nonstop flight in 2015 would cost $480.89 and take only six hours. Thanks to intensifying low-cost competition, we can find airfares as cheap as $283 today.

But we don’t need to go all the way back to the 1940s to see how cheap airfare has become.

Part of the reason flying was so exclusive and relatively luxurious in the '40s, '50s, and '60s was that it was very expensive. Until the Airline Deregulation Act of 1978 , airlines were considered a public utility and airfares were set by the federal government, which ensured airlines always made more than enough money.

Even after deregulation, a basic domestic round-trip airfare in 1979 averaged $615.82 in today's money. That average fare dropped to $344.22 by 2016. Fees have risen dramatically from the equivalent of $1.65 in 1979 to $22.70 by 2016, but even with those fees added back in, airfares are much cheaper.

The Compass Lexecon study showed that, between 1990 and 2016, the domestic price per mile to fly decreased by 40 percent (and by 36 percent when you factor in fees). At the same time, fuel costs have risen for airlines by 110 percent since 1998, and airlines faced sharp drops in demand during the Great Recession of 2008-2009. With no regulatory protections for the industry, these set-backs and high costs led to bankruptcies and mergers, as they have in the past. But low-cost competitors ensure consumers can still pick between two or more airlines in most U.S. markets, which keeps the pressure on other airlines to keep those airfares affordable.

Because flying is cheap, many more people fly today in larger planes with more seats onboard. Air travel has evolved from the privilege of a few into a service for many.

And it has grown in staggering numbers. In 2000, airlines carried 1.6 billion passengers, according to the International Air Transport Association (IATA). By 2005, that number had grown to 2.1 billion. By 2015, airlines had served 3.5 billion passengers and they are expected to serve 4 billion passengers this year.

Security risks are greater and security lines are longer. People don’t wear their best suits to fly anymore. Deregulated, democratized, affordable air travel is very different from the glamorous air travel of those far-gone days, but at least more of us get the pleasure of complaining about it.

Related Articles

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.

Listen to this article:

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/

A global review of commercial flight in its 30th year Subscribe below to our weekly newsletter, the Airways NOTAM .

Simple Flying

A look at aviation’s golden age.

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Why Was The Boeing 727 Discontinued?

History: why did continental & united airlines agree to merge, alaska airlines flight 261: 5 shocking facts about the tragedy over the pacific ocean.

Some members of the aviation community claim that the Golden Age of air travel started in the 1930s, while others view it to have begun in the following decade. Yet, it was slightly earlier when the public became increasingly passionate about the prospects of flight.

Technological breakthroughs

It’s easy to envision friendly flight attendants serving wealthy executives in roomy cabins when thinking of the Golden Age of air travel. However, it was actually the era that preceded this environment that marked the Golden Age of flight. Notably, the interwar years from 1918 to 1939 brought numerous revolutions that would change the industry forever. A crucial aspect was the away from wooden biplanes to metal monoplanes.

The biplanes that brought pioneers such as the Wright brothers fame were made from low-powered engines and caused significant drag. So, their wings could not handle much weight or harsh winds, meaning they were more vulnerable across longer distances. The advancement of the monoplane brought far lower drag, meaning that faster flight could be achieved even if the same engines were utilized.

Producers such as Boeing were beginning to make a name for themselves since their formation and invested heavily in the manufacturing of monoplanes. The US aviation powerhouse launched its first monoplane model in 1932 with the P-26 Peashooter. This plane also entered service with the United States Army Air Corps, becoming the first monoplane to operate with the outfit. These designs went on to offer crucial support in the war effort in subsequent years.

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Both sides of the pond

Regardless of the military progress, the breakthroughs also overhauled the civil scene. Earlier this summer, Simple Flying had the opportunity to tour Cole Palen’s Old Rhinebeck Aerodrome in Red Hook, New York. The museum hosts a plethora of Golden Age originals and reproductions from both Europe and North America, including the Aeromarine Klemm L-26 , Aeronca C3, American Eagle A-129, Bird Model CK, Boeing Stearman – N2S-5, and several Curtiss models.

De Havilland was a major force during this period, including the United Kingdom-based manufacturer's Tiger Moth. Old Rhinebeck shares;

“The De Havilland DH.82 Tiger Moth first flew in 1931 and became quite popular. Over time, it was widely used as a civilian and military trainer in England and in 25 countries around the world. Over 8,800 were built between 1931 and 1944. It was a rather docile machine with basic aerobatic abilities. It is ably powered with the 120 HP De Havilland Gypsy Major 4-cylinder engine.”

The 1930s also saw notable Fairchild experiments, including the Fairchild 24. As the aerodrome puts it:

“This sophisticated cabin monoplane is probably the most elegant aircraft in the collection. Designed to seat four, the Fairchild 24 became a comfortable and luxurious way to travel by air for the well-heeled. It is known for its pleasant handling, speed and reliable performance. Discerning buyers could choose between a Warner radial or Ranger inline engine. The Fairchild 24 remained in production from 1932 until 1948.”

Leaving a mark

Despite the shift to monoplanes, biplanes were still around. We even had the opportunity to hop on a Golden Age unit ourselves. Boarding a 1929 New Standard D-25 was a unique experience , a five-seat plane, originally used for joyriding, barnstorming, crop-dusting, and mail transporting, had 45 units produced in total. It was a loud and windy event in the air, but the flight is an example of how robust and reliable aircraft built during the era were.

Toward the end of this Golden Age, newer technologies continued to revolutionize flight. The most prominent transition was the application of the jet engine, further improving flight efficiency. Longer durations with fewer vibrations were achieved as a result. Both British and German innovators looked into the tech before Heinkel He178 became the first jet-powered aircraft in 1939. As we all know, after the dust settled following the end of World War II, the jet engine would enter the commercial realm and go on to become a mainstay, spurring another Golden Age .

What are your thoughts about the Golden Age of aviation? What do you make of the progress made during this period? Let us know what you think in the comment section.

Source: Old Rhinebeck Aerodrome

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Reagan National Airport serves the Washington, D.C., metro area.

Is the Golden Age of Air Travel Making a Comeback?

Attention, passengers: Things are looking up for airline travel thanks to lower oil costs—and ticket prices—and better in-flight amenities.

Remember what flying used to be like? You could arrive at the airport, minutes before your departure, expecting minimal security hassles and fellow travelers who were well-groomed and dressed to the nines.

Back in the good old days, coach seats had leg room enough to accommodate Shaq and eager-to-please flight attendants doled out hot meals and actual snacks (at no extra charge)—plus all the complimentary booze Don Draper could want.

It was basically the opposite of American air travel lately, where passengers are packed like undignified   cattle into spaces so cramped they inspired an invention called the Knee Defender   and served, if anything, lukewarm food that make a grade school cafeteria sound appealing.

But things could be looking up.

According to the American Customer Satisfaction Index (ACSI), satisfaction with airlines based in the United States matches the highest rating on record, set in 1994, the first year the company started tracking this sort of thing.

With airline satisfaction approaching a 22-year high, could a return to the golden age of air travel be on the horizon?

Before you grab your pitchforks and start regaling us with your airline horror stories, let us acknowledge that air travel is, to be sure, a uniquely unpleasant experience.

The airline industry—even with its recent bump in approval ratings—is consistently among the lowest-scoring business sectors in the ACSI’s annual survey, which asks approximately 80,000 Americans to rate their consumer experiences across nearly a dozen industries.

Let us also acknowledge that most of you are probably too young to actually remember what flying was like in the golden days, back in the 1950s and '60s, when commercial aviation was still a gleaming novelty. And even then, air travel wasn’t really all that golden.  

Much of the glamour owed simply to the fact that flying was obscenely expensive— more than four times costlier than today —and thus accessible to mostly wealthy travelers.

The sexism those smiling stewardesses confronted—including weight requirements, high-heel mandates, and marriage bans—is unthinkable by modern standards. And that unlimited alcohol may have been more necessity than amenity; planes were noisier, more turbulent,   and about five times likelier to crash than they are today. Not to mention the thick clouds of cigarette smoke, which couldn't have been fun for anyone.

Even still, today's fliers are clearly happier than they’ve been in a long time.

The ACSI issues scores of 1-100 to companies based on respondent answers to questions related to overall satisfaction, expectations versus actual experience, and “comparison to an ideal.” This year, Southwest Airlines climbed a few points to 80, joining JetBlue at the front of the line for consumer satisfaction, with Alaska Airlines—which announced plans to acquire Virgin America in early April —not far behind at 77.

Even the oft-reviled "Big Three" made good showings, with American surging nine points to 72, Delta holding strong at 71, and United rocketing 13 points to 68, it’s largest leap ever.

The price of oil has a lot to do with better air travel experiences. With the   price of jet fuel in free fall since 2014 , airlines are raking in record profits, some of which they’re using to make improvements aimed at making flying less terrible—even for the hoi polloi back in coach.   On-time arrivals are up, cancellations are down, and fare prices have fallen.

Oil prices are expected to remain low for a long while, which means jet fuel will likely stay cheap, too. That isn’t good news for the climate, since   flying has a huge carbon footprint , but travelers can mitigate the damage done by opting for   more fuel-efficient carriers.   (See   Why Some Airlines Pollute More: 20 Ranked on Fuel Efficiency .)

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“Airlines have always been one of the lowest-scoring industries in the ACSI because the in-flight experience was miserable,” says ACSI Chairman Claes Fornell. “Now, that is changing.”

Fornell identified three key improvement areas behind this about-face in customer satisfaction:   “New planes, more options for in-flight entertainment, and the return of free snacks.”

The fact that more people are taking advantage of TSA Precheck —which gives vetted travelers access to shorter, less intrusive security screenings—may also be a factor in increased passenger happiness. Enrollment in the Transportation Security Administration-sponsored program   topped two million earlier this year .

It’s not exactly the casual curb-to-gate sauntering of decades past, but it’s leaps and bounds better than waiting in line for an hour only to be asked to disrobe in front of a bunch of gloved strangers.

When it comes to air travel in the United States, it looks like sunny skies ahead—at least for the time being. So break out that fedora, put on some Sinatra, and start planning your next trip.

Cuba   seems a fitting destination (once the bidding war victors are announced). After all, the last time Americans could fly to Havana from U.S. soil they could smoke their cigars on the flight back home.

Become a subscriber and support our award-winning editorial features, videos, photography, and more—for as little as $2/mo.

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• Travel Advice

What flying was like in the 1950s and 1960s compared to now

THE 1950s and ‘60s are known as the golden age of flying. Sure, it was glamorous, but it had some pretty major drawbacks. Here’s how things have changed.

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THE 1950 and 1960s have become known as the “Golden Age” of flying. It was a time of glamorous air hostesses and gourmet meals, and of great leg room for all.

But taking to the air back then had its downsides. For a start it was much more dangerous, and far more expensive.

Then there was the smoke from all those cigars, cigarettes and pipes. And, once you’d looked out of the window there was not a lot to do but twiddle your thumbs.

But there were upsides to flying back then too — like ever-flowing drinks and a party atmosphere.

HOW LONG DID IT TAKE, AND HOW MUCH DID IT COST?

When Qantas started flying from Brisbane to Singapore in 1935, to connect with the British-operated Imperial Airlines (now British Airways) for the flying boat flight to England, the total journey took around two weeks, with up to 43 stops.

By the time Qantas introduced the Kangaroo Route from Sydney to London in 1947 the journey took four days, and included stops in Darwin, Singapore, Calcutta, Karachi, Cairo and Tripoli, and two overnight stays.

Compare that to the 22-to-23 hours it takes to fly from Sydney to London today, with just one refuelling stop, or the 17-hour non-stop flight from Perth to London due to start in March 2018 aboard a Qantas 787-9 Dreamliner .

As for cost, these days, you can pick up a return flight to London for as little as $1300, with ticket prices averaging out at around $2000.

In the 1950s and 1960s a return flight from Sydney to London was so prohibitively expensive only a few people could afford it.

THE PLANES: THEN AND NOW

Qantas used Lockheed Constellation, and later, Super Constellation planes (with air conditioning, and reclining seats) in the 1950s on the Kangaroo Route. They had four noisy propeller engines.

In 1959 a Boeing 707 made an appearance on Qantas’s Sydney to San Francisco route — and the modern-era jet age had just begun.

Next came the Boeing 747, also known as the jumbo jet, which ushered in an era of mass travel when it made its Qantas debut in 1971. Today, of course, we can travel on relatively quiet and much more comfortable A380s, and ultra-long-distance 787-9 Dreamliners.

Next on the shopping list for Qantas could be either the Boeing 777X or the Airbus A350-900ULR. With these planes, non-stop flights from Sydney to London could take around 20 hours, and Sydney to New York around 18 hours.

LIFE ON-BOARD

Forget about economy, economy plus, business class and first class. Initially there was only one class — and it was pretty luxurious.

In the 1950s you might have a bed made up for you at night on some flights. You might see framed pictures on the walls.

Aisles were wider and seats reclined a lot more than they do in economy these days and you had lots of legroom.

There were endless free drinks and people could socialise in the cocktail bar with fellow Jet Setters. But the whole plane stank of cigarettes and the air was so thick with smoke you could barely breathe.

It wasn’t until the end of the 1950s that airlines started introducing tourist (or economy) class, and things started to go downhill .

WHAT PEOPLE WORE

T-shirts, tracksuit pants, hoodies, shorts, thongs, doughnut-pillows affixed to your neck — almost anything goes on today’s flights , but back in the Golden Age of air travel things were very different.

Almost everyone wore their finest clothes to travel. In the 1950s men wore three-piece suits and sombre ties, and women wore dresses, high heels and pearls.

Things relaxed a bit in the 1960s, when a man could get away with a polar-neck shirt or a flowery tie, and a woman could wear hippie beads and a fashionable scarf.

In the 1950s, air hostesses were like movie stars. They were selected for their looks and there were regulations on how much they could weigh.

They had to be single too. And they wore body-sculpted uniforms, corsets, and sometimes white gloves. And always a hat.

Adding to flying’s image of glamour and excitement, hem lines rose to miniskirt length and colours brightened as the 1960s wore on.

THE FOOD AND DRINK ON-BOARD

In the 1950s and 1960s flying was an expensive thing and you expected food and drink to match.

Forget a can of beer or a miniature plastic bottle of wine, back then champagne and brandy flowed endlessly and a flight seemed like a cocktail party in the sky.

There was lobster, and beef carved as you salivated, and buffet tables instead of a packet of peanuts. You also were given a nicely-folded napkin.

Some meals lasted for three hours. Oh, for the good old days.

IN-FLIGHT ENTERTAINMENT

These days we have state-of-the-art in-seat entertainment systems to keep us occupied, as well as iPads, Kindles, game consoles and more.

Qantas has even announced that it will be providing free Wi-Fi, Netflix, Spotify and Foxtel on its domestic flights this year.

Back in the 1950s and 1960s you had hours of boredom to look forward to. To break the monotony you could read a book, or a newspaper. You could smoke another cigarette and have yet another glass of booze.

Or you could describe your flight to your friends back home on postcards provided by the airline, often with a picture of your plane or in-flight meal on the front.

BUT WHAT ABOUT SAFETY?

Statistically, you have a much better chance of surviving a flight now than you did in the 1950s and 1960s, when crash landings, injuries from turbulence and midair collisions were much more common.

There were sharp edges in the cabins, glass partitions, inferior seat belts, worse pilot training, and inherent mechanical problems.

But at least you didn’t have the hassle of today’s strict airport security to deal with.

This article originally appeared on Skyscanner.com.au .

A US airline has raised eyebrows with a memo to staff concering how cabin crew present themselves.

Jetstar has just announced it will be launching a new direct route from Sydney to a popular tourist destination as of June next year.

A Chinese airline company has just announced new direct flights connecting mainland China with a major Aussie city.

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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 Golden Age of Air Travel Gets a Reality Check

Two new books trace the evolution of the industry from the perspective of women who worked in it.

Credit... David Pollack/Corbis via Getty Images

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By Leslie Bennetts

• April 30, 2022

FLY GIRL: A Memoir, by Ann Hood

THE GREAT STEWARDESS REBELLION: How Women Launched a Workplace Revolution at 30,000 Feet, by Nell McShane Wulfhart

As the so-called Golden Age of Travel boomed in the 1960s and ’70s, the airline industry left no doubt about what it was selling. The ability to get from one place to another was assumed; the real lure was the pretty young stewardesses, whose desirability and explicit availability were used as sexual bait to entice the nation’s burgeoning corps of male business travelers.

“I’m Cheryl. Fly me,” National Airlines suggested coyly in an era-defining ad.

“We make love 80 times a day!” Southwest promised in its “Somebody Else Up There Who Loves You” campaign.

“Have You Ever Done It the French Way?” Air France inquired.

Beauty was the most important job requirement, a point reinforced by the pageant-winner sashes Southwest Airlines wrapped around its stewardesses: Here’s Miss San Diego! How do you like Miss Los Angeles? The early period when they wore trim suits gave way to the go-go years of hot pants, white boots, raccoon hats and flimsy paper uniforms. If those weren’t titillating enough, Finnair offered the tanned torso of a bikini-clad stewardess whose exposed back was branded with the black lines of interlocking destinations. “Take a good look at Finnair’s summer routes,” the airline urged customers with a wink and a nudge. “They’re not hard to take.”

And no one questioned men’s right to take whatever they wanted; marketed as the Playboy Bunnies of the sky, stewardesses were presented as property, like so many airborne party favors, with the mystique of the mile-high club emerging as a bucket-list goal for countless men. “People keep stealing our stewardesses,” American Airlines mock-complained in an ad featuring a businessman dragging one off, his hand clapped over her mouth so she couldn’t scream. Kissing passengers when they left the plane was another job requirement, and men grew adept at last-minute head swivels that turned a peck on the cheek into a full-mouth slobber. Stripping also became part of the job when Braniff unveiled “Introducing the Air Strip,” a campaign that featured stewardesses wearing four-part uniforms they could shed, piece by piece, as the flight wore on.

Catering to men’s desires, the stewardesses were all guaranteed to be good-looking, young and single. They could get fired at 32 for being too old, and until then, they were certified as available: Marriage could get you fired, as could pregnancy. Stewardesses resorted to harrowing strategies to obtain secret abortions that would preserve their ability to earn a living. But the most brutal enforcement focused on the relentless regimen of weight checks and public humiliation if a stewardess gained a pound or two. At American Airlines, the upper limit for a 5’5” woman was 129 pounds.

To Ann Hood, this was the ultimate dream job, one she loved with the earnest, wide-eyed enthusiasm that suffuses her new memoir, “Fly Girl.” Although she later became a novelist and short-story writer, Hood views her youthful years as a flight attendant through such intensely rose-colored glasses that they seem to have obscured much of her vision. This might not be surprising for a stewardess in the 1960s, but the entire culture had changed dramatically by the time Hood got her wings.

“Why did I, a smart, 21-year-old woman in 1978 choose to become a flight attendant rather than a banker or pharmaceutical salesperson or teacher or social worker as my college friends had?” Hood writes in her prologue.

Why, indeed? She herself admits that flight attendants were “still stereotyped as not-very-smart sex kittens in airline advertising and in many people’s minds back then. Yet the only job I applied for during my senior year of college was flight attendant.”

To Hood, the romance and glamour of worldwide travel were irresistible. The book recounting her modest adventures is as airy and insubstantial as cotton candy, and sweet enough to give you a toothache. Hood emphasizes how selective the process of admission was — I lost track of how many times she mentioned that it was harder to get into stewardess school than Harvard — and how rigorous the training. But the overall focus stays fixed on the apparent goal of this memoir, which seems to be convincing readers of how much fun the author had and what a challenging job it was to be a stewardess.

If that was her experience, she leaves out an awful lot. Reading “Fly Girl” is like watching a vintage Doris Day movie in which the clueless heroine mistakenly wanders out of the 1950s and into the sex, drugs and rock and roll that followed while remaining blissfully oblivious to the political and social turmoil swirling around her, let alone what it represented, how it happened and why it mattered.

For the real story of those years — including all the context cited above — one can turn to “The Great Stewardess Rebellion: How Women Launched a Workplace Revolution at 30,000 Feet,” a meticulously detailed history by the travel writer Nell McShane Wulfhart, who has performed a valuable public service by providing this reality check. Hood may mention a tearful stewardess who gets fired for gaining a couple of pounds, but Wulfhart tells you about the boxes of methedrine handed out by company doctors, the stewardesses’ growing reliance on “black mollies” and the amphetamine dependencies that resulted. If Hood glosses over the impact of the age limit for stewardesses, Wulfhart gives you the haunting life and death of Ann Davis, who killed herself after losing her job and sinking into despair about being “old and useless.”

As gut-wrenching as such stories may be, the overall saga is inspiring; who could remain unmoved by the ways in which a generation of increasingly determined activists won better pay, improved working conditions and other badly needed reforms? The jacket copy of Wulfhart’s book promises “the rollicking unknown story of how they took action, harnessing the power of the feminist movement and the labor movement, and changed history.”

Rollicking it may be, but other words that come to mind include shocking, infuriating and excruciating. As the stewardesses — abetted by an emerging cadre of legal and political allies elsewhere — won each hard-earned victory, they were impeded at every turn by the vicious misogyny as well as the careless inhumanity of all the sexist men who opposed their goals, not only in the airline industry but in Congress, at the E.E.O.C. and throughout the labor union movement. The Transport Workers Union was so dismissive that the stewardesses eventually seceded and organized their own union. “For the TWU, the mass movement of flight attendants into independent unions was a bloodbath,” Wulfhart reports.

Such victories had lasting impact. “The stewardess rebellion changed the entire airline industry, one of the largest businesses in the United States,” Wulfhart writes. Her account credits those women as having played a pioneering role in fighting sex discrimination, and she tells the story well.

And yet reading the details feels like pouring salt in a very old wound that has yet to heal; it is dramatic, invigorating and instructive as a textbook example of the courage, ingenuity and persistence it takes to effect such progress — but it’s also incredibly painful.

The day I finished reading “The Great Stewardess Rebellion,” headlines described the Idaho legislation that criminalizes abortion after six weeks, including any termination of ectopic pregnancies, which can be fatal to women carrying them. The new measure also encourages vigilantes to profit from such medicalized persecution; its sponsor says that if a rapist has ten siblings, each can sue the rape victim for $20,000 as punishment for terminating any pregnancy resulting from the violent criminal assault on her body. A $200,000 bonus for the rapist’s bounty-hunting relatives — your tax dollars at work!

Other headlines cover the current epidemic of “unruly passengers,” a euphemism for the rage-filled travelers who are punching, sexually assaulting, urinating on, knocking out the teeth of and verbally abusing flight attendants. More than one offender has had to be duct-taped to his seat until the plane landed safely. Today’s routine crises require a lot more than a pretty face from the nation’s beleaguered flight attendants.

But even though flight attendants can now get married, grow older and gain a few pounds without losing their jobs, women’s bodies everywhere are still being policed by bureaucracies that insist on the right to control their physical and sexual autonomy. The infrastructure of patriarchy isn’t something we dismantled a long time ago; it’s just as savagely implacable as it was when stewardesses got organized. Even if we’ve come a long way, baby, most of us don’t need a travel writer to tell us what a long, hard way we still have to go.

Wulfhart’s epilogue reminds us of the enduring truth that the stewardess rebellion bestowed as a key component of its legacy: “By standing up to an industry that preferred its women docile, pretty and young, they demonstrated to the world that power was available — you just had to reach out and grab it.”

Leslie Bennetts is a journalist and author of “The Feminine Mistake” and “Last Girl Before Freeway.” A frequent speaker on women’s economic security issues, she is working on a book about women in the second half of life.

FLY GIRL: A Memoir, by Ann Hood | 269 pp. | W.W. Norton & Co. | $26.95

THE GREAT STEWARDESS REBELLION: How Women Launched a Workplace Revolution at 30,000 Feet, by Nell McShane Wulfhart | 309 pp. | Doubleday. $30

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What Air Travel Was Like In The Golden Age Of Flying

Vote up the things you wish airlines would bring back from the “golden age of flying.”

Before there were long security lines, painfully chaotic boarding processes , and sad in-flight meals, the so-called golden age of flying offered passengers a completely different experience.

What made it a golden age? Commercial airlines were heavily regulated, so there wasn't competition between carriers and routes. The lack of competition meant that prices stayed high - and airlines could offer passengers upscale experiences because they didn't cut as many corners to stay competitive.

Between the 1950s and '70s, old-school airlines like Pan Am and TWA made air travel glamorous and exciting. It often included upscale meals, roomier seats, and well-dressed passengers. In the late 1970s and into the '80s, deregulation changed the game, and airlines clamored to offer the lowest rates to attract passengers - and cram even more of them onto planes.

Apart from the better food and classier experiences, did the golden age truly shine? Ticket prices made air travel the reserve of the wealthy. Flight attendants faced discrimination. Planes weren’t as safe. Cabins were clogged with cigarette smoke. And flying in the 1960s and '70s sometimes even came with hijacking attempts.

What aspects of the golden age of flying do you wish airlines would bring back - and which ones are better left in the past?

• SAS Scandinavian Airlines
• Wikimedia Commons
• Public domain

Planes Featured Larger Seats With More Legroom

Today, snagging a roomier seat will cost a passenger big bucks, as generous seats are reserved for business and first-class travelers. Delta's first-class flyers, for example, can expect an extra 8 inches of legroom, while those on United can enjoy fully reclining seats.

Decades ago, larger seats weren't just the reserve of first class. In the 1980s, it wasn't unheard of for airlines to offer seats 20 inches wide . Seats on planes have shrunk by 2 inches over the last 30 years and lost up to 5 inches in legroom. 

To be fair, 20-inch seats weren't always the industry standard. In the 1950s, the typical seat measured 17 inches , which is roughly the size of most economy seats today. In contrast, passengers enjoyed more generous legroom. In the 1950s and '60s, planes offered up to 6 more inches of legroom than they do today.

Kids Could Expect To Get A Wing Pin

Airlines aren't exactly kid-friendly. But during the golden age of flying, they at least knew how to make a child feel special: Beginning in the 1930s, some airlines gave young passengers free pins with wings on them. 

Delta, for one, began its kiddie wing program in 1958, when the airline offered a luxe travel experience on select routes. That experience included giving children wing pins . Reflecting the gender divide of the aviation industry at the time, girls got “Junior Stewardess Wings," while boys got “Junior Captain Wings.” 

The practice of awarding kids their wings peaked in the 1980s before a decline in the '90s and early 2000s. Some airlines have brought the practice back , albeit on a much smaller scale.

Passengers Enjoyed Elaborate Multi-Course Meals

Before airplane food consisted of barely recognizable meat and paltry sides, air travelers could expect to feast like royals - or at least have more elaborate food options.

From the 1950s, airlines took their food offerings seriously. Providing upscale options was a marketing and service ploy to both comfort and cater to passengers. According to historian Richard Foss, top-notch meals even helped airlines distinguish themselves and attract passengers:

The best food in the air in the 1950s was by Scandinavian Airlines. And the reason was that they were perfectly aware that no one in their right mind would want to visit Stockholm in February. This was an era in which most people needed to change planes. So they had such good food that passengers would fly SAS on their way to Greece or Africa.

What kind of food could passengers expect? First-class travelers enjoyed lavish meals, which might include caviar and lamb . Pan Am even had its first-class food cooked by the Parisian restaurant Maxim's , which flash-froze meals so they could be reheated on the plane. 

First-class travelers weren't the only ones who could look forward to a fancy meal. Economy passengers on some airlines feasted on delicacies like Cornish hens and beef bourguignon . 

Passengers Were Entitled To Free Booze

Before the days of nickel-and-diming virtually every aspect of air travel, passengers could expect to get a lot of bang for their buck. Among the free perks included in their fare: booze. 

The arrival of free alcohol in the friendly skies was first and foremost a gambit to attract more passengers . By offering freebies like cocktails and canapés, airlines aimed to provide a luxe experience that would lure more customers. It also gave bored passengers something to do - and something to calm their nerves. 

This sometimes created problems in the air, as drunk patrons made nuisances of themselves. To make the experience safer for everyone, the federal government tried to limit how many drinks flight attendants could serve, or the kind of alcohol available. 

Airlines also refrained from serving alcohol at different points of the flight in the 1950s, depending on which states they were flying over, what the local alcohol laws were, or what day of the week it was. (Many places strictly observed dry Sundays, for example.) 

Eventually, airlines moved to mini bottles of liquor. Why the shift? As historian Richard Foss explained to Atlas Obscura:

I should also mention the invention of the airline mini-bottle, which was partly a way to make the stewardesses stop stealing the full-size bottles to cater their own parties. There was an airline executive who went to the wedding of one of their own stewardesses and recognized that all the bottles were stolen [from the airline].

• CC-BY-SA 4.0

Passengers Dressed To Impress

Flying in the heyday of air travel was a glamorous affair - and it was costly, too. A flight that might cost $138 today would have been the equivalent of $1,168 in the 1950s , or 5% of an annual salary. In other words, flying wasn't a convenience; it was a luxury that catered to the wealthy.

People dressed accordingly. Women wore pearls and gloves; men wore suits and ties. Passengers put care into their appearance, partly because the fashion was more formal than today. According to historian Janet Bednarek , “[Passengers] stopped dressing for airline travel about the same time they stopped dressing for other occasions, like shopping.” She dates that shift to the 1970s.

Indeed, air travel is more affordable now than it ever was before, making it more casual and less luxurious.

• Michael Barera

Larger Planes Had Piano Bars

On airplanes today, in-flight entertainment comes in the form of movies, games, and whatever a passenger has brought on board. In other words: Every person for him- or herself.

In the golden age of flying, entertainment was more communal, and more upscale. Some 747s - large planes developed in the late 1960s and primarily used for long-haul flights - even featured piano bars on the upper level , where passengers could socialize over a stiff drink while listening to a piano built specifically for an airplane.

In-flight bars and entertainment weren't only for first-class passengers, as they sometimes are today . Even coach travelers had access to their own onboard lounge where they could socialize.

• Joost Evers / Anefo

Flight Attendants Were Usually Young And Glamorous - And Faced Sexism

In the golden age of flying, flight attendants were called “stewardesses" and were almost exclusively young women, and usually White. Dressed in sharp suits and trained to stand, speak, and present themselves in a certain way, they were by and large the face of the aviation industry, embodying its glamour and luxury - and its sexism.

Indeed, from the 1950s, airlines even included clauses that aged out flight attendants once they hit their early- to mid-30s, or rules that forced them to maintain a certain weight. In 1968, United required attendants stand between 5 feet, 2 inches and 5 feet, 9 inches tall and weigh less than 135 pounds. Most were also single, and TWA even required it.

The young women also faced harassment and unwelcome advances from pilots and passengers alike. As journalist Bruce Handy revealed in Vanity Fair , “the very femaleness of stewardesses was a marketable asset” to airlines, and he likened their treatment to that of “bait [or] corporate geishas.” This was mostly due, Handy said, to the fact that the majority of airline passengers at the time were male. He added:

All of this had a cost. The sex sell, according to [former flight attendant] Laurie Power, “subtly changed the attitude of passengers toward flight attendants. Instead of it being kind of a cachet to go out with a flight attendant, it became ‘Let’s see who can get the flight attendant for sport.’” She remembers carrying a tray of dirty glasses up the aisle when a passenger stuck his business card into a half-filled wineglass with the invitation “Here, honey. Call me.” Pinching incidents, and worse, were on the upswing.

At the same time, being a flight attendant also promised a kind of liberation for young women, especially because their job took them around the world and gave them access to the jet set. It also gave them access to casual affairs. According to writer Julia Cooke , “The game wasn't about love or even always about sex. Pilots had lovers in various ports. Why shouldn't she?” 

The constant sexism the attendants encountered in the workplace frustrated many of them and spurred them to action. As historian Kathleen Barry recounted :

Fed up with the airline policies that dictated retirement at marriage or at the age of 32, female flight attendants seized on new legal tools banning sex discrimination in employment to force change.

They relied on union activism and the legal system to change the industry, at which they eventually were successful.

• Family collection of Infrogmation

Airports Had Practically No Security

For years, ticketed passengers have gone through multiple layers of security and screening just to get to their departure gates. This kind of security would have been absolutely foreign to travelers in the 1950s and '60s, who encountered little to no security as they made their way across airports.

The downside to lax security protocols was that hijackings could and did happen . A string of them in the 1960s attempted to reroute commercial planes to Cuba. In an unrelated incident in 1971, a still-unidentified hijacker ransomed a flight for $200,000 and then parachuted out in mid-air.

Additional security layers were added in 1973, when airports required passengers and visitors - who could go right up to the gate - to go through metal detectors and X-ray machines. But these screenings were often quite lax and amounted to what aviation historian Janet Bednarek has called “security theater that sought to minimally impede easy passage from check-in to gate” and to reassure nervous flyers that they were safe.

It wasn't until the terrorist attacks of September 11, 2001, that airport security truly tightened to become what it is today.

• Aerial Age Weekly

Everyone Watched In-Flight Movies Together

In-flight movies have now become a feature of most airplanes. Passengers have dozens of options available at their fingertips with in-seat screens. But this wasn't always the case. Originally, watching a movie on a flight was a communal experience.

The first commercial airline to offer a movie was TWA. After engineering a plane-appropriate projection system , TWA debuted an in-flight movie for its first-class passengers on July 19, 1961. The film? By Love Possessed . It was projected, movie theater-style, on a wall toward the front of the section so that everyone could see.

The film gave passengers something else to do besides reading, napping, eating, and chatting. And it gave commercial airlines another way to try and attract more passengers . 

Planes Had Smoking Sections

For many air travelers, flying was incredibly boring. Sure, they could read magazines or write postcards. But there weren't in-flight video games to play or movies to stream. So, they smoked to pass the time . Not only did airlines permit smoking; they actually offered passengers complimentary cigarettes and cigars. 

Although the earliest planes didn't allow smoking due to safety concerns, passengers eventually could freely smoke almost anywhere. However, that began to change in the 1970s , when airlines designated “smoking” and “non-smoking” sections on their planes.

But even this was dangerous. In 1973, a passenger on a Brazilian flight bound for France disposed of a cigarette in a restroom trash bin. It sparked a fire that killed 123 people on board - only 11 survived.

An outright ban on in-flight smoking on all domestic and international flights came in 2000.

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Flights Could Be Loud, Bumpy, And Scary

Today, flying is widely considered the safest form of travel. The International Air Transport Association recorded that in 2022, for example, only five fatal accidents occurred out of 32.2 million flights. This sterling record owes a lot to regulations that ensure commercial planes are as safe as they can possibly be.

Passengers didn't always feel so secure in air travel. As aviation historian Guillaume de Syon told Fast Company :

Statistically, there were a lot more plane crashes and flight accidents in the Golden Age of Flying… It wasn't safe to land in fog, so there were many crashes. Mid-air collisions were common. Engines dropped out of planes so often that they weren't even recorded as accidents if the other engine could land them safely.

Crashes and equipment failures weren't the only threats. Plane interiors were not designed to promote passenger safety . As such, cabins often had sharp corners that could easily cut anyone who fell against them. Seat fabric was also flammable, which was not a good combination with the copious amounts of cigars and cigarettes that passengers lit. 

Safety concerns aside, planes could just be downright unpleasant. Engines could be quite loud. Turbulence and motion sickness plagued passengers, especially if cabins weren't pressurized. This also meant that takeoff and landing could be miserable, and flight attendants distributed hard candy for passengers to suck on to help their ears pop.

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Lists about airplanes, the best and worst parts of flying, and how to spend hours trapped in an aluminum tube.

Kids on planes: What you should know before booking a flight for unaccompanied minors

In many families, parents or grandparents occasionally have to send kids from one family group to another , creating situations in which kids fly alone. Airline standards about the minimum travel age for children flying alone vary, though, and policies for unaccompanied minors on flights is one area where the big U.S. airlines do not march in lockstep.

How old do you have to be to fly alone?

The minimum age for children to travel alone as adults paying adult fares varies: Kids have to be 12 years old to fly alone on domestic flights with Hawaiian, Southwest, Air Canada, and WestJet; 13 years old on Alaska; 14 years old to fly as an adult on JetBlue; and 15 years old on Allegiant, American, Delta, Frontier, Spirit and United. 

International age limits also vary by airline, and some airlines don’t allow unaccompanied minors on international flights.

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Can kids younger than 5 years old fly as unaccompanied minors?

For a variety of reasons, including the fact that flying with kids can be difficult even under the best conditions, children younger than 5 years old cannot travel as unaccompanied minors under any circumstances. For children between 5 years old and whatever the minimum adult age is on their chosen airline, most airlines provide special unaccompanied minor service for a fee. 

Of the 12 large North American airlines, only Allegiant and Frontier do not offer unaccompanied minors the option to fly. Many airlines also offer unaccompanied minor service for children a few years over the minimum adult age, which can be a good fit for families nervous about teenagers traveling alone.

Unaccompanied minor services and fees

Unaccompanied minors are carefully controlled and monitored by airline personnel throughout the boarding, flight, and arrival phases of the trip. Airlines require that unaccompanied minors be delivered to the airline by adults with the proper documentation and retrieved at their destination by other documented adults.

Typically, airlines avoid booking unaccompanied minors on the last flight of the day or on flights likely to be disrupted by weather or other factors . Also, bookings on code-shared flights are not allowed. Most airlines limit unaccompanied minor service to nonstop or direct flights. Alaska, American, and Delta allow unaccompanied minor bookings on some connecting flights for kids ages eight and older, with various schedule and route limitations. 

The big U.S. airlines charge a base fee of $150 each way (though sometimes the fee covers multiple children traveling together) plus the applicable adult fare; other airlines charge the same or less. On the airlines that allow unaccompanied minors on international bookings, conditions around children flying alone on those flights are even more stringent. Most big international airlines offer similar services, though specifics vary by airline and country.

Parents of responsible tweens and young teens would do well to compare flights and airlines , since the minimum age at which children can travel unaccompanied ranges so widely. Also, with unaccompanied minor fees in the range of $150 each way, having a family member buy a round-trip ticket to accompany kids one way on a short trip may actually be less expensive.

Minimum age to travel alone: Taking the train

Thinking about sending your child on the train instead? The minimum age to travel on Amtrak without an adult is 16 on most routes. However, Amtrak offers unaccompanied minor service between staffed stations on some trains for children between the ages of 13 and 15.

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How Flying Has Changed Since the Golden Age of Travel

Flying then and now.

Have you ever found yourself staring out the plane window, daydreaming about a time when flying was much more glamorous — and way less exasperating?

You’re not alone.

Today’s cramped seats, tiny bags of peanuts, fees for everything under the sun, harried flight attendants and horribly behaved passengers make many nostalgic for the glory days of air travel, when airlines like Pan Am and TWA reigned supreme.

Like a scene straight out of the 2002 movie “Catch Me If You Can,” flight attendants catered to passengers’ every needs and pilots were on top of the world. The booze was free-flowing and the food was world-class; you didn’t need to get to the airport at the crack of dawn to wait in long security lines, either. 

Commercial air travel began in the 1920s , but didn't really take off in popularity until the late 1950s. For a couple decades after, flying was a sophisticated and even fun affair. Being on a plane was a privilege, plain and simple.

Not all changes over time have been for the worse, of course — I think we can all agree that cheaper fare, better security and a lack of in-flight smoking are signs of progress. But in many ways, things have definitely taken a nosedive. 

For better or worse, here are 15 ways flying has changed since the so-called Golden Age of air travel.

In the 1920s, airlines mostly served foods that could be eaten cold — fruit salad, cheese plates and sandwiches, for example. 

Later, in the 1930s, airline chefs actually began to prepare hot meals in kitchens aboard the aircraft, historian Richard Foss explained to “ Travel and Leisure .” Some airplanes even had special dining rooms where passengers could visit and eat in groups.

In the '60s and '70s, restaurant-quality meals were common; airline catering services provided seafood platters, dessert bars, Beef Wellington and more.

In modern times, full meals are generally reserved for international flights only; on domestic flights, you’re lucky if you get a sorry bag of pretzels or peanuts.

Even if you do get a meal, it's unlikely to be very good ; some of the worst offenders serve undercooked mystery dishes that barely even qualify as food. (“Reader’s Digest” has singled out airlines including Spirit, Hawaiian Airlines and Ryanair as dishing out some of the most dismal fare. You’ve been warned.)

So why has the dining situation become so terribly sad?

Back in the day, there were so few passengers that it didn’t cost airlines much to serve them all meals. Today, airlines serve far more passengers and must compete for the lowest prices, which means cutting corners — and cutting out free high-quality meals.

Believe it or not, alcohol once flowed freely on planes, and passengers could drink all they wanted. In the ‘50s and ‘60s, “It was not uncommon to have passengers come off transatlantic flights completely drunk,” Guillaume de Syon, a professor at Pennsylvania’s Albright College and an aviation history buff, told “ The Atlantic .”

In fact, flights from the United States to Europe would sometimes stop over in Iceland not only for maintenance, but to load up the plane with more alcohol.

Today, while some airlines will pour you complimentary drinks during long-haul international flights, you’ll generally pay at least $5 for a small (and we do mean small) glass of wine or cocktail on a domestic flight.

As with food, it simply became too cost-prohibitive to provide the good stuff at no charge. 

Though it’s hard to fathom now, there was a time when leg room actually meant, you know, room for your legs.

In the glory days of travel, airlines weren’t as focused on squeezing as many passengers as possible onto each flight — instead, they made sure that fliers were totally comfortable. Photos from the 1950s and 1960s show passengers fully stretching out their legs, or even lying flat in their seats.

It seems like every month or so an airline makes headlines for announcing even less leg room; there’s even talk about seats that require passengers to basically stand the entire flight . (Seriously!)

Some airlines have squeezed leg room down from 34 inches in 1985 to as little as 29 inches today. Airlines like Thomas Cook, Frontier Airlines, Iberia and Spirit Airlines are some of the stingiest when it comes to leg room, offering as little as 28 inches of space.

Flight Attendants

Flight attendants were once called stewardesses, and they wore more risque uniforms to work every day — everything from mini skirts and go-go boots to extremely short shorts called “hotpants.”

The profession was almost entirely female-dominated during the olden days of aviation — stewardesses were the picture of glamor, sophistication and sex appeal. Airlines used them in advertising and marketing campaigns, highlighting the beauty and sexiness of their stewardesses compared to other airlines.

At various points throughout history, there were rules requiring that stewardesses remain unmarried, not pregnant and under the age of 35. (Yikes!)

These days you'll encounter plenty of men serving fliers in the cabin, though true gender parity remains a ways off — still today, about 75% of flight attendants are women .

Thankfully, in modern times, airlines and passengers tend to treat female flight attendants with more respect (most of the time). Uniforms are also more conservative, though no less fashionable .

Though being an airline pilot is still a pretty cool gig today, there was a time when pilots were glorified celebrities. Naturally, since flying was a luxury that not many people could afford, the people tasked with safely navigating the aircraft to and from its intended destination were held in high esteem.

In the 1950s and 1960s, many pilots came to commercial aviation after careers in the military, a trend that continued into later decades.

Because of a confluence of factors, there’s actually a pilot shortage now — and a lot more demand. Many “baby boomer” pilots are retiring, and new federal regulations mean that pilots-in-training need a lot more hours in the air before they can become licensed than in the past.

"It doesn't seem to be the glamour job it used to be, which is part of the problem," said flight school owner Terri Super, who spoke to CBC News .

During the glory days of travel, of course, there weren’t internet booking sites like Expedia or Travelocity to help you plan your trip — there wasn’t internet at all. Instead, you had to go through a travel agent or the airline directly.

Once you booked your flight, you had to pick up your ticket from a travel agent or at the ticket counter, or receive it via snail mail. Tickets were printed or even just written on paper.

Most airlines offer e-tickets, sent direct to your phone via email or text, and airports come equipped with DIY kiosks.

This change is, in many ways, a positive one. According to the International Air Transport Association, e-tickets save the industry up to $3 billion every year. Lost airline tickets have also become much less common.

Until not that long ago, passengers could smoke all they wanted during flights — and they often did, much to the chagrin of flight attendants and other crew members. Their uniforms always reeked of cigarette smoke and they had to dodge errant cigarettes in the aisles as passengers rested their elbows on the armrests.

Flight attendants also often experienced symptoms of second-hand smoke, like shortness of breath, stinging eyes and sore throats.

Smoking on planes is, thankfully, a thing of the past.

In 1990, the federal government banned smoking on nearly all domestic flights. A decade later, it banned smoking on all flights into and out of the United States as well.

Interestingly, while smoking is a no-no today, planes are still mandated to include ashtrays — in part so if someone breaks the rules and smokes anyways, they don’t throw their cigarette in the trash and start a fire. 

While food, booze and leg room were far superior decades ago, these luxuries came at a cost — literally. In the ‘50s, 60’s and into the ‘70s, only the wealthy could afford to fly. 

“Varying on the route, it was four to five times as expensive to fly in the Golden Age,” de Syon told “Fast Company.” “If you were a secretary, it might cost you a month’s salary to take even a short flight.”

A vintage magazine ad for Trans World Airlines — aka TWA — shows exactly how much you’d pay to fly in 1955. If you wanted to fly from Kansas City to New York, for example, you’d pay $52. Adjusted for inflation, that’s about $490 in today’s dollars. (In modern times, you can book the same flight for less than half that.)

International travel was even more exorbitant; to go from New York to Rome, Italy, in 1955, you’d pay $360.20, or an incredible $3,340 in today’s dollars.

Happily, air travel is far more accessible to the average Joe today. And for that, we can thank deregulation.

Prior to 1978, when new laws took effect, the government exercised a lot of power over the commercial aviation industry, including what routes planes could take and the prices airlines charged for fares. Though the government is still involved in the industry, most notably through the Federal Aviation Administration, airlines are now competing more freely with each other, which has led to lower prices.

Time in the Air

In addition to costing passengers more money, flying also used to take a whole lot longer.

In 1955, TWA told customers that a nonstop journey from Pittsburgh to San Francisco would last 13 hours, and a flight between Phoenix and Chicago about six hours.

In 2019, thanks to improved technology, that Pittsburgh-San Francisco flight will set you back just five hours and 30 minutes. And a nonstop between Phoenix and Chicago is about half as long as it used to be, at a little over three hours.

Interestingly, though, flight times have actually slowed down some since the 1970s and 1980s because airlines realized that flying just a bit slower is more efficient, and thus less expensive.

In the ‘60s and late ‘70s, security was incredibly lax.

For one thing, you weren’t required to show identification to get onto a plane — airline staff simply looked you up and down and decided whether or not you were suspicious, and thus required further screening.

Additionally, checked bags were almost never scanned or checked. 

Oh, and friends, family members or whoever drove you to the airport could walk with you all the way to your gate, no questions asked.

Oh, how times have changed. 

The government began screening passenger items in 1973, following a string of airplane hijackings, and the process has only become more strict since then.

IDs became a requirement during the Clinton administration. 

As for the luxury of walking friends and family to the gate (or meeting them there)? That came to an end after the terrorist attacks of 9/11, though some airports are now letting non-passengers into the gate area with a special permit .

These days, there’s no airport in America not staffed by an army of federal TSA agents enforcing stringent, federally mandated security standards.

It’s impossible to discuss the change in airport security without mentioning hijacking, which was a pervasive problem for airlines in the 1960s and early 1970s. In those days, hijacking was an almost guaranteed way to make some quick money — and it was startlingly common.

According to the BBC, between 1961 and 1972, more than 150 flights were hijacked in American airspace. When the epidemic was at its worst, planes were hijacked at a rate of nearly one per week — passengers simply came to expect it when they traveled via air. 

Hijacking was such a prevalent problem that it even entered pop culture; a 1970 episode of "Monty Python's Flying Circus" featured a sketch about an apologetic, bumbling criminal trying to hijack a plane. 

Many hijackers requested large sums of money and to be flown out of the country, often to Cuba. Since they worried about alienating law-abiding customers, airlines were reluctant to implement security measures that could have prevented the hijackings and typically acquiesced to the criminals’ demands.

Luckily, over time, airlines realized that preventing hijackings should probably be a top priority, and began implementing strict security measures.

The public image of a hijacker changed over time with the rise of Islamic extremism and terrorism, most notably the attacks that occurred on Sept. 11, 2001. But these days, hijackings are exceedingly rare.

The odds of a plane crash or accident were about one in 50,000 during the 1950s, which isn’t bad. Still, safety had a ways to go.

“It wasn’t safe to land in fog, so there were many crashes. Mid-air collisions were common,” de Syon told “ Fast Company .” “Engines dropped out of planes so often that they weren’t even recorded as accidents if the other engine could land them safely.”

Today’s airplanes are equipped with technology that can make quick adjustments in changing circumstances, like when the wind changes direction. There’s also ground radar and runway status lights to help reduce the number of collisions and accidents on runways. And landing guidance systems have helped pilots make smoother landings.

As a result of these and other measures, the odds of a crash in modern times is one in 50 million .

Screen Time

If you think we spend too much time staring at screens these days, you would have loved flying during the Golden Age. Of course, back then there was no in-flight WiFi, no TV screens built into the back of every seat (though some flights did have movies that everyone watched together), no iPads, no gaming consoles and no cell phones.

Passengers chatted with their travel companions, got to know their seat-mates, read books and newspapers or simply (can you imagine?) sat quietly.

Some travelers wrote postcards to friends and family members. On many flights, airline staffers would hand out postcards featuring a picture of the day’s meal service or the plane itself.

In-flight entertainment is an option on almost all wide-body aircraft, with some of the most tech-savvy airlines (like Virgin and JetBlue) offering a seemingly endless selection of movies and TV shows.

Between this and increasingly available (if often pricey) in-flight Wi-Fi, you'd be hard-pressed to find a passenger not spending their flying time in front of a screen.

In the glory days of travel, passengers actually dressed up before flying — they donned three-piece suits and ties, skirts, hats, heels and generally looked presentable and clean. Even children wore nice clothes while traveling by air, and women always had their hair impeccably coiffed.

Traveling was such a rare occurrence that it was important to look your best, which meant pulling out the finest pieces from your wardrobe.

If you’ve been on a plane recently, chances are you’ve seen someone wearing their pajamas or walking around the airport barefoot — or worse. By the smell of it, some passengers choose to forego showering and other basic hygiene habits, even though they know they’ll be in close quarters with other passengers. 

But it isn't all bad; many would argue that they much prefer being able to wear sweatpants while enduring a long and often uncomfortable flight.

Passengers generally behaved better during the olden days of travel, since flying was more of a luxury and a novelty. Travelers were polite, calm and courteous. (Though we can imagine that male passengers were a little more handsy — okay, a lot more handsy — with stewardesses than they are today, so some things have definitely changed for the better.)

These days, it’s another story altogether. Some passengers tend to act as if they’re the only ones on the plane, subjecting everyone else to their antics. In fact, there’s an entire Instagram account dedicated to documenting the misbehavior and habits of airplane passengers — it’s called Passenger Shaming and shows everything from people putting their bare feet on the footrest in front of them to using the bathroom sink as a toilet.

You can read about some bizarre behaviors here...and reminisce about the days when travel was a more glamorous affair.

More From Forbes

New pan am soars, reviving the golden age of air travel.

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An original Pan Am 757

Under new ownership, Pan American World Airways has announced the first in a series of planned themed journeys that harken back to its heyday.

For decades, the Pan Am brand and its distinctive blue and white logo symbolized the excitement and elegance of air travel's golden age.

Even after the airline ceased operations in 1991, memories of its attentive service, gourmet meals, impeccably dressed crew, and spacious seating endure.

Historic Itinerary Inspired By The Past

Pan Am Boeing 314 Clipper

Now, Pan Am is ready to take flight once more. Its inaugural journey will be a 12-day commemorative voyage limited to 50 guests.

Craig Carter, CEO of Pan American World Airways and owner of Pan Am Brands, will host the trip, which will fly round-trip to Europe from New York City with stops in Bermuda, Lisbon, Marseille, London, and Foynes in Ireland.

“Since 1927, Pan Am has left an indelible mark on the world. From humble beginnings as the first commercial carrier for the U.S. Air Mail, Pan Am’s founder Juan T. Trippe went on to create a vast aviation empire across the globe, literally bringing the world closer together one flight at a time,” says Carter.

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Carter acknowledges that relaunching the brand is an ambitious endeavor that requires a respectful balance between its storied past and modern innovation.

Reimagining Luxury Travel

Dinner on the 314

Modern luxury on the new Pan Am

Called Tracing the Transatlantic, this first themed flight will follow the historic routes of the Flying Boats, which were known for their comfort and luxury.

These opulent aircraft had hulls that allowed them to take off from and land on water. Pan Am primarily used them before World War II, connecting continents and laying the groundwork for the birth of the modern aviation industry well before the construction of airports with long runways.

On this reimagined journey, passengers will travel in luxury in all Business Class lie-flat seats on a reconfigured Boeing 757 as they retrace the Pan Am southern transatlantic route between New York and Marseilles, and the northern transatlantic route between London and New York.

Other luxury amenities will include a hand-picked crew, “buddy” seats for gathering/socializing, upscale continental cuisine, and expedited customs/immigration at each stop.

Partnerships with Bartelings and Criterion Travel ensure a seamless, five-star experience on the ground,

The trip will begin and end with gala evenings at the newly renovated Waldorf Astoria Hotel in New York City. Along the way, guests will stay at luxury properties, including Rosewood Bermuda, Four Seasons Ritz in Lisbon, The Savoy in London, and Dromoland Castle in Ireland.

Planned special events include an evening of fado in Lisbon, a July 4th celebration in London, and an exclusive dinner at the Flying Boat and Maritime Museum in Foynes, which houses the only B314 Flying Boat replica in the world. History buffs and nostalgics will enjoy discussions of Pan Am’s history and legacy.

A Vision For The Future

Seating on the Bartelings 757

Pan Am's ambitions extend beyond this inaugural journey. Carter envisions a future where the brand graces exclusive airport lounges, private terminals, and branded merchandise, offering a new dimension of luxury in the travel industry.

To celebrate its 100th anniversary in 2027, Pan Am World Airways is planning a personalized, around-the-world private jet journey.

“The notion that a commemorative Pan Am flight will celebrate all we stood for is a testament to the strength of the brand and what the airline and its people stood for,“ says Linda Freire, Chair of the Pan Am Museum Foundation and a former Pan Am flight attendant.

“Pan Am’s legacy and pioneering achievement in aviation live on. I can’t wait to see the aircraft with Pan Am livery taking off from JFK,” she adds.

The 12-day inaugural Pan Am journey—which promises to be a bucket-list adventure—will begin on Friday, June 27, 2025, and finish on Tuesday, July 8, 2025.

Priced at $59,950 per person (double occupancy) or $65,500 for single occupancy, Tracing the Transatlantic is now open for booking . For information, call 1-800-PAA-1927.

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The golden age of air travel in pictures

A flight back in time.

Everett Collection Inc/Alamy Stock Photo

Long before budget airlines, intense security protocols, blockbuster in-flight movies and plastic tray tables for reheated in-flight meals, travelling by plane was a luxurious experience reserved for the wealthy and the socially connected. Fasten your seatbelts and join us for a trip back in time to when travelling by aeroplane was much more than just a means to an end.

Read on to see fascinating photos from the early days of flying...

1920s: the beginnings of air travel

Fox Photos/Getty Images

The first scheduled passenger flight set off in 1914, flying between the US cities of Tampa and St. Petersburg in Florida. Commercial air travel didn't take off immediately, but by the 1920s more airlines began emerging. This image from August 1926 shows passengers on a runway, waiting to board a Handley Page W.9 biplane at Croydon Airport, England. From a safety point of view, it's hard to imagine being allowed to linger on the tarmac these days, as crew members refuel the plane.

1920s: a passenger compartment from the 1920s

©Museum of Flight/CORBIS/Corbis via Getty Images

Once upon a time those wanting to take to the skies had to put up with rather uncomfortable set-ups and not much in the way of safety equipment (aviation requirements for basic safety features, such as seat belts, were only enforced in 1972). This passenger compartment from a Farman F.60 Goliath transport biplane, considered the most important early European mode of transport, resembles an old school bus and reveals the bare interiors that many very early planes had. Think paper-thin windows, non-padded seating and rattling surroundings.

1920s: inside a Transcontinental Air Transport plane

Dick Whittington Studio/Corbis via Getty Images

Planes were simple and uninsulated metal cans, rendering them extremely cold, draughty and noisy. During flight, everything would shake violently, which wouldn't exactly make for a very relaxing journey. This image from 1929 shows a steward on a Transcontinental Air Transport flight unable to stand up straight. The pilots can also be seen via the see-through cabin doors – unimaginable today.

1920s: bed compartments of a German Junker aircraft

Everett Collection Historical/Alamy Stock Photo

Not all planes were built the same, though. The German Junker aircraft, seen here sometime between 1915 and 1920, came equipped with leather seats, ample leg room and comfortable bed compartments. Generally, early planes could hold less than 20 passengers and would cruise at a mere 3,000 feet (914m) or less, making for a lot of turbulence. Airlines reasoned that with the right service and interior design, paying travellers would see past all the downsides.

1920s: a flight attendant serves drinks on a French Airliner service

Topical Press Agency/Getty Images

In the early days, regulations were put in place to protect and promote the air travel industry. Price restrictions were enforced, making all journeys along the same routes the same price, no matter the airline. As more companies began offering their services, there was only one way to encourage passengers to travel with them – luxurious extras. This image from 1929 shows the comfortable set-up aboard a French Airliner service, with inviting seats and Champagne on demand.

1920s: an early German Deutsche Luft Hansa plane

Bettmann/Getty Images

This photograph was taken in the mid- to late-1920s and shows the inside of a German Deutsche Luft Hansa plane. On board, passengers were treated to ample leg room, as well as restaurant-style seating, crisp white tablecloths and full waiter service. Much like modern trains, luggage racks above the seats allowed those on board to store their belongings safely.

1920s: the Dornier Do X dining salon

Library of Congress/Corbis/VCG via Getty Images

The Dornier Do X – the largest and most powerful flying boat of its time – was another German innovation and looked more like a high-end gentleman's club than an aeroplane. Instead of rows upon rows of seats, the aircraft featured a lounge-like arrangement with sofas, coffee tables and gorgeous decor. This image, from around 1929, shows just how refined the Dornier Do X plane was. Set over three decks, it benefited from a smoking room, a dining salon (pictured) and seating for up to 66 passengers, which could be converted into sleeping berths at night.

1920s: the first ever in-flight movie

E Bacon/Getty Images

Before digital screens and a huge catalogue of movies for passengers to choose from, in-flight entertainment looked rather different too. This fascinating image was captured on 6 April 1925 and shows a group of men gathered around a single screen about to watch the first ever in-flight film. It's thought that one of the earliest films to be shown up high was The Lost World , a silent adventure movie adapted from Arthur Conan Doyle's 1912 novel of the same name.

1920s: enjoying breakfast at 3,000 feet (914m)

Sueddeutsche Zeitung Photo/Alamy Stock Photo

In real stark contract to the onboard experience we know today, this image from 1928 shows a woman enjoying a lavish breakfast aboard a Deutsche Luft Hansa plane. From the food platter to silverware, floral centrepieces and huge windows allowing for jaw-dropping scenery, this journey would have been one the passengers never forgot.

1920s: passengers get weighed before their flight

In fact, the airport experience has changed drastically too. Forget high-tech check-in desks and digital boarding passes, because there was a time when arriving at the airport was a straightforward affair. Take this image, for example. Dating back to April 1929, it shows passengers checking in before the inaugural French Airliners flight. Amazingly, you can see one man being weighed. Weighing passengers was the norm, since early planes were small and had very strict load limits.

1930s: passengers climb aboard a plane at Croydon Airport, England

In the 1920s and 1930s, passengers could pretty much turn up at the airport and climb straight aboard their plane, without having to wait for hours in uncomfortable departure lounges. There were no portable staircases or passenger boarding bridges, because most early planes, like this one from 1930, were so low that people could simply step inside from the runway itself. Hopping aboard a plane was essentially the same as catching a bus.

1930s: crew members check bags before a flight to LA

Imagno/Getty Images

Back in the day there were no see-through toiletry bags or full-body scanners either. This was basically the extent of customs measures when getting ready to fly. This image was taken in around 1930 and shows passengers of a plane from Mexico to Los Angeles having their items checked right in front of the plane itself.

1930s: the check-in desk at newly opened Gatwick Airport

Fred Morley/Getty Images

As flying became more common, airports began offering more services for passengers. This photograph, taken in May 1936, is of the check-in desk at the newly opened Gatwick Airport near London. It started life as a small flyers club, offering comfort and amenities to passengers before their flights to Paris (the only regular route on offer back then). Some early airports, such as the Heston Aerodrome in West London, had a bar available for thirsty travellers.

1930s: an early plane with wicker seats

INTERFOTO/Alamy Stock Photo

Initially, many planes – and flying boats – were kitted out with extremely basic interiors, like the simple wicker chairs pictured from around 1930. Of course, plush upholstery and comfortable seating followed as demand (and cost) eventually grew.

1930s: the comfortable seats of a Handley Page HP42

Aircraft interiors changed many times, as this image from circa 1931 shows. Pictured is a Handley Page HP42 London-Paris passenger plane, considered very luxurious and was said to have been styled to resemble Pullman railway carriages on the Orient Express, perhaps the most lavish train of all time. Inside, you'll spot candelabra wall sconces and highly decorative window dressings.

1930s: a plush Imperial Airways cabin

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Commercial airlines did everything they could to make passengers feel comfortable. This Imperial Airways cabin had pillowy floral seats, ornate Art Deco wall panels and decorative trims. What's more, the vehicle's lavish service included seven-course meals and a stand-up bar on its regular route between Paris and London.

1930s: passengers aboard the Douglas DC-1

Even though the layout on this Transcontinental and Western Air Douglas DC-1 plane, in operation throughout the 1930s, is fairly similar to what we see today, it's clear that customer comfort quickly became a priority. Plane interiors went from confined and stripped back to luxuriously designed. This particular aircraft offered reclining seats, upholstered armrests and curtains at every window.

1930s: a flight attendant serves tea in bed

Other planes, like this KLM model from circa 1935, came equipped with basic beds that still offered plenty of comfort. Here, you can see a male flight attendant serving guests tea in bed. Dating back to 1919, KLM is one of the world's oldest airlines still offering flights today, although its planes have changed quite a lot since then.

1930s: ladies travelling on an Eastern Air Transport plane

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This image truly captures the relaxed and luxurious experience that was air travel in the 1920s and 1930s. You can see a flight attendant serving high tea to a group of well-dressed ladies, journeying between Washington DC and New York on an Eastern Air Transport plane. From china cups and saucers to elegant seating, it was all about inviting air passengers to sit back and enjoy the ride.

1930s: chefs load up a plane with homemade treats

Harris and Ewing Collection/Library of Congress/Public Domain

Some airlines also really focused on the food. During National Air Travel Week back in 1938, passengers travelling by Eastern Airlines were given a special treat – cakes baked by chefs from the leading hotels in Washington DC.

1930s: women in their finest attire wait to board a plane

Harris & Ewing Collection/Library of Congress/Public Domain

These days, travellers tend to favour elasticated trousers, oversized jumpers and trainers when heading to the airport, but back in the glory days of air travel, nothing but your finest attire would do. This photograph was captured in January 1932 and shows a group of dressed-up women, waiting to board a Ludington Airlines plane. Of course, as flights became run-of-the-mill, the need for formal attire all but disappeared.

1930s: passengers listen to a broadcast aboard a flight

S. R. Gaiger/Topical Press Agency/Hulton Archive/Getty Images

Airlines also considered not only the comfort of their passengers but also came up with more creative ways to entertain. Some, like this aeroplane from 1931, invited its passengers to listen to the radio during their journey. This particular image shows travellers listening to the annual boat race between Oxford and Cambridge universities, the first of which took place in June 1829. Perhaps this was the first time airline customers were given a complimentary pair of headphones...

Early 1940s: passengers on board the Junkers G.38 plane

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Food and entertainment aside, planes improved structurally too. Many originally boasted square windows, but these soon caused issues. Due to the windows' sharp angles, planes were hit by enormous amounts of pressure, which caused some to literally fall to pieces mid-flight. So, from the 1940s onwards, all new planes were designed with round windows, to even out the pressure. At least this Junkers G.38 plane featured double glazing.

1940s: day cabins inside an Imperial Airways flying boat

You can see the use of round windows on board this Imperial Airways flying boat, most likely the Short Empire. Far from being cold and loud, planes in the 1930s were soundproofed and heated, making them much more comfortable. Planes could also fly much higher, 20,000 feet (6,096m) on average, which helped to reduce turbulence. Airlines continued to attract customers with their onboard offering and Imperial Airways opted for lounge-like day cabins, pillows and delicious food.

1940s: interior of a McDonnell Douglas DC-6

By the 1940s, many planes introduced cabin beds, like these ones on the McDonnell Douglas DC-6 from 1945. Like our assigned seats of today, passengers were given their own compartment for reading or sleeping. Each pod came with storage space, a privacy curtain and crisp bedding.

1940s: inside a Sikorsky S-40 flying boat

The Sikorsky S-40 flying boat was another lavish mode of transport, operating in the early 1930s for Pan American Airways. The vehicle was one of the first pressurised commercial transport aircrafts in the world and was introduced in 1938. Cabins were roomier and the seating was more creative. Some planes even had reclining seats or swivel chairs, not to mention tables, endless head height, wall art, hat racks and carpets. Here, passengers play cards are captured in the 1940s.

Late 1930s: the early days of Pan Am

The Boeing Company

Pan American Airways (later called Pan American World Airways) invested in 12 of these lavish flying boats between 1938 and 1941 and amazingly, they had the ability to travel 3,500 miles (5,632km), enabling them to cross both the Atlantic Ocean and the Pacific Ocean. The first one made its maiden transatlantic journey on 28 June 1939 and on board there was space for 74 passengers and 10 crew members. On overnight flights, the plane's seats would be turned into 40 bunks for sleeping.

1940s: Pan American Airlines' Boeing 314 Clipper sets off

Office of War Information/PhotoQuest/Getty Images

In the early 20th century it was common for commercial airlines to also invest in seaplanes. This amazing image from April 1941 shows people waving their loved ones off from the seaplane base at LaGuardia Field, which is now LaGuardia Airport in New York City, one of the busiest airports in the world. The Pan American Airlines' Boeing 314 Clipper, also known as the Dixie Clipper, was one of the largest aircrafts at the time and the service onboard was reportedly of the highest standard.

1940s: inside the Boeing 314 flying boat

About 300 lbs (136kg) of food would have been loaded onto the Dixie Clipper for transatlantic flights, with all the in-flight meals being prepared by two stewards. This image is dated January 1943 and shows former US President Franklin D. Roosevelt celebrating his 61st birthday on board.

1940s: it wasn't cheap to fly aboard the Boeing 314

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The plane was ornately decorated with plush materials, such as wood and brass. It even came equipped with a 50-foot-long (15m) main aisle and Art Deco finishes. Such luxury didn't come cheap and according to Simple Flying, a return ticket between New York City and Southampton, UK, would have set passengers back $675 (£515). In today's money, that's around $12,000 (£9,200). Here, you can see passengers doing a jigsaw and relaxing in truly plush surrounds.

1940s: a couple enjoys dinner aboard the Boeing 314

Library of Congress/Corbis/VCG via Getty Images)

By the time the Second World War ended in 1945, flying boats were no longer necessary since concrete runways had been built to accommodate bombers and huge advancements had been made in aeroplane engineering. The last Dixie Clipper retired in 1946 after flying more than a million miles (1.6 million km) around the world and carrying hundreds of thousands of elite travellers. For many, the retirement of the Clipper was the end of the greatest era in aviation history.

1940s: the early days of Heathrow Airport

Heathrow Airport/Facebook

It isn't just plane interiors that changed. Long before Heathrow grew to become the UK's largest airport, as well as the busiest airport in Europe, it was nothing more than a tent in a field, kitted out with floral arrangements and garden furniture. This fascinating image was taken in 1946, when the airport first opened. Back then, military tents were used to provide basic facilities for passengers and check-in procedures were carried out on flimsy tables with fold-away chairs.

1940s: Boeing 307 Stratoliner's cocktail lounge

This incredible cocktail bar could be found inside the Boeing 307 Stratoliner, the world’s first high-altitude commercial airliner. Boeing built 10 Stratoliners and in 1940, the 307s began flying routes from Ireland to America. The planes could only accommodate 16 passengers at a time and because of their plush interiors, they became known as the 'flying cocktail lounge'. The Stratoliner was also the first aeroplane to have a flight engineer as a member of the crew.

1940s: the overnight intercontinental service onboard Boeing Stratocruiser

The overnight intercontinental service on the Boeing Stratocruiser was one of the finest options available to the fortunate few. The Stratocruiser's first flight was on 8 July 1947 and each vehicle was designed with the highest levels of comfort in mind. There was a total of 28 berths, as well as smaller upper compartments for those on a budget. The berths were exceptionally spacious, with enough room for two, as well as abundant headroom.

1940s: the communal lounge aboard a Boeing aeroplane

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Far from being stuck in a cramped seat with intrusive neighbours, fold-out tray tables and hardly enough leg room for a toddler, early planes offered space and comfort in abundance. This image from circa 1945 shows passengers relaxing in the luxurious lounge of a Boeing aircraft.

1950s: guests relax in an onboard lounge compartment

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By the 1950s, some plane interiors could be mistaken for private living rooms. This one, for example, could be found on an airliner designed by Henry Dreyfuss, the American industrial design pioneer. The image was captured in 1955 and shows the beautiful lounge compartment where the plane's lucky guests could relax in style.

1950s: the Sky-Cot aboard a British Overseas Airways Corporation flight

In fact, even youngsters were treated like royalty in the early days of flying. On this British Overseas Airways Corporation (BOAC) flight from 1954, you could find specially designed 'Sky-Cots', which clipped to the baggage rack above the plane's seats. Apparently, BOAC was the first to introduce the device on its aircrafts and it allowed children to sleep comfortably during the journey.

1950s: a movie projector on a United Airlines flight

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The concept of in-flight entertainment had also moved on and became pretty standardised in the 1960s. Before then, customers on some routes were treated to live music or performances from professional singers. Otherwise, a simple book would suffice. This image, from around 1950, shows cabin crew attempting to set up a movie projector on a United Airlines flight. As you can see, there's barely enough room for the staff and the equipment.

1960s: inflight entertainment in full swing

Huge developments took place and while air travel slowly became less glamorous in the following decades, there were plenty of modern upgrades. The 1960s arrived with economy seating on most commercial flights and passengers were given the choice of high-end plane tickets, or cheaper, more affordable seating. What's more, movies were displayed on one screen at the front of the plane, whether passengers wanted to watch it or not. Those who were interested could listen to the audio through poor-quality headphones. It wasn't until 1988 when modern seatback screens were introduced by Dutch company Airvision, when on-demand movies were at the passengers' disposal.

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Wednesday 18 September 2024 18:01, UK

Israel is accused of carrying out an audacious, high-tech and targeted attack on Hezbollah.

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Pagers pre-date mobile phones and are now uncommon in most Western countries, but were widely used in the 1980s and 1990s. They are a one-way communications device, allowing people to send a short message via radio signal to the pager. Often, in the past, it would have been a phone number inviting people to call back.

The source said the "general view I am hearing is that this was an impressive attack" which required a certain amount of co-ordination.

"It looks likely that the pagers they [Hezbollah] purchased may have been compromised and turned into remote bombs," the security expert said, stressing that this was just speculation based on his expertise.

"[It] seems too coordinated and powerful an explosion to just be malfunction," adding it was less likely to have been caused by the batteries overheating.

Injuries 'consistent' with high explosives

Bomb disposal expert and former British army officer Chris Hunter said: "We've seen this sort of similar MO [particular method] with mobile devices before."

In 1996, Hamas master bomb maker Yahya Ayyash "was assassinated using a mobile phone with a small amount of explosives in it," he said.

Mr Hunter says his initial theory - based on injuries - suggests the blasts are "consistent with 1 to 2 ounces of high explosive. And you could certainly get that amount in a pager.

"We've seen ETA [a separatist group operating in Spain], we've seen the Colombian groups, we've seen the provisional IRA use pagers as explosive devices," he said.

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The German Nazi official was one of the major organisers of the Holocaust.

He had been captured by Allied forces in 1945 but escaped and settled in Argentina before ultimately being tracked down by Mossad.

1972: Bassam Abu Sharif

He was injured in Beirut when he opened a package containing a book implanted with a bomb which exploded. He was the spokesperson for the Popular Front for the Liberation of Palestine (PFLP).

He survived but lost several fingers, was left deaf in one ear and blind in one eye.

1972: Mahmoud Hamshari

A representative from the Palestine Liberation Organisation (PLO) was killed in Paris in 1972 when a bomb was planted under a telephone and remotely detonated.

1996: Yahya Ayyash

He earned the nickname "The Engineer" and apparently helped develop suicide bombs used in the Israeli-Palestinian conflict.

2000: Samih Malabi

A Fatah activist from the Kalandia refugee camp outside Ramallah, was killed when a booby-trapped mobile phone exploded next to his head.

2007: Stuxnet

A powerful computer worm designed by US and Israeli intelligence that is believed to have disabled a key part of the Iranian nuclear program.

Stuxnet was designed to destroy the centrifuges Iran used to enrich uranium as part of its weapons programme.

It is reported the worm was delivered to the facility on a thumb drive by an Iranian double agent working for Israel.

2020: Mohsen Fakhrizadeh

An Iranian nuclear scientist was assassinated in Iran by a remote-controlled machine gun mounted on a car.

Mr Fakhrizadeh was travelling in a bulletproof vehicle alongside three security personnel vehicles when he heard what sounded like bullets hitting his car.

After he reportedly left the vehicle, a Nissan fitted with a remote-controlled machine gun then opened fire killing him.

2021: Attack on Iran's Natanz nuclear facility

In April 2021, Iran blamed Israel for what it said was an attack on one of its underground nuclear facilities.

Israel did not claim responsibility for it, but the country's media widely reported that the country had orchestrated a devastating cyberattack that caused a blackout at Natanz and damaged its centrifuges (used for separating uranium isotopes).

A former Iranian official at the time said the assault set off a fire while a spokesman mentioned a "possible minor explosion".

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