evolution of air travel

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History of Flight: Breakthroughs, Disasters and More

By: Aaron Randle

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

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

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

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

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

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

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

1809-1810: Sir George Cayley introduces aerodynamics

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

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

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

1876: The internal combustion engine changes everything

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

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

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

1907: The first helicopter lifts off

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

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

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

October 1911: The aircraft becomes militarized

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

January 1, 1914: First commercial passenger flight

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

1914-1918: World war accelerates the militarization of aircraft

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

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

June 1919: First nonstop transatlantic flight

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

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

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

1927: Lucky Lindy makes first solo transatlantic flight

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

1932: Amelia Earhart repeats Lindbergh’s feat

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

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

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

October 14, 1947: Chuck Yeager breaks the sound barrier

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

1949: The world’s first commercial jetliner takes off

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

1954-1957: Boeing glamorizes flying

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

March 27, 1977: Disaster at Tenerife

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

1978: Flight goes electronic

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

1986: Around the world, without landing

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

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First Flight: How Wright Brothers Changed the World

One hundred years ago today, a machine carrying a person made a brief and wobbly flight. As Wilbur Wright watched his brother Orville guide their flying machine into the air, the past and the future separated and the world started shrinking.

Thursday, December 17, 1903, dawned windy and cold on North Carolina's Outer Banks. At Kill Devil Hills, the thermometer hovered around the freezing mark, and a 25-mile-per-hour (40-kilometer-per-hour) wind blowing out of the north made it feel even colder.

Orville and Wilbur Wright had a few doubts about whether this was a good day to try to get their flying machine off the ground. They'd had one setback three days earlier when Wilbur lost control of the craft as he was trying to take off, damaging a wing.

It had taken them a day to repair the damage and get ready to try again, but on December 16 the winds had died to almost nothing and they decided to wait another 24 hours in hopes it would pick back up. Now, with the wind blowing at a strength that could cause them problems trying to control the flyer, they pondered whether to pack it in for the season and come back next year to resume their efforts.

But they didn't want to go back home to Ohio without knowing once and for all whether this design was going to work. So they decided that this day was as good as any to give it one more shot.

The Wrights hauled their wood-metal-and-muslin flyer—which resembled a box kite with propellers—out of its hangar and hoisted a red flag at their camp to signal the nearby U.S. Lifesaving Station that they'd like some help getting the flyer into position.

The modest, hardworking Midwesterners had formed a bond with the taciturn inhabitants of the remote, sparsely populated islands, and they'd had no trouble recruiting willing helpers in the years they'd been coming to the Outer Banks to develop their flyer.

For Hungry Minds

On December 17, crewmen John Daniels, Will Dough, and Adam Etheridge came over from the Lifesaving Station. W.C. Binkley of Manteo and Johnny Moore, a teenager from Nags Head, also showed up to lend a hand.

These five men would witness an event that would change the world forever.

In December 1903, the industrialized world moved at the speed of a steam engine, and lots of people thought that was fast enough. A few months earlier a smug American scientist claimed to have proven that a powered aircraft would never fly, despite the dogged efforts of several would-be aviators besides the Wright Brothers. The scientist's opinion seemed to be confirmed a little later when a motorized flyer designed by Samuel Langley, Secretary of the Smithsonian Institution, plunged into the Potomac River in Washington, D.C., as its pilot tried to get it into the air.

Men wore bushy handlebar moustaches and stiff, high-necked collars in 1903 and wouldn't have stepped outside without donning a derby or perhaps a top hat. Women wore high-button shoes and ankle-length skirts, and no self-respecting female would dare go out in public unless her hair was properly pinned up and she had a hat on her head.

In 1903, a nickel had the same purchasing power as a dollar bill would have a century later.

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The Wrights and their five accomplices pulled the flying machine from the hangar to a specially designed wooden track the brothers had built to launch the flyer. They cranked up the four-cylinder gasoline engine that had been especially designed and built for the flying machine. Orville, at 32 the younger of the pair, was at the controls. Wilbur had won the toss of a coin to see who would go first a few days earlier, the 14th of December—but the initial attempt had failed and the flyer was damaged without leaving the ground.

The Wrights stationed John Daniels at the Korona V camera they'd brought along to document their flying experiments. They'd chosen an excellent instrument to record their work. The big Korona, which the brothers had mounted on a tripod, looked cumbersome and unwieldy but it was one of the best cameras of that era.

A few minutes past 10:30 a.m. Orville climbed onto the lower wing of the flyer, lay stomach-down across it and grasped the controls. True to the no-nonsense demeanor of his times, he wore a dark suit, a white shirt with a stiff collar, a necktie and a cap.

Wilbur, dressed almost identically to his brother, stood by holding the tip of the lower right wing, ready to steady the flying machine as it moved down the wooden track. He turned to look at the five witnesses and was dismayed to see the glum expressions on the faces of the stoic islanders. Above the noise of the puttering engine, Wilbur asked the somber men to "not look so sad" and to "laugh and holler and clap" and "try to cheer Orville up when he starts."

At 10:35 a.m. Orville released a wire that held the flying machine to the track, and the contraption chugged slowly forward into the stiff wind. Wilbur trotted alongside, holding the wing to keep the flyer level. Then the flying machine lifted off the track, and Wilbur let go. The reserved witnesses managed a feeble cheer as the flyer left the ground, and at exactly the right moment, John Daniels squeezed the shutter bulb on the Korona V and captured a black-and-white photograph that will be forever engraved in human history.

It's hard to overstate the importance of that moment because, as Wilbur Wright watched his brother guide their flying machine into the air, the past and the future separated and the world started shrinking. Left behind were weeks-long trips across the U.S. and months-long crossings of the Atlantic Ocean. Ahead lay transcontinental trips of less than a day, and eventually even the oceans would be crossed in a few hours. And then, one summer day a mere 66 years later, men would fly to the moon and walk around on it.

Orville's first flight was wobbly and brief. The flyer darted up and down as he tried to figure out how to keep it under control. He didn't want to push his luck. After about 12 seconds in the air, he brought the flyer to a landing about 120 feet (36 meters) from where he'd started.

It didn't seem like much of an accomplishment, but the brothers were elated. "It was…the first time in the history of the world in which a machine carrying a man had raised itself by its own power into the air in full flight, had sailed forward without reduction of speed, and had finally landed at a point as high as that from which it had started," Wilbur said later.

Alternating as pilots, the brothers made three more flights. Around noon, Wilbur made a flight of 852 feet (260 meters) that lasted 59 seconds—the longest of the day. But the flying machine was slightly damaged by Wilbur's landing, and the group hauled it back to the hangar for repairs.

They were discussing Wilbur's flight when a gust of wind seized the flyer. The men grabbed it and tried to hold it down, but the wind slowly turned it over a couple times. John Daniels stubbornly hung on as the flyer overturned and so he was flung about, banging against the engine and propeller chains.

When the flying machine finally stopped flipping, he was bruised and scraped but otherwise not hurt. For the rest of his life, he would take great delight in saying he'd survived the world's first plane crash.

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• Fear of Flying
• February 4, 2024

Exploring the History of Air Travel: From the Wright Brothers to Modern Aviation

Air travel has become an integral part of modern life, allowing people to travel across the world in a matter of hours. However, the history of air travel is a fascinating and complex topic that dates back over a century. From the Wright brothers’ first flight in 1903 to the present day, the evolution of air travel has been marked by incredible achievements and significant challenges.

The history of aviation began with the development of hot air balloons in the late 18th century, but it was not until the early 20th century that powered flight became a reality. The Wright brothers are credited with building and flying the world’s first successful airplane in 1903, and their invention paved the way for rapid advancements in aviation technology. Over the next few decades, airplanes became larger, faster, and more reliable, leading to the establishment of commercial air travel in the 1920s and 1930s. The advent of World War II further accelerated the development of aviation technology, with military aircraft becoming more advanced and sophisticated than ever before.

The Dawn of Flight

Early Experiments and Theories

The concept of flight has fascinated humans for centuries, with early experiments and theories dating back to the time of Leonardo da Vinci. Sir George Cayley, a British scientist, is widely considered the father of aviation for his pioneering work on the principles of flight. He designed and built gliders and kites to study the properties of lift and aerodynamics.

Otto Lilienthal, a German aviation pioneer, conducted extensive experiments with gliders in the late 19th century. His work greatly influenced the Wright brothers and other early aviation pioneers. Octave Chanute, an American civil engineer, also contributed to the development of aviation with his research on glider design and aerodynamics.

The Wright Brothers’ Legacy

Wilbur and Orville Wright, two American brothers from Ohio, are credited with inventing and building the world’s first successful airplane. In 1903, they achieved the first sustained, controlled flight of a heavier-than-air powered aircraft. The Wright brothers’ legacy is significant not only for their achievement but also for their approach to scientific research and engineering.

The Wright brothers’ biplane design incorporated several innovative features, including a system for controlling the aircraft’s pitch, roll, and yaw. They also developed a wind tunnel to test their designs and conducted extensive research on aerodynamics and flight mechanics.

Advancements in Aircraft Design

Following the Wright brothers’ success , aviation technology advanced rapidly. The development of more powerful engines and improvements in materials and manufacturing techniques led to the design of faster, more efficient aircraft. During World War I, airplanes were used extensively for reconnaissance and combat, further driving innovation in aircraft design.

Today, aviation is a vital part of modern transportation and commerce, with millions of passengers traveling by air every day. The legacy of early aviation pioneers like the Wright brothers continues to inspire new generations of engineers and scientists to push the boundaries of flight.

Commercial Aviation Takes Off

The early 20th century saw the rise of commercial aviation, which revolutionized the way people travel. This section explores the key events that led to the development of the airline industry.

The Birth of Airlines

The first airlines emerged in the 1920s, with Pan American Airways, American Airlines, Delta Air Lines, and United Airlines among the pioneers. These airlines were initially focused on carrying mail, but soon expanded to passenger travel.

The Role of Air Mail

Air mail played a crucial role in the development of commercial aviation. In 1925, the Kelly Act authorized the US Post Office to contract with private airlines to carry mail, which provided a reliable source of revenue for airlines. By the mid-1930s, air mail accounted for over half of all airline revenue.

The Impact of World War II

World War II had a significant impact on the airline industry. During the war, airlines played a vital role in transporting troops and supplies. After the war, the airline industry experienced rapid growth as demand for air travel increased.

In conclusion, the development of commercial aviation was a significant milestone in the history of transportation. The birth of airlines, the role of air mail, and the impact of World War II all played a crucial role in the development of the airline industry. Today, air travel is an integral part of modern life, connecting people and places around the world.

The Jet Age and Beyond

Introduction of Jet Aircraft

The Jet Age, which began in the late 1950s, revolutionized air travel. The introduction of jet aircraft made it possible to travel faster and farther than ever before. The first commercial jet airliner was the de Havilland Comet, which entered service in 1952. However, the Comet suffered from a number of design flaws and safety issues, which led to a series of accidents and the eventual withdrawal of the aircraft from service.

The Rise of Jumbo Jets

In the late 1960s, Boeing introduced the 747, the first jumbo jet, which could carry up to 500 passengers. The 747 quickly became the flagship of many airlines and helped to make air travel more affordable and accessible to the masses. The success of the 747 also spurred competition from other aircraft manufacturers, such as Airbus, which introduced its own jumbo jet, the A380, in 2007.

Technological Innovations

The Jet Age also brought about a number of technological innovations in the aviation industry. One of the most significant was the development of the jet engine, which allowed aircraft to fly faster and higher than ever before. Other innovations included advances in navigation and communication systems, as well as improvements in aircraft design and materials.

Today, air travel continues to evolve and improve, with new technologies and innovations constantly being developed. From the early days of the Jet Age to the present day, commercial airliners have played a crucial role in connecting people and cultures around the world.

Air Travel Evolution

Air travel has come a long way since the Wright Brothers’ first flight in 1903. Over the years, there have been numerous advancements in technology, safety, and regulation that have transformed the flying experience. This section will explore some of the key changes that have occurred in air travel over the years.

Changes in Passenger Experience

The evolution of air travel has brought about significant changes in the passenger experience. In the early days of air travel, passengers were few, and the experience was luxurious. However, with the growth of air travel, airlines have had to adapt to cater to the needs of a larger and more diverse customer base.

Today, passengers enjoy a range of amenities, from in-flight entertainment to comfortable seating. The introduction of budget airlines has also made air travel more accessible to a wider audience.

Safety and Regulation Developments

Safety has always been a top priority in air travel, and over the years, there have been significant developments in this area. The Federal Aviation Administration (FAA) was established in 1958 to oversee the safety of air travel in the United States. Since then, there have been numerous advancements in safety technology, including the introduction of black boxes, which record flight data and voice recordings.

Regulation has also played a significant role in the evolution of air travel. The FAA sets standards for everything from pilot training to aircraft maintenance, ensuring that air travel remains safe and reliable.

Environmental Considerations

With the growth of air travel, there has been increasing concern about the environmental impact of flying. The aviation industry has responded by investing in new technologies to reduce emissions and improve fuel efficiency.

In recent years, there has been a growing interest in sustainable aviation fuel, which is made from renewable sources. Airlines are also exploring the use of electric and hybrid planes, which could significantly reduce emissions in the future.

Overall, the evolution of air travel has been driven by a combination of technological advancements, safety and regulation developments, and environmental considerations. As the industry continues to grow and evolve, it will be interesting to see what the future holds for air travel.

Modern Aviation Industry

Current Airline Market

The aviation industry has undergone significant changes over the years, and the current airline market is no exception. Today, the airline market is highly competitive, with numerous airlines vying for a share of the market. The industry is dominated by a few large players, but there are also many smaller airlines that cater to niche markets.

One of the biggest challenges facing airlines today is rising fuel costs. To remain competitive, many airlines have had to adopt new strategies to reduce fuel consumption, such as investing in more fuel-efficient aircraft and optimizing flight routes to minimize fuel consumption.

Role of Air Traffic Controllers

Air traffic controllers play a vital role in ensuring the safety and efficiency of commercial flights. They are responsible for managing the flow of air traffic, communicating with pilots, and providing guidance in case of emergencies.

The job of an air traffic controller is highly demanding and requires specialized training and expertise. They must remain alert and focused at all times, as even a small mistake could have serious consequences.

Future Trends in Aviation

The aviation industry is constantly evolving, and there are several trends that are likely to shape its future. One of the most significant trends is the development of electric and hybrid aircraft, which could significantly reduce the industry’s carbon footprint.

Another trend is the increasing use of automation in aircraft, which could improve safety and efficiency. However, this trend also raises concerns about job loss among pilots and other aviation professionals.

Overall, the future of the aviation industry looks promising, with new technologies and innovations likely to drive growth and change. However, it is important for the industry to remain vigilant and adaptable in the face of new challenges and opportunities.

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NOTIFICATIONS

A progression of flight – timeline.

• + Create new collection

Use this timeline to find out some highlights in the progression of flight in human history.

1000 BCE – First kites

Kites are invented in China.

852 BCE – A king tries to fly

The English King Bladud is apparently killed attempting to fly.

1485–1500 – da Vinci designs planes

Leonardo da Vinci designs flying machines.

Leonardo da Vinci’s flying machine

Leonardo da Vinci made many drawings of wings and flying machines in the late 1400s. He kept them hidden, and they weren’t discovered until 400 years after his death.

Sketch dated 1488.

1709 – Model glider design

Bartolomeu Laurenço de Gusmao designs a model glider.

1783 – Hot air balloon flight

The first untethered manned hot air balloon flight was on 21 November 1783 in Paris, France in a balloon created by the Montgolfier brothers.

1843 – Biplane design

George Cayley’s biplane design is published.

1895 – Biplane gliders

Otto Lilienthal flies biplane gliders.

1903 – First powered flight

Orville and Wilbur Wright make the first recorded powered, sustained and controlled flight in a heavier-than-air flying machine.

1904 – First powered flight in New Zealand

Richard Pearse from New Zealand makes his first recorded powered flight of more than a few seconds, though witnesses contend his first flight may have been just before the Wright brothers.

Richard Pearse’s monoplane

Richard Pearse’s monoplane resembled a modern-day microlight. Witness accounts suggest he flew it before the Wright brothers flew theirs. This monoplane is a replica from the South Canterbury Museum in Timaru.

There is evidence that Richard Pearse did not achieve controlled flight before the Wright brothers in 1903. See a report from the Timaru Post dated 17 November 1909. www.stuff.co.nz/national/6799761/Pearse-flew-long-after-Wrights

1906 – First powered flight in Europe

Alberto Santos-Dumont makes the first successful powered flight in Europe.

1911 – New Zealander launches glider

Kiwi aviator George Bolt’s flying career began in the South Island in 1911. Aged just 18, he launched a glider that he had designed and built himself from the Cashmere Hills above Christchurch. In 1911 Bolt took New Zealand’s first aerial photographs. In 1916 he began work as an apprentice mechanic at the Walsh brothers’ New Zealand Flying School in Auckland.

1921 – A pilot licence first

Bessie Coleman became the first African-American to gain a pilot’s license.

1927 – First trans-Atlantic flight

Charles Lindbergh completes the first solo non-stop trans-Atlantic flight.

1930 – Jet engine invented

British inventor Frank Whittle invents the jet engine.

1932 – First woman flies across Atlantic

Amelia Earhart is the first woman to fly a solo non-stop trans-Atlantic flight.

1932–1937 – Record-breaking flights

New Zealander Jean Batten makes record-breaking flights around the world.

Jean Batten

Jean Batten was a New Zealand aviatrix. During the 1930s, she was well known for taking a number of record-breaking solo flights across the world.

Portrait by Leo Lemuel White, 16 October 1936.

1939 – First jet-propelled aircraft

Germany’s Heinkel 178 is the first fully jet-propelled aircraft to fly.

1940s – Aerial agriculture developed in New Zealand

Seed sowing, top dressing and crop dusting are developed in New Zealand with ex-WW2 pilots and planes. Ossie James, in particular, is noted for his role in this.

Early aerial topdressing

World War II Tiger Moths were among the first aircraft used for topdressing in New Zealand. Here, in 1953, a loader bucket releases fertiliser into the aircraft hopper.

1947 – Aircraft exceeds speed of sound

Charles Yeager pilots the first aircraft to exceed the speed of sound in level flight.

1969 – First supersonic transport flight

First flights of supersonic transport – Soviet TU-144 and Anglo-French Concorde.

1970 – First Boeing 747 commercial flight

Boeing 747 makes the first commercial flight.

1976 – Concorde passengers

Concorde begins its first passenger-carrying service.

The turbojet-powered supersonic passenger jet airliner operated until 2003. Concorde had a maximum speed more than twice the speed of sound.

1979 – Longest human-powered flight

Bryan Allen pedals the Gossamer Albatross across the English Channel, breaking the distance record for human-powered flight.

1986 – First non-stop flight around world

Dick Rutan and Jeana Yeager fly the US ultralight Voyager around the world in a 9-day non-stop flight from California to California.

2005–2006 – First non-stop world solo flights

Steve Fossett makes the first non-stop solo flight around the world (2005) and in 2006 lands in England after flying around the world once and crossing the Atlantic twice – a distance of 26,389.3 miles (42,469.46 kilometres).

2009 – New glider record

New Zealand pilot Terry Delore breaks the world gliding record by 100 kilometres, travelling a total of 2,400 kilometres within New Zealand.

2011 – Martin jetpack

In an unmanned test, the Martin jetpack reaches an altitude of 5,000 feet (1,524 metres). The jetpack, invented by New Zealander, Glenn Martin, is a small flying device for one person. It was named one of the world’s top 10 inventions in 2010.

2011 – World’s first flying car

The Transition® by Terrafugia is a roadable aircraft – an aeroplane that can take off and land at any airport and, with the push of a button, fold up its wings and drive down the road.

Transition® hybrid vehicle

The Transition® hybrid vehicle has been given the go-ahead for testing on US highways. When do you think you'll see 'flying cars' in your town?

2016 – Solar flight around the world

Solar Impulse 2 is the first plane powered by a renewable energy source to tour the globe. The Solar Impulse website has further information.

2019 – Electric aircraft

In December the world’s first fully-electric aircraft for commercial flight completed a test in Canada.

2021 – New Zealand's first electric flight

On 1 November 2021 Gary Freedman flew New Zealand's only electric plane, (just one of around 30 in the world), from Blenheim to Welllington, see this Kea Kids news story on Stuff.

2023 December – New Zealand's first commercial electric plane

Air New Zealand announces it has ordered one Alia aircraft, a small commercial electric plane. It is set to start flying cargo between Wellington and Marlborough in 2026.

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Read the article People in flight history for more detailed information about some of the people featured above.

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The Evolution of Air Travel

Air travel has come a long way since the first powered flight in 1903. From the early days of propeller planes, which were slow and limited in range, the development of jet engines in the 1940s allowed for faster, higher and longer flights. With the advent of the Boeing 707 in the 1950s, commercial jet travel became a reality. This new era of air travel quickly transformed the world, as increased speed and range allowed for more efficient international travel, and the emergence of low cost carriers made air travel available to a wider audience. In the decades since, air travel has seen numerous advances in technology, from the introduction of supersonic airliners such as the Concorde, to modern-day jetliners powered by more efficient engines and equipped with advanced navigation systems. In addition, the development of the internet has revolutionized the way we book and plan air travel, making the process easier and more efficient than ever before. Today, air travel is an integral part of our daily lives, allowing us to explore the world with ease and convenience.

Overview of - The Evolution of Air Travel

Air travel has come a long way since its earliest days. From the Wright Brothers’ first powered airplane flight in 1903, air travel has gone from a novelty to a widely used form of transportation. Trace the evolution of air travel, from the early days of propeller planes to the modern-day jetliners, and learn about the advances in technology and safety that have made air travel safer and more accessible for everyone. The earliest form of air travel was the propeller plane, which was developed in the early 1900s. Propeller planes were powered by reciprocating engines, and they had a top speed of around 100 miles per hour. Propeller planes were used by early aviators, military pilots, and even commercial pilots. While these planes were an important step forward, they were limited in their range and speed. In the 1950s, the jet engine was developed, which revolutionized air travel. Jet engines allowed planes to reach speeds of up to 500 mph and fly farther than ever before. This new technology made air travel faster and more efficient, and it enabled airlines to offer services to more destinations. Jet engines also allowed for larger planes that could carry more passengers and cargo. Today, the majority of commercial air travel is done on jetliners. Jetliners are large, four-engine planes that have a range of up to 8,000 miles and can carry up to 400 passengers. Jetliners are powered by turbofan engines, which are much more fuel-efficient than traditional jet engines. Jetliners are also equipped with advanced avionics and navigation systems, which make them much safer to fly.

Safety has always been a major concern when it comes to air travel. In the early days, pilots had to rely on their skill and experience to navigate. Today, pilots are required to undergo extensive training and certification before they are allowed to fly. Aircraft are also equipped with a variety of safety systems, such as autopilot and collision avoidance systems, to help prevent accidents. The advances in technology and safety have made air travel safer and more accessible for everyone. Today, air travel is a reliable and affordable way to get from one place to another. From the early days of propeller planes to the modern-day jetliners, air travel has come a long way. With continued improvements in technology and safety, air travel will continue to evolve in the future.

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Yuri Gagarin

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Training to Become a Pilot

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World air passenger traffic evolution, 1980-2020

Last updated 3 Dec 2020

IEA (2020), World air passenger traffic evolution, 1980-2020 , IEA, Paris https://www.iea.org/data-and-statistics/charts/world-air-passenger-traffic-evolution-1980-2020, Licence: CC BY 4.0

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International Civil Aviation Organization (2020). ICAO Economic Impact Analysis of COVID-19 on Civil Aviation.

a) Historical figures are subject to revision and estimates for 2020 will be updated with the evolving situation; and b) For latest update please refer to ICAO Economic Impact Analysis of COVID-19 on Civil Aviation at: https://www.icao.int/sustainability/Pages/Economic-Impacts-of-COVID-19.aspx .

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Simple Flying

Tourist class: the precursor to economy as we know it today.

In the early days of air travel, passengers didn't experience the tiered structure of different classes that we see today.

• Pan Am's Tourist Class in 1948 revolutionized air travel by offering affordable tickets, increasing accessibility.
• Economy Class emerged in 1958, providing even cheaper fares, democratizing air travel further.
• Juan Trippe's vision at Pan Am shifted the industry towards affordable air travel, leaving a lasting legacy.

Commercial aviation started out with just a single class of service. According to KLM's Frigo Ogier this changed drastically with the introduction of tourist class in the early 1950s, an innovative concept pioneered by Pan Am that preceded the modern economy class. The driving force behind this transformation was a desire to make air travel more accessible to a wider demographic, breaking the relative monopoly that the wealthy had on flying.

The advent of the tourist class

Pan American World Airways, or Pan Am, introduced the Tourist Class in 1948 on its New York - San Juan flights, as described by Conde Nast's Ramsey Quebein . Despite initial skepticism and resistance from the International Air Transport Association (IATA), which feared a potential price war, the idea gained traction due to the undeniable market potential. Offering tickets at half the price of regular fares, tourist class was a resounding success, prompting IATA to approve reduced fares on other routes in 1952.

How Talks Between IATA & Pan Am Resulted In The Creation Of The First 'Tourist Class' Fares

This was all made possible by leveraging technology: Pan Am first introduced tourist class on the Douglas DC-4, which could carry approximately 60 passengers. As newer and larger aircraft like the DC-6B (82 passengers) and Boeing 707 (around 140 passengers) entered fleets, airlines could increase passenger capacity and further reduce fares.

Airlines adapted their aircraft configurations for tourist and economy classes. Early aircraft like the DC-6B used 2-3 seating arrangements, maximizing space and capacity, while later models like the Boeing 707 and Douglas DC-8 allowed airlines to experiment with 3-3 layouts. The Boeing 707 featured a cabin width of 148 inches, allowing for this 6-abreast seating which became a standard for economy class layouts in future aircraft designs.

According to Ogier, this initiative was designed to provide travelers with no-frills, affordable flying options. Passengers enjoyed limited amenities such as free tea and coffee, and paid separately for meals that featured basic selections like sandwiches and fruit. The class also limited baggage allowances to 20 kilograms. Despite these limitations, tourist class gained popularity quickly and airlines witnessed a surge in passengers due to the lower fares and simpler service.

Rise of the economy class

By the mid-1950s, aircraft technology was evolving, allowing for faster jets and greater capacities. This technological leap aligned perfectly with the growing demand for air travel, setting the stage for the re-imagining of tourist class into economy class in 1958. Economy class offered airfares roughly 20% cheaper than Tourist Class and further democratized air travel, according to Qubein.

The Evolution Of Economy Class

KLM, for example, worked within the bounds of the new IATA regulations to maintain quality while offering cheaper tickets. Catering requirements were streamlined but open to interpretation, which enabled KLM to serve high-quality sandwiches and maximize legroom within limited space, according to Ogier.

Juan Trippe's vision

Pan Am's founder, Juan Trippe, played an integral role in shaping modern air travel at the company and in the industry. He envisioned air travel as an accessible service, not just for the elite. His relentless pursuit of lower fares led to the introduction of the Tourist Class, followed by economy class, making flying feasible for the average person. His vision was finally realized when IATA approved the reduced fares in 1952 and paved the way for mass air travel as we know it today.

"Air transport does have the choice ... of becoming a luxury service to carry the well-to-do at high prices, or to carry the average man at what he can afford to pay. Pan American has chosen the latter course."

- Juan Trippe, founder of Pan Am

Comparing past and present customer experience

Tourist class emphasized simplicity and affordability, which resonates with today's basic economy class. While airlines have pushed the boundaries of frugality to offer the cheapest possible fares, they've also introduced fees for services like checked bags and seat selection. In contrast, the early Tourist Class emphasized simplicity in service levels and offerings to keep costs down while maintaining a certain level of comfort for travelers.

Economic impact

The introduction of the tourist class coincided with the post-WWII economic boom and led to:

• Middle-class families considering air travel for vacations, effectively opening new markets for the tourism industry.
• Airlines experimenting with hub-and-spoke business models, maximizing passenger loads and route efficiencies.
• Changes in cabin crew roles, including more specialized training in customer service and safety procedures to manage the increased passenger numbers.
• Significant regulatory changes by IATA to standardize fares and services offered in these classes, influencing global airline pricing strategies.

Economy class innovations and the legacy of tourist class

The innovations that marked the shift from Tourist to economy class continue to shape modern air travel. Airlines have experimented for decades with economy class models to enhance the passenger experience. In-flight entertainment systems, redesigned seats for better legroom, and improved meal services have continued to evolve to meet customer expectations while staying on budget. The balance between cost-effectiveness and comfort echoes the core philosophy behind the creation of tourist class.

Ultimately, the legacy of tourist class laid the groundwork for the modern economy class. Its focus on affordability and accessibility democratized air travel, making it possible for millions of people to fly. As airlines continue to evolve their economy class offerings, the principles that guided the creation of the tourist class remain central to shaping how we travel today.

Want to reflect on how tourist and economy classes have shaped your travel experiences? Share your stories and insights with us, and stay connected with Simple Flying for more on aviation history and news. We're excited to document the evolution of air travel together as we explore the skies, past and present!

How air travel is evolving postpandemic

In this episode of The McKinsey Podcas t , Diane Brady speaks with partners Alex Dichter and Robin Riedel about the outlook for airlines and other industry players. An edited version of their conversation follows.

Diane Brady: Hello, and welcome to The McKinsey Podcas t . I’m Diane Brady. During the COVID-19 pandemic, few industries have been harder hit than airlines. As we recover, few will have more challenges getting back to normal. Joining me are two McKinsey partners who have been working on these issues for years. Alex Dichter is a senior partner in London who leads McKinsey’s Travel, Logistics & Infrastructure Practice. Robin Riedel is a partner in McKinsey’s Aerospace & Defense Practice who leads the advanced-air-mobility group for the McKinsey Center for Future Mobility out of San Francisco.

Alex, let’s start with you. Give us some sense of the current state of air travel.

Alex Dichter: Most of the world’s travel went to almost nothing in April and May [2020]. At one point, we were running at about minus 95 percent, if we compared traffic in 2020 to 2019 during the same period. Obviously, some parts of the world have gone back to some degree of normalcy. If we were to look at air travel in mainland China, for instance, where the virus has been well contained, domestic travel is near normal. New Zealand and Australia, at least internally, have gone back to something that starts to look and feel like normal, and the US has some domestic traffic.

For virtually every other part of the world, what’s stopping international travel, and to some extent domestic travel, is the wide array of restrictions associated with travel. Everybody wants to go on vacation. Everybody wants to see their friends and family. But if you have to get tested and quarantine on the way back, it starts to look like a daunting task. That has kept international travel to a near minimum. In fact, one of the only reasons that we see a reasonable number of long-haul flights still in place is that cargo demand is relatively strong.

An industry hit hard by COVID-19

Diane Brady: This is an industry that has felt vulnerable for years, even before this degree of disruption. What is the economic fallout?

Robin Riedel: To put it into numbers, and just for last year, 2020, the estimated impact on airlines is about a $370 billion revenue loss versus 2019.

It’s a massive hole that the industry’s in, and that’s just the airlines. You also have the supply chain and other sectors or subsectors. You add all of that together and you’re getting close to half a trillion dollars of losses across the airline or air-travel industries. That loss has impacted the companies, on the one hand, but also the employees, on the other. We’ve seen pilots, flight attendants, mechanics, and all kinds of workers lose their jobs over this crisis, and with an unclear path to come back.

The question of how many airlines will survive, to a large degree, will depend on some of the government support that is out there, what the recovery really will look like, and whether we will see a significant jump back to pre-COVID-19 levels of this year, or whether it will take until ’22, ’23, or even ’24 before we’ll see travelers and revenue come back.

Looking ahead to recovery

Diane Brady: Alex, can you give us some sense of what normalcy will look like?

Alex Dichter: Predicting the future is always a dangerous game. There are two fundamental axes here. One is the degree to which the world recovers from the economic fallout associated with COVID-19, and two is the speed at which we put the virus functionally behind us.

It’s clear that the virus is lasting much longer than we all hoped it would back in March or April of last year. It’s equally clear that the speed at which vaccines have been developed has surprised a lot of people.

We’re starting to see some light at the end of the tunnel, even if the remaining bit of the tunnel is still long. While the economic fallout has no doubt been significant, we’ve not seen a crash in global markets, for example, and asset prices have continued to hold up.

Corporate balance sheets are also relatively strong, so there’s good news amid the bad. Our more pessimistic scenario would have demand not recovering until 2024. If you were to double-click on that, you’d see a much faster recovery for leisure traffic than you would see for business traffic.

Businesses, even if they’re financially healthy, have all learned that technologies like Teams and Zoom and Webex are working relatively well and can replace some of the travel that they used to do. Technologies will likely replace that travel in the future.

The more optimistic scenario might have us back to normal, or at least back to 2019 volumes, by the end of 2022. The one caveat I would make is that in this industry, you can’t have more passengers than you have seats. This is an industry where we make relatively important decisions about capacity with long lead times. You can’t snap your fingers and bring back planes that you’ve parked in the desert. To recall furloughed pilots, it takes time. Even if demand comes back sooner, it may be that we don’t see the volumes come back until well into 2023, simply because the industry isn’t yet prepared to accept those passengers.

This is an industry where we make relatively important decisions about capacity with long lead times. You can’t snap your fingers and bring back planes that you’ve parked in the desert. Alex Dichter

How employees are coping

Diane Brady: Robin, you’re out there on the front lines, talking to executives, employees, and engineers. Can you give us a sense of just what people have been doing to cope and survive this?

Robin Riedel: It’s a really challenging time for the executives of these companies and for the employees. I’ve been heartened by many of the actions we’ve seen where companies really have stepped forward to try to protect jobs as much as they could.

Employees and their unions have leaned forward to find creative arrangements that will protect jobs, help the companies survive, and work much more hand in hand than they have in the past. There have been a number of deals that reduce flying hours for individual pilots, keeping the overall number of pilots at a higher level—or reduce certain compensation packages for the short term so that the financials work out in these difficult times. That has been heartening to see. At the same time, we’ve seen massive layoffs despite all of that.

In particular, on the pilot’s side, it’s a challenging situation. As a pilot, you need to remain certified and stay in the role to feel comfortable flying. Many pilots who have been laid off don’t really have an opportunity to go somewhere else to fly.

They’re probably going to spend a year or two or three not flying before they get recalled. By then, they might have switched into another industry. They might feel that they have really lost skills and need significant training to come back to flying. There’s a good chance that this will cause what we would consider to be a pilot shortage in a couple of years, simply because there are enough people leaving the industry as a result of all of this.

Leisure travel makes a comeback

Diane Brady: Alex, you mentioned the shift between the ratio of leisure to business. Airlines are constantly innovating on that front. I remember talking to somebody at a café once even about how they place the bathrooms, and how many bathrooms they have on different flights depending on how much beer people drink. How is this shifting the focus of the investments that these airlines are making, both now and in anticipation of a recovery?

Alex Dichter: There are a number of changes. On the investment front, it really depends on what kind of airline you are. Certainly, there are airlines whose hubs are in cities with enormous volumes of high-end business traffic: the banking sector, the consulting sector, the legal sector. These people historically have flown a lot, and they typically fly at the front end of the cabin. You would see airlines where the number of business-class seats could exceed the number of economy-class seats.

Many of those companies will struggle to fill those cabins in a post-COVID-19 world at first. We will see a shift in thinking about that. Over the past several years, one of the biggest growth segments that we’ve seen has been high-end leisure.

These are not necessarily very wealthy people, but people who see travel as the most important use of their disposable income and are willing to splurge for a better experience. If you looked across business-class cabins of many airlines over the past few years, you would’ve seen a number of people with loosened ties and their laptops out. But you’d also see couples clinking their champagne glasses and families and honeymooners and retirees. That will be a really important segment post-COVID-19. While a hundred business-class seats in some cases may be too much for that segment, 50 certainly isn’t.

The corporate market tends to pay very high prices, and they tend to book relatively late. It wouldn’t be unusual to look at a flight between London and New York a month out and see that the seat map is two-thirds empty, only to find it relatively full on the day of departure.

Leisure passengers tend to book earlier. Historically, airlines have held back on the number of leisure passengers that they would allow into those seats, waiting for corporate travelers to show up. We may see a shift in that dynamic, where we allow more seats to be sold earlier, perhaps at lower prices.

With that might come a shift toward point-to-point traffic, people who are actually going between London and New York versus people who are connecting through London from another market. All of that will likely result in lower average revenues, but it doesn’t have to result in dramatically lower average revenues.

Pricing in a world without precedent

Diane Brady: Robin, I’ve been looking at seat sales to Miami from New York, for example, for $60 round trip. It does feel like it’s going to be hard to wean people off of some of these extremely low fares that we’ve become addicted to in the past few years, even prior to the pandemic. What do you see there in terms of pricing power?

Robin Riedel: On the pricing side, the challenge we’re having is that the systems that manage the pricing, revenue-management systems, and pricing systems, in many cases, rely on past information and past data. However, past information is not that helpful right now to figure out what passengers really want or what people are willing to pay.

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What we’re finding with our clients is that customers are much less elastic than they were before. Before, you could throw out a very low fare and people would flock to it. Right now, it’s not necessarily the fare that makes people travel or hold them back, but it’s the fear of getting infected or the fear of being away from home and the door shutting on them. Pricing is a very challenging topic right now where there’s very little precedence we can rely on.

That being said, airlines are making some progress in using what we would call nontraditional data sources and really trying to understand what drives willingness to pay. What are customers really looking for and willing to pay for in this new scenario? Airlines are looking at search trends, looking at customer sentiments, and looking at how people search across a website.

All of those kinds of things are starting to flow into the revenue-management systems and will hopefully help us manage prices back up to a more sustainable level, instead of lowering them and lowering them, trying to stimulate traffic that is really not that possible right now.

‘Working around the clock’ on sustainability

Diane Brady: Alex, I know you’ve done a lot of work with McKinsey regarding sustainability. COVID-19 has almost distracted us from what a terrible year 2020 was. I think it was the hottest year on record.

The airline industry has been front and center, both as an emitter of greenhouse-gas emissions and as an innovator on that front. Has COVID-19 shifted the focus of the industry on this issue?

Alex Dichter: Yes and no. I don’t know a single CEO who believes that sustainability is not coming back to the agenda as a critical topic. It is something that our corporate clients are demanding, and our corporate clients are demanding it because their employees and their customers are demanding it of them.

The good news is that those who are working on technology innovation—the development of sustainable aviation fuels, the use of hydrogen, electrification, and such—have been working around the clock and haven’t taken any time off.

Robin Riedel: There’s almost not a week right now where we’re not meeting with senior executives in the industry talking about sustainability. I’m both surprised and excited about the fact that this is happening, and that COVID-19 has not made this a second-order item. It’s still on the top of the agenda for many of the industry executives.

We see airlines all over the world wondering what to do. Some are working with offsets, and some are working by buying sustainable aviation fuel and trying to spur that industry. Some are investing in future technology for propulsion, whether it’s electric or hydrogen combustion or similar technologies. We’re seeing an influx of investment in that sector.

The promise of personalized air travel

Diane Brady: There was so much excitement around personalized air travel before the pandemic. Are those conversations taking a backseat to recovery? Or are we still seeing the investments in AI [artificial intelligence] and some of the other areas that might advance air travel beyond where we are today?

Robin Riedel: We’ll have to separate these future models, which are a shorter distance. Some people would refer to them as the equivalent of flying cars. These are smaller aircraft that fly, let’s say, up to 300 or 500 miles.

That is a new industry. It’s driven by a number of major trends, one being electrification and battery density. We’re getting to a point when it becomes technically feasible to have vehicles that operate that way. There’s also the drive for more sustainability.

The advance of AI makes some of this more effective. Last, but not least, is the interest of the customer to look at mobility as a service. Customers no longer just want to own a car and drive everywhere, but to hail a rideshare or look at sharing different modes.

When taken together, these trends create a fertile environment for a new mode of air transportation. We track more than 250 companies out there that are trying to play in the space. There are probably about a dozen or so of them that have significant funding by now.

We see a number of prototypes flying around. There are real expectations that in the next three to four years, we will see the first commercial models of these arrive in our cities. What form that will take, whether it’s helicopter-like from one rooftop to another, or a regional model that uses airports or airport-like infrastructure to go from one city to another, is to be seen. All of these have some promise. The devil is going to be in the execution and in the detail, but it surely is an exciting time for that space.

Diane Brady: How is that picture changing, especially in a part of the world where air travel is more back to normal?

Alex Dichter: Over the short and medium-term, we see some clear shifts.

We’re seeing a bias toward fewer flights and typically larger aircraft. Get as many people as you can on each one of your relatively few flights. The other reason for that is there is cargo demand. Larger aircraft do a better job of accommodating cargo than do smaller aircraft.

As we look forward, we’ll see airlines looking for more fuel-efficient aircraft. They will be looking for aircraft with more customer-friendly features like Wi-Fi and upgraded business-class cabins and bigger overhead bins.

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The interest in 100-seat aircraft will exist for some of the same reasons that were the case before COVID-19. Those aircraft are very useful at filling in city pairs that demand a lower cost structure than can be achieved with a 50- or 70-seat aircraft but don’t need 140 or 150 seats in order to achieve reasonable load factors.

The only thing that the industry expects to change is the amount of global investment in long-haul wide-body capacity. The reason for that is pre-COVID-19, many of the world’s airplanes that were flying on long-haul routes were losing money.

They were losing money because they were flown by relatively small airlines, in many cases backed by states, whose objectives went beyond profit. It was important to have these routes for political reasons: for pride, national sovereignty, and, in some cases, thoughtful links to economic development. Many governments are coming back around and saying, “Look. We’ve got a lot of priorities for a stretched state’s treasury. We’re not going to be able to keep funding loss-making operations forever.”

We’re seeing more and more governments asking their state-linked airlines to come up with plans that enable them to be financially sustainable. In many cases, that will mean smaller long-haul networks with fewer aircraft, which is good for carbon emissions, but probably not great for long-haul ticket prices.

Diane Brady: You both must be road warriors who also had your plans and travel put on hold. I’m personally very eager to get back on a plane again. Is that something that you welcome?

Robin Riedel: Yes. It’s a bit of a mixed bag. On the one hand, I’m glad to be home more right now. We have an infant in the house. It’s fantastic to be between meetings or at the end of the day and to be able to see my son. I appreciate not being on the road all the time anymore.

At the same time, I truly miss seeing my clients and my friends and my family. I just did the math the other day and this is the longest I’ve gone without seeing my parents in my life. That weighs heavily on me. There’s some positive and some negative in the lack of travel right now.

Diane Brady: What about for you, Alex?

Alex Dichter: First, prior to COVID-19 I was traveling more than virtually anyone that I’ve ever met. Typically, I would be in three continents in a week. I sleep well on planes. My pattern would be, I would get on a plane at night. I’d go to sleep. I’d wake up in another continent. I’d have a full day of meetings. I’d get on another plane that night, go to sleep, wake up on another continent, and end up back at home Thursday night or Friday morning. That allowed me to cover a lot of ground, see a lot of people, and do so in a way that was relatively sustainable from a lifestyle standpoint. Remember, I sleep well on planes, so I got as much sleep on the plane as I would typically get at home, and in some cases more. That has changed dramatically.

I have been on a few flights, particularly on the long haul. As an aside, some of the conversations I’ve had with crew have really been touching. I was on a flight between the US and London with eight passengers on board. The crew were practically in tears. It was their first flight in months. They understand very well that without passengers, they don’t have a future. I certainly hope for their sake that we see as much of the demand coming back as possible. Like Robin, I see some benefits to this.

I find interacting with my colleagues, whom I know well, to be much more efficient via these kinds of technologies. I don’t need to read their body language. I do want to see them on some cycle, but we can get a lot done very quickly.

The fact that nobody is traveling also means that calendars are much less rigid. If I want to get a client together with me for a discussion, I usually find an hour within a couple of days. In the old world, we’d often go back and forth for a couple of weeks trying to match up calendars and find a time when we could both be in the same spot on the globe when neither of us were someplace else.

That will be something that I don’t want to give up. At the same time, I am in this business because I want to help people. I like people, and I like getting to know my clients on a personal level. That is hard to do via Zoom.

I will do a lot less internal travel. I will replace some of that space with more client travel. The other thing that I’ve noted, and I’ve heard others say the same, is that in the future, I may need to see in person everyone in my personal network less frequently. Every two out of three interactions we can do remotely, I’m also meeting more people.

I wouldn’t be surprised if a couple of years from now, you find me doing as much travel as I was doing before, but perhaps getting more out of it.

What industry leaders should know

Diane Brady: To those in the industry, any advice?

Robin Riedel: There are a couple of things worth keeping top of mind here. One, making sure to understand what are the relative risks and what does the latest research show about what is considered safe, or what is relatively safe, versus what is risky behavior? Even within travel, with the many studies that have been done, there’s enough evidence to show that air travel is relatively safe, and you can protect yourself with a few measures.

The second thing is to really think through what is essential travel; how do you define that, and guide your organization? The questions are going to be, “How do you roll back into travel? Do you just go back to where you were before, or do you adjust your travel policy and make some adjustments for things like safety, the environment, and how we’ve all learned to work with modern technology to avoid some of the travel?”

Diane Brady: Alex, anything you’d want to add?

Alex Dichter: Everyone needs to be prepared for a two-speed recovery or return over the course of the next 12 months. None of us really know how the summer is going to play out.

Expansion may prove to be complicated. When demand falls off, your reduction in capacity trails the falloff in demand, almost by definition. When there are fewer people on planes, you reduce flights. As you reduce flights, you reduce pilots.

When demand comes back very quickly, by definition, it will come back faster than you can bring capacity on board. At a time when airlines are going to be looking for as much goodwill as they can get from governments, labor unions, and their passengers, there’s a very high risk that we’ll see long queues in airports, lots of delays, and canceled flights. We’re simply not ready for the demand that appears, and I wish I had a better answer as to which one to prepare for. We need to be ready for both.

I would also leave airline executives with a longer-term thought. I hope that five years from now, everyone will still be talking about COVID-19 agility. What I mean by that is the speed at which we were able to get difficult things done during COVID-19.

Many airlines have moved to a world where what used to be eight-week, 12-week planning cycles are now done in one to two weeks.

My hope is that we retain some of these learnings, and maybe move to a world where we stop telling ourselves that every major innovation needs to, by definition, take several years to implement. We can start acting a little bit more like digital leaders, who tend to get things done quite quickly in a trial-and-error kind of way. I’m speaking more about the commercial side than I am about operations, where safety is paramount in our industry.

How COVID-19 has driven industry innovation

Diane Brady: Can you give me some sense of what’s on your radar and what you’re watching over the next year in general with regard to the industry?

Robin Riedel: There are probably four or five different themes here that are becoming important into 2021 beyond COVID-19. We need to get more serious and find better ways to abate some of the carbon we’re producing.

A second theme will be what we call the future of air mobility: the Electric Vertical Takeoff and Landing [eVTOL] space or advanced-air-mobility space.

Another theme we haven’t talked about is cargo transportation by drone. We’re seeing a broad number of trials around the world where vaccinations or blood transfusions, or even medication and e-commerce packages, are transported by drones over the short range or over the long range for the last mile.

In the more traditional airlines, customer experience is going to be one to watch. As we come through COVID-19, smart airlines will take this as an opportunity to make things not just safer but also better. Whether that is self-service at the airport, some of the digital offerings they have, or onboard product, we’re seeing a number of changes coming that will make travel better in the future.

Diane Brady: Alex, what would be on your radar for people to watch over the next year?

Alex Dichter: I’m hopeful that we’ll see a couple of things. We’ll start to move from a world where the industry is focused on survival to a world where at least parts of the industry are focused on long-term success.

Let’s recognize that this is an industry that, for the better part of its 75-plus-year existence, has not made a dime. Part of that has to do with a very challenging structure: too many airlines, outdated regulations, very powerful supply chains.

I’m looking forward to some of the innovations that will naturally come out of this. Several of the changes that the industry has put in place during COVID-19, particularly moving from physical touchpoints to digital touchpoints, are hugely relevant. Digital technologies allow people a sense of control and transparency that I think everyone wants. As a passenger, I’m looking forward to some of those changes.

Diane Brady: So much fodder. If you’d like to hear more, please do go to McKinsey.com. We’ve been speaking with Alex Dichter and Robin Riedel. Alex and Robin, thank you so much for joining us.

Robin Riedel: Thank you for having us, Diane. It was a pleasure.

Alex Dichter: Thank you, Diane.

Diane Brady is an alumna of the New York office.

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Jump to: Early Airlines     Aviation Becomes Big Business     The Modern Airliner     The Modern Airport     Air Traffic Control     Flight Attendants     World War II Begins

Commercial airlines initially struggled to get off the ground, but with help from the government, who awarded airlines contracts to deliver the mail, they soon began to flourish. Despite the Great Depression, air transportation experienced phenomenal growth and change from the late 1920s through the 1930s, before U.S. entry into World War II intervened.

As technology improved, aircraft evolved from World War I-style biplanes into sleek, high-performance modern airliners. A solid infrastructure took shape under government guidance through the Post Office and the Commerce Department, and regulatory reforms reshaped the industry. 

Passenger service took root and grew, and air routes spread across the country. But because air travel was so expensive, only the wealthy and business travelers flew. The flying experience improved but remained an often uncomfortable adventure.

After World War I, many people began to operate commercial airlines. But every one of these early efforts failed because of high operating costs. Airlines could not make enough money carrying passengers or cargo. They needed financial help—subsidies—until technological and organizational improvements could enable them to become self-sufficient and profitable. 

In order to bolster the growth of commercial air flight in the United States, the government awarded contracts to airlines to fly the mail.  

As it had with stagecoaches, steamships, and railroads, the federal government stepped in to foster a new transportation system. The U.S. Post Office began using airplanes to move the mail in order to help establish an air transportation system. Though there were a few bumps along the way, ultimately the air mail system successfully turned the struggling commercial airline business into a profitable economic power.

Aviation Becomes Big Business

With the financial support provided by air mail contracts from the U.S. government, four large aviation holding companies soon arose. William Boeing and Frederick Rentschler of Pratt & Whitney formed the first and the largest, United Aircraft and Transport Corporation. Clement Keys formed North American Aviation and the Curtiss-Wright Corporation. Aerial photography pioneer Sherman Fairchild, Averill Harriman, and Robert Lehman created The Aviation Corporation (AVCO). While these consolidations promised greater efficiency, airlines still remained unprofitable without government help. 

Aircraft builder William Boeing, Philip Johnson, Claire Egtvedt, and Eddie Hubbard created Boeing Air Transport (B.A.T.) in 1927 to fly the mail from Chicago to San Francisco. B.A.T. was so successful that it acquired Pacific Air Transport. By 1931 these two airlines, along with Varney Air Lines and National Air Transport, were operating as United Air Lines. 

When Wright Aeronautical refused to further develop its successful J-5 engine, its president Frederick Rentschler, chief designer George Mead, and chief engineer Andrew Willgoos left the company to build their own high-performance, air-cooled radial. Working in the defunct Pratt & Whitney tool company building in Hartford, Connecticut, they created the Wasp. 

Reliable and efficient, the 425-horsepower, nine-cylinder, air-cooled Wasp became the preferred engine for many military and commercial aircraft, including the Ford 5-AT Tri-Motor and the Boeing 40A. The engine displayed here was the first Wasp built. 

A model of the Boeing 40A.

Powered by Pratt & Whitney's Wasp engine, the Boeing 40A could carry two passengers. Thanks to the biplane's large payload capacity and low operating costs, Boeing Air Transport won the coveted air mail route from Chicago to San Francisco in 1927 and operated the route at a profit. 

Boeing developed a larger version of the aircraft, the Boeing 40B, which could carry 4,400 kilograms (2,000 pounds) of mail and four passengers. The pilot flew the airplane from an open cockpit behind the passenger compartment.

Aviation Excites the Masses

Charles Lindbergh's famous non-stop flight from New York to Paris popularized aviation in American culture.

Charles Lindbergh gained instant celebrity when he became the first person to fly alone nonstop from New York to Paris in 1927 in his Ryan NYP Spirit of St. Louis. 

The "Lindbergh boom" in aviation followed: aircraft industry stocks rose in value, and interest in flying skyrocketed. Lindbergh's subsequent U.S. publicity tour demonstrated the airplane's potential as a safe, reliable form of transportation. 

Learn more about Lindbergh's role in the success of American commercial aviation in this episode of STEM in 30.  

The Modern Airport

Aerodrome, landing field, air field: all described places an airplane could take off or land more than once. But open fields and parade grounds were unsuitable for the growing commercial aviation business. Without a network of adequate airports, an air transportation system was not possible. 

As aircraft became bigger and passenger numbers rose, airports evolved to keep up. Air fields grew larger, grass gave way to pavement, and terminal buildings evolved from simple structures to architectural statements of modernity. 

Custom Image Caption

The Army Air Service helped design and construct a network of landing fields for the U.S. Air Mail Service. The design they came up with was a large, square, carefully prepared grass field with weather, navigation, and communications facilities. This one is Candler Field, Atlanta, circa 1927.

Glendale, California, circa 1932. The first boom in airport construction, funded mostly by local governments, began in 1926. It was bolstered by the enthusiasm generated by Charles Lindbergh's transatlantic flight in 1927 and his subsequent 48-state tour. Despite the Great Depression, by 1931 the number of airports had doubled to 2,000.

Union Air Terminal, Los Angeles, circa 1935. Modern airliners and increasing air traffic put a strain on airports and led to airport lighting, a national aviation weather service, radio navigation, and air traffic control. Heavier aircraft with wheel brakes made grass fields obsolete. By the 1940s, airports were building paved runways.

National Airport, Washington, D.C., circa 1941. As passenger numbers increased, so did the scale of terminals. Architects were hired to design beautiful but functional structures, which served two purposes: to impress upon passengers that air travel was safe and substantial, and to epitomize modernity and progress.

Today's airports are basically the same as they were when they were modernized in the first half of the 20th century, but over the years airport designers have had some interesting ideas when planning for the future of air travel. 

From underground airports to floating fields in the ocean, these are some of their most radical ideas. 

As the popularity of air travel grew, so did the need for better air traffic control along the nation's air routes and especially around airports. 

Airlines first developed systems to control their own air traffic. However, a series of highly publicized accidents in the mid-1930s, including the crash of a DC-2 in which New Mexico Senator Bronson Cutting was killed, highlighted the critical need for a national system. 

The federal government stepped in, and in 1936 the Commerce Department accepted nationwide responsibility for air traffic control. 

Pictured: The first control tower to use ground-to-air and air-to-ground radio communication at the Cleveland Airport.

The First Female Flight Attendant

A nurse from Iowa, Ellen Church wanted to become an airline pilot but realized that wasn’t possible for a woman in her day. So in 1930 she approached Steve Stimpson at Boeing Air Transport with the novel idea of placing nurses aboard airliners. She convinced him that the presence of women nurses would help relieve the traveling public’s fear of flying. Church developed the job description and training program for the first stewardesses.

Learn more about flight attendants

What was it like to fly?

Flying was loud, cold, and unsettling. Airliners were not pressurized, so they flew at low altitudes and were often bounced about by wind and weather. Air sickness was common. Airlines provided many amenities to ease passenger stress, but air travel remained a rigorous adventure well into the 1940s. 

Flying was also something only business travelers or the wealthy could afford. But despite the expense and discomforts, each year commercial aviation attracted thousands of new passengers willing to sample the advantages and adventure of flight. 

Noise was a problem in early airliners. To communicate with passengers, cabin crew often had to resort to speaking through small megaphones to be heard above the din of the engines and the wind. The noise in a typical Ford Tri-Motor during takeoff was nearly 120 decibels, loud enough to cause permanent hearing loss.

Compare the noise of the Ford Tri-Motor to other familiar sounds:  

• Normal conversation: 60 dB 
• Busy street traffic: 70 dB 
• Vacuum cleaner: 80 dB 
• Ford Tri-Motor during takeoff: 120 dB 
• Threshold of pain: 130 dB 
• Instant perforation of eardrum: 160 dB 

In the early years of commercial airlines, mostly pilots flew. Most early airplanes could carry only a single extra person, if any. Few passenger-carrying airlines existed, and none survived for very long. Those that did catered to wealthy travelers who could afford the expensive ticket prices. Except for the occasional hop in the spare seat of a barnstorming Curtiss Jenny, few Americans flew as passengers. 

As America's airline industry expanded rapidly so too did its capacity to carry passengers. From carrying only 6,000 passengers in 1929 to more than 450,000 by 1934, to 1.2 million by 1938, travel by airline was becoming more popular. Still, only a tiny fraction of the traveling public flew. 

Most people still rode trains or buses for intercity travel because flying was so expensive. A coast-to-coast round trip cost around $260, about half of the price of a new automobile. Only business executives and the wealthy could afford to fly. 

Flying Politicians 

As air travel became more common in the 1930s, more politicians took to the air. In 1932, New York Governor Franklin D. Roosevelt flew an American Airways Ford Tri-Motor from Albany to Chicago, where he accepted the Democratic Party's nomination for president and delivered his "New Deal" speech. First Lady Eleanor Roosevelt often flew around the country on the president's behalf. Commercial air travel still had risks, but flying grew increasingly popular with politicians, as the advantages of fast travel outweighed the real and perceived hazards. 

Flying Celebrities

Air travel was popular with Hollywood celebrities, but their employers did not consider it safe. The film studios often put clauses in actors' contracts prohibiting them from flying, especially while filming a movie. But by the mid-1930s, the studios realized this rule was impossible to enforce, and they began to recognize the economic value of flying stars around the country to promote their movies. 

Airlines benefited as well when celebrities flew. It was no coincidence that an airline's name was featured in the photo when a celebrity's arrival was captured on film.

Stranded. Six days from its home port of San Francisco, a luxurious Boeing 314 flying boat, the  Pacific Clipper , was preparing to alight in Auckland, New Zealand, as part of the airline’s transpacific service when the crew of ten learned of the Japanese attack on the U.S. fleet at Pearl Harbor on the morning of December 7, 1941.

First commercial flight around the world

When the United States entered World War II in 1941, casual air travel virtually ceased in the United States. A tight priority list ensured that only those serving the war effort flew. As a result, aircraft flew more than 80 percent full, 20 percent higher than before the war. The military requisitioned 200 of the nation's 360 airliners, along with airline personnel. 

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The NEW Frontier is here!  Learn More

Announcing 'The New Frontier': Transparent Pricing, No Change Fees, and Enhanced Customer Experience

Introducing the 'for less' price guarantee: ensuring you always get the best deal.

DENVER – May 17, 2024 -- Frontier Airlines ( NASDAQ: ULCC ) today introduced sweeping changes to its product and customer service offerings, ushering in 'The New Frontier' for the airline. This evolution in Frontier's approach to travel is all about improving what customers can expect – from more transparent pricing and no change fees to an enhanced customer experience. This transformation underscores Frontier's commitment to providing exceptional value and a superior travel experience.

The New Frontier includes:

• *New* Clear, Upfront Pricing and Options: New Economy, Premium, and Business options include benefits like no change fees, bags, seat assignments, and more.
• *New* No Change Fees: Zero change or cancellation fees for Economy, Premium, and Business customers, offering greater flexibility.
• *New* Expanded Customer Benefits and Support: Flight credit expiration extended to 12 months, enhanced live phone support, and more.
• *New* 'For Less' Price Guarantee: Customers who find a lower price elsewhere can receive 2,500 FRONTIER Miles .

"Today marks the beginning of a new era for Frontier - one with transparency in our prices, no change fees and the lowest total price," said Barry Biffle, Chief Executive Officer, Frontier Airlines. "This is 'The New Frontier' and we are committed to offering more than the lowest fares - we deliver the best price for all the options you want and the customer support you need, when you need it. No gimmicks, just really low prices and good customer service."

New, Transparent and Budget-Friendly Options

Frontier now provides four distinct options – Basic, Economy, Premium, and Business – each clearly presented at the start of the booking process. These options are designed to meet various customers’ needs and budgets, offering significant savings and transparent choices for an enhanced travel experience.

• Business: Designed for travel luxury, this option offers UpFront Plus seating with additional space and comfort (subject to availability), including a guaranteed empty middle seat at the front of the aircraft. This premium option also includes a carry-on bag, two checked bags with an increased 50-pound weight allowance, and first-to-board priority boarding (Board First) with guaranteed overhead bin space.
• Premium: Built for comfort, this option offers a premium seat assignment (subject to availability), along with a carry-on bag and first-to-board priority boarding (Board First) with guaranteed overhead bin space.
• Economy: Provides all the essentials for a streamlined travel experience with a carry-on bag and a standard seat assignment, offering a balance between affordability and convenience.
• Basic: Perfect for budget travelers, this option includes a personal item, with additional amenities available for purchase, providing flexibility and savings.

New Options Comparison Table:

These new pricing options will only be available at flyfrontier.com and will soon also be available on Frontier’s mobile app. Premium and UpFront Plus seating is subject to availability, and if these seating options are unavailable, the customer will be provided access to the next best seat that is available. Changes to your itinerary are subject to any difference in fare and options prices.

No Change Fees

Frontier Airlines is boosting travel flexibility by eliminating change and cancellation fees for customers who select Economy, Premium, or Business bundles, underscoring Frontier’s commitment to meeting customer expectations for flexible, stress-free travel options.

"We've changed, and now it's free to change," remarked Biffle. "This enhancement is a key part of our promise to make travel with Frontier as flexible and worry-free as possible. We understand that plans can change, and we want to ensure that when they do, our passengers can adjust their bookings without the stress of additional fees."

Key Enhancements to Customer Service:

• Extended Validity of Flight Credits: Frontier has increased the validity of flight credits issued on or after May 17 from three to twelve months, giving customers greater flexibility.
• Additional Support Options: Frontier is reintroducing live phone support for customers within 24 hours of their flight or those with Elite status. Further, a new callback service will soon be available for other inquiries, ensuring that expert assistance is just a call away.
• Improved Communication and Technology: This year, Frontier is enhancing both its technology and communication. We’re upgrading our app and website to simplify your travel planning, and improving how we keep you updated on travel days with more frequent SMS and email notifications, ensuring a smoother journey every step of the way.

A Bold New 'For Less' Price Guarantee

Frontier is also introducing the “For Less” guarantee, reinforcing its commitment to providing the best value in air travel. If a customer finds a lower price for a comparable flight on the same route and date, Frontier will award the customer 2,500 FRONTIER Miles after they have completed their journey with Frontier. This guarantee ensures that customers always receive the best deal possible when flying with Frontier. More details are available here .

"We are proud to introduce our 'For Less' Price Guarantee, ensuring that Frontier always offers the best value in air travel," said Biffle. "If you find a lower price elsewhere, we'll reward you with 2,500 FRONTIER Miles . This guarantee is part of our commitment to ensuring you always travel with confidence.”

Terms & Conditions:

Bundle Features

Personal Item, Carry-On Bag, Checked Bags: Size and/or weight limits apply.

Choose your Seat: (Subject to availability) UpFront Plus seats located at the front of the aircraft feature additional space and comfort, including a guaranteed empty middle seat and extra legroom. Premium seats feature extra legroom. Preferred seats are located towards the front of the aircraft for faster boarding and deplaning. Standard seats are available in the remainder of the cabin.

No Change or Cancel Fees with Economy, Premium or Business Bundles: Changes to your itinerary are subject to any difference in fare and options prices. If your new itinerary is lower in value than your original itinerary, there will be no residual value available to you once you have made the change. If you cancel your itinerary, you will retain the value of your itinerary as a travel credit. Changes or cancellations must be made prior to your flight’s scheduled departure time. If you fail to check-in or to board your flight within the required time (check-in: 60 minutes prior to scheduled departure time; boarding: 20 minutes prior to scheduled departure time), your ticket will be deemed a No-Show Cancellation and cancelled. All subsequent flights, including return flights, on the itinerary, will also be treated as No-Show Cancellations. Please reference the Contract of Carriage for more details.

Board First: To guarantee overhead bin space for one carry-on bag, customers must board with the Board First group in advance of Zone 1.

Bundle pricing

Available only for new bookings at FlyFrontier.com. To receive promotional launch pricing, flight and bundle must be purchased by 11:59 pm Eastern time on May 23, 2024 and bundle must be purchased at the time of flight purchase. Price shown is per passenger, per direction.

For Less Guarantee

·       The other airline’s flight must be for same dates and similar times and must be the same type (direct, non-stop, connection, etc.)

·       The lower price must be found within 48hrs after booking on Frontier and must be submitted prior to midnight on the day before travel on Frontier. 

·       The lower price must be available to the general public on an airline website with prices listed in the same currency as Frontier.

·       A Frontier agent must be able to replicate the lower rate found.

·       The lower priced product must include everything that is included in the Frontier product. Products included must be substantially the same and seat products must have matching characteristics.

·       The 2,500 Miles Reward applies to Economy, Premium, and Business bookings only. Ancillary items must be the same as found within the bundled option purchased on your Frontier booking:

·       You must have a confirmed booking for the matching Frontier flight.

·       Miles can only be claimed once per FRONTIER Miles account per calendar year.

·       Miles will only be awarded after completing travel on the applicable Frontier flight.

·       Terms are subject to change.

·       For complete details, https://signup.flyfrontier.com/forlesspriceguarantee

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Announcing 'the new frontier': transparent pricing, no change fees, and enhanced customer experience.

Introducing the 'For Less' Price Guarantee: Ensuring You Always Get the Best Deal

DENVER , May 17, 2024 /PRNewswire/ -- Frontier Airlines (NASDAQ: ULCC) today introduced sweeping changes to its product and customer service offerings, ushering in 'The New Frontier' for the airline. This evolution in Frontier's approach to travel is all about improving what customers can expect – from more transparent pricing and no change fees to an enhanced customer experience. This transformation underscores Frontier's commitment to providing exceptional value and a superior travel experience.

The New Frontier includes:

*New* Clear, Upfront Pricing and Options: New Economy, Premium, and Business options include benefits like no change fees, bags, seat assignments, and more.

*New* No Change Fees: Zero change or cancellation fees for Economy, Premium, and Business customers, offering greater flexibility.

*New* Expanded Customer Benefits and Support: Flight credit expiration extended to 12 months, enhanced live phone support, and more.

*New* 'For Less' Price Guarantee:  Customers who find a lower price elsewhere can receive 2,500 FRONTIER Miles .

"Today marks the beginning of a new era for Frontier - one with transparency in our prices, no change fees and the lowest total price," said Barry Biffle , Chief Executive Officer, Frontier Airlines. "This is 'The New Frontier' and we are committed to offering more than the lowest fares - we deliver the best price for all the options you want and the customer support you need, when you need it. No gimmicks, just really low prices and good customer service."

New, Transparent and Budget-Friendly Options

Frontier now provides four distinct options – Basic, Economy, Premium, and Business – each clearly presented at the start of the booking process. These options are designed to meet various customers' needs and budgets, offering significant savings and transparent choices for an enhanced travel experience.

Business: Designed for travel luxury, this option offers UpFront Plus seating with additional space and comfort (subject to availability), including a guaranteed empty middle seat at the front of the aircraft. This premium option also includes a carry-on bag, two checked bags with an increased 50-pound weight allowance, and first-to-board priority boarding (Board First) with guaranteed overhead bin space.

Premium: Built for comfort, this option offers a premium seat assignment (subject to availability), along with a carry-on bag and first-to-board priority boarding (Board First) with guaranteed overhead bin space.

Economy: Provides all the essentials for a streamlined travel experience with a carry-on bag and a standard seat assignment, offering a balance between affordability and convenience.

Basic: Perfect for budget travelers, this option includes a personal item, with additional amenities available for purchase, providing flexibility and savings.

New Options Comparison Table:

These new pricing options will only be available at flyfrontier.com and will soon also be available on Frontier's mobile app. Premium and UpFront Plus seating is subject to availability, and if these seating options are unavailable, the customer will be provided access to the next best seat that is available. Changes to your itinerary are subject to any difference in fare and options prices.

No Change Fees

Frontier Airlines is boosting travel flexibility by eliminating change and cancellation fees for customers who select Economy, Premium, or Business bundles, underscoring Frontier's commitment to meeting customer expectations for flexible, stress-free travel options.

"We've changed, and now it's free to change," remarked Biffle. "This enhancement is a key part of our promise to make travel with Frontier as flexible and worry-free as possible. We understand that plans can change, and we want to ensure that when they do, our passengers can adjust their bookings without the stress of additional fees."

Key Enhancements to Customer Service:

Extended Validity of Flight Credits: Frontier has increased the validity of flight credits issued on or after May 17 from three to twelve months, giving customers greater flexibility.

Additional Support Options: Frontier is reintroducing live phone support for customers within 24 hours of their flight or those with Elite status. Further, a new callback service will soon be available for other inquiries, ensuring that expert assistance is just a call away.

Improved Communication and Technology:  This year, Frontier is enhancing both its technology and communication. We're upgrading our app and website to simplify your travel planning, and improving how we keep you updated on travel days with more frequent SMS and email notifications, ensuring a smoother journey every step of the way.

A Bold New 'For Less' Price Guarantee

Frontier is also introducing the "For Less" guarantee, reinforcing its commitment to providing the best value in air travel. If a customer finds a lower price for a comparable flight on the same route and date, Frontier will award the customer 2,500 FRONTIER Miles after they have completed their journey with Frontier. This guarantee ensures that customers always receive the best deal possible when flying with Frontier. More details are available here .

"We are proud to introduce our 'For Less' Price Guarantee, ensuring that Frontier always offers the best value in air travel," said Biffle. "If you find a lower price elsewhere, we'll reward you with 2,500 FRONTIER Miles . This guarantee is part of our commitment to ensuring you always travel with confidence."

Terms & Conditions:

Bundle Features

Personal Item, Carry-On Bag, Checked Bags: Size and/or weight limits apply.

Choose your Seat: (Subject to availability) UpFront Plus seats located at the front of the aircraft feature additional space and comfort, including a guaranteed empty middle seat and extra legroom. Premium seats feature extra legroom. Preferred seats are located towards the front of the aircraft for faster boarding and deplaning. Standard seats are available in the remainder of the cabin.

No Change or Cancel Fees with Economy, Premium or Business Bundles: Changes to your itinerary are subject to any difference in fare and options prices. If your new itinerary is lower in value than your original itinerary, there will be no residual value available to you once you have made the change. If you cancel your itinerary, you will retain the value of your itinerary as a travel credit. Changes or cancellations must be made prior to your flight's scheduled departure time. If you fail to check-in or to board your flight within the required time (check-in: 60 minutes prior to scheduled departure time; boarding: 20 minutes prior to scheduled departure time), your ticket will be deemed a No-Show Cancellation and cancelled. All subsequent flights, including return flights, on the itinerary, will also be treated as No-Show Cancellations. Please reference the Contract of Carriage for more details.

Board First: To guarantee overhead bin space for one carry-on bag, customers must board with the Board First group in advance of Zone 1.

Bundle pricing

Available only for new bookings at FlyFrontier.com. To receive promotional launch pricing, flight and bundle must be purchased by 11:59 pm Eastern time on May 23, 2024 and bundle must be purchased at the time of flight purchase. Price shown is per passenger, per direction.

For Less Guarantee

The other airline's flight must be for same dates and similar times and must be the same type (direct, non-stop, connection, etc.)

The lower price must be found within 48hrs after booking on Frontier and must be submitted prior to midnight on the day before travel on Frontier.

The lower price must be available to the general public on an airline website with prices listed in the same currency as Frontier.

A Frontier agent must be able to replicate the lower rate found.

The lower priced product must include everything that is included in the Frontier product. Products included must be substantially the same and seat products must have matching characteristics.

The 2,500 Miles Reward applies to Economy, Premium, and Business bookings only. Ancillary items must be the same as found within the bundled option purchased on your Frontier booking:

You must have a confirmed booking for the matching Frontier flight.

Miles can only be claimed once per FRONTIER Miles account per calendar year.

Miles will only be awarded after completing travel on the applicable Frontier flight.

Terms are subject to change.

For complete details, https://signup.flyfrontier.com/forlesspriceguarantee

About Frontier Airlines:

Frontier Airlines, Inc., a subsidiary of Frontier Group Holdings, Inc. (NASDAQ: ULCC), is committed to "Low Fares Done Right." Headquartered in Denver, Colorado , the company operates 142 A320 family aircraft and has the largest A320neo family fleet in the U.S. The use of these aircraft, along with Frontier's high-density seating configuration and weight-saving initiatives, have contributed to Frontier's continued ability to be the most fuel-efficient of all major U.S. carriers when measured by available seat miles (ASMs) per fuel gallon consumed. With more than 200 new Airbus planes on order, Frontier will continue to grow to deliver on the mission of providing affordable travel across America.

View original content to download multimedia: https://www.prnewswire.com/news-releases/announcing-the-new-frontier-transparent-pricing-no-change-fees-and-enhanced-customer-experience-302149099.html

SOURCE Frontier Group Holdings, Inc.

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How to buy tickets for the Olympic Games Paris 2024?

Tickets for the Olympic Games Paris 2024 are available for spectators around the world only on the official ticketing website. To buy tickets, click  here .

The Paris 2024 Hospitality program offers packages that include tickets for sporting events combined with exceptional services in the competition venues (boxes, lounges) or in the heart of the city (accommodation, transport options, gastronomy, tourist activities, etc.).

The Paris 2024 Hospitality program is delivered by the official Paris 2024 Hospitality provider, On Location.

For more information about the Paris 2024 Hospitality & Travel offers, click here .

What is the official mascot of the Olympic Games Paris 2024?

The Olympic Games Paris 2024 mascot is Olympic Phryge. The mascot is based on the traditional small Phrygian hats for which they are shaped after.

The name and design were chosen as symbols of freedom and to represent allegorical figures of the French republic.

The Olympic Phryge is decked out in blue, white and red - the colours of France’s famed tricolour flag - with the golden Paris 2024 logo emblazoned across its chest.

When and where are the next Olympic Games?

The Olympic Games Paris 2024 will take place in France from 26 July to 11 August.

What sports are in the Olympic Games Paris 2024?

• 3X3 Basketball
• Artistic Gymnastics
• Artistic Swimming
• Beach Volleyball
• Canoe Slalom
• Canoe Sprint
• Cycling BMX Freestyle
• Cycling BMX Racing
• Cycling Mountain Bike
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• Modern Pentathlon
• Rhythmic Gymnastics
• Rugby Sevens
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Where to watch the Olympic Games Paris 2024?

In France, the 2024 Olympic Games will be broadcast by Warner Bros. Discovery (formerly Discovery Inc.) via Eurosport, with free-to-air coverage sub-licensed to the country's public broadcaster France Télévisions. For a detailed list of the Paris 2024 Media Rights Holders here .

How many athletes compete in the Olympic Games Paris 2024?

Around 10,500 athletes from 206 NOCs will compete.

How often are the modern Olympic Games held?

The summer edition of the Olympic Games is normally held every four years.

Where will the 2028 and 2032 Olympic Games be held?

Los Angeles, USA, will host the next Olympic Games from 14 to 30 July 2028. Brisbane , Australia, will host the Games in 2032.

What is the difference between the Olympic Summer Games and the Olympic Winter Games?

The summer edition of the Olympic Games is a multi-sport event normally held once every four years usually in July or August.

The Olympic Winter Games are also held every four years in the winter months of the host location and the multi-sports competitions are practised on snow and ice.

Both Games are organised by the International Olympic Committee.

Which cities have hosted the Olympic Summer Games?

• 1896 Athens
• 1904 St. Louis
• 1908 London
• 1912 Stockholm
• 1920 Antwerp
• 1928 Amsterdam
• 1932 Los Angeles
• 1936 Berlin
• 1948 London
• 1952 Helsinki
• 1956 Melbourne
• 1968 Mexico City
• 1972 Munich
• 1976 Montreal
• 1980 Moscow
• 1984 Los Angeles
• 1992 Barcelona
• 1996 Atlanta
• 2000 Sydney
• 2004 Athens
• 2008 Beijing
• 2012 London
• 2016 Rio de Janeiro

What year did the Olympic Games start?

The inaugural Games took place in 1896 in Athen s, Greece.

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• Church of Vladimir
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• Orekhovo Zuevsky City Exhibition Hall