The Only Plane Allowed to Takeoff During 9/11

The only civilian airplane widely reported to be granted special emergency permission to fly in U.S. airspace after the nationwide grounding on September 11, 2001, was a medical transport plane carrying rare snake anti-venom.

A snake handler in Florida named Lawrence Van Sertima had been bitten by a Taipan, one of the world’s most venomous snakes. Local hospitals did not stock the life-saving anti-venom. The closest available doses were thousands of miles away at the San Diego Zoo. Despite the unprecedented nationwide security lockdown, federal officials approved an emergency exemption. A small civilian plane transported the serum from San Diego to Miami.

Because U.S. airspace was entirely locked down and heavily restricted, the Learjet was escorted by two armed military fighter jets to ensure it could navigate the empty skies safely and without delay. The anti-venom arrived in time, and Van Sertima made a full recovery.

While this is the most famous civilian flight allowed during the grounding, other essential emergency flights, such as military, law enforcement, firefighting equipment, and occasional organ/medical transports, also received localized or specific exemptions, though commercial air traffic remained entirely shut down

20 Photographs Taken From a Camera Showing Flight 175 Approaching the South Tower on September 11, 2001

On the morning of September 11, 2001, United Airlines Flight 175 was a domestic passenger flight hijacked by al-Qaeda terrorists. The Boeing 767 departed from Boston's Logan International Airport bound for Los Angeles.

At approximately 9:03 a.m. EDT, 17 minutes after American Airlines Flight 11 struck the North Tower, Flight 175 was deliberately flown into the South Tower of the World Trade Center in New York City. The impact occurred between the 77th and 85th floors.

The event was broadcast live by numerous media outlets that were already covering the attack on the North Tower. The collision caused a massive explosion and fire, killing all 65 people on board and hundreds more inside the building.

The impact of the plane, combined with the intense fire from the jet fuel, severely damaged the South Tower’s structural integrity, and it collapsed 56 minutes later at 9:59 a.m.

Most imagery of Flight 175 is from video footage, since dozens of news crews and amateur videographers in New York were already filming after Flight 11 struck the North Tower. Still photographs of Flight 175 in the air are very rare. A few professional and amateur photographers with still cameras captured it by chance.

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One of the Last Photos of the Passengers Boarding American Airlines Flight 77 on September 11, 2001

This photograph captures passengers walking down the jetway/gate area at Washington Dulles International Airport to board American Airlines Flight 77 on the morning of September 11, 2001.

Flight 77 was a scheduled transcontinental flight from Dulles to Los Angeles International Airport (LAX) using a Boeing 757-223. Among the 58 passengers on board were three D.C. public school students, two teachers, and three National Geographic Society escorts departing on an educational trip to the Channel Islands in California.

Shortly after takeoff at 8:20 AM, five hijackers took control of the aircraft. At 9:37 AM, the plane was intentionally flown into the western side of the Pentagon in Arlington County, Virginia, killing all 64 people on board (58 passengers and 6 crew members) as well as 125 people inside the building.

The image remains one of the few surviving candid photographs taken in the terminal prior to departure.

30 Amazing Photos of Airplanes Flying Over the Twin Towers, Before Their Destruction on September 11, 2001

Before September 11, 2001, commercial airliners and civil aircraft regularly shared the skyline with the World Trade Center towers. Because Lower Manhattan sits in close proximity to Newark Liberty International Airport (EWR), LaGuardia Airport (LGA), and John F. Kennedy International Airport (JFK), aircraft banking over the Hudson and East Rivers were a standard visual feature of the New York metropolitan airspace throughout the late 20th century.

The Twin Towers stood at 1,368 feet (North Tower) and 1,362 feet (South Tower). Flights departing or approaching Newark and LaGuardia frequently traversed corridors over the Hudson River and Upper New York Bay, placing incoming and outgoing air traffic within clear visual range of Lower Manhattan.

During the design phase in the mid-1960s, lead structural engineer Leslie Robertson and the Port Authority designed the towers to withstand the impact of a Boeing 707, the largest commercial jetliner in service at the time, assuming a lost aircraft searching for a landing site in heavy fog.

Air France and British Airways Concordes flying in or out of JFK were frequently photographed climbing past the Manhattan skyline with the towers framed in the background. Local sightseeing helicopters, police aircraft, and small private planes operated routinely in the low-altitude Hudson River VFR (Visual Flight Rules) corridor adjacent to the complex.

Following the tragedy, airspace rules over Manhattan were permanently altered, heavily restricting low-altitude civilian flights over the city.

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A Group of Passengers Pose for a Picture at Dulles Airport on September 11, 2001, Prior to Boarding American Airlines Flight 77

This is one of the last photographs of a National Geographic educational group taken at Washington Dulles International Airport on the morning of September 11, 2001, shortly before they boarded American Airlines Flight 77.

The group was heading to California for a National Geographic-sponsored ecology/science trip focused on the Channel Islands National Marine Sanctuary near Santa Barbara (sometimes described as studying the ocean or attending a related conference). It was a special opportunity for selected Washington, D.C., public-school students.

The people in the photo are generally identified left to right as: Teacher James D. Debeuneure (Ketcham Elementary), student Rodney Dickens (11), student Bernard C. Brown II (11), teacher Hilda E. Taylor (Leckie Elementary), student Asia S. Cottom (11), National Geographic Society employee J. Joseph “Joe” Ferguson, and National Geographic Society employee Ann C. Judge.

A National Geographic employee took the group photo during the boarding process at the gate. It captured the last known images of these victims (and, in the background of some versions, a figure some have noted as resembling one of the hijackers, though this is not definitively confirmed).

Flight 77 (a Boeing 757 from Dulles to Los Angeles) was hijacked by five al-Qaeda terrorists and deliberately crashed into the Pentagon at 9:37 a.m. Everyone on board (58 passengers including the five hijackers and 6 crew) and 125 people in the building died. The three 11-year-old students (for many of whom it was their first plane ride), their teacher chaperones, and the two National Geographic staff members were among the victims.

National Geographic and others continue to remember them annually. The students had been chosen for their academic promise and character; the adults were dedicated educators and staff supporting the educational mission. The photo remains a poignant record of ordinary people on an exciting trip that ended in tragedy.

Sarla Thukral, India’s First Pilot Obtained Her Flying License at the Age of 21 in 1936

Sarla Thakral (also spelt Thakral; August 8, 1914 – March 15, 2008) was the first Indian woman to fly an aircraft. In 1936, at just 21 years old, she earned her aviation pilot license and famously made her first solo flight in a Gypsy Moth biplane while dressed in a traditional sari.

Her life is celebrated as a story of pioneering grit, resilience, and ultimate reinvention. Born in Delhi, she married P. D. Sharma at age 16. He came from a family of nine pilots and deeply encouraged her to fly. After training at the Lahore Flying Club, she secured her “A” license and accumulated over 1,000 hours of flight time.

She was actively working toward her commercial pilot license when her husband died in a tragic plane crash in 1939, leaving her a widow at age 24 with young children. Soon after, civil aviation training ground to a halt due to the outbreak of World War II, ending her commercial flying aspirations.

Undeterred, she shifted gears entirely. She moved to Delhi, remarried in 1948, and became a highly successful artist, watercolor painter, and designer of textiles and costume jewelry. She passed away in 2008 at the age of 93, leaving a lasting legacy that shattered gender barriers in Indian aviation.

30 Vintage Snaps of People with Light Planes in the Mid-Century

These vintage photos capture the charm and optimism of mid-century aviation through everyday people and their light planes.

From small private aircraft parked on grass runways to proud owners posing beside their machines, the images reflect a time when personal flying was becoming more accessible and full of adventure.

With their casual style and nostalgic atmosphere, these snaps preserve the spirit of postwar enthusiasm for flight, offering a warm and personal glimpse into the golden age of light aircraft.

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30 Breathtaking Vintage Covers of Flying Aces Magazine From the 1930s

Flying Aces was one of the most popular and influential pulp magazines dedicated to aviation adventure during the Golden Age of Aviation. First published in 1928 by Periodical House, the magazine thrilled readers with thrilling tales of daring pilots, aerial combat, and heroic exploits set against the backdrop of World War I and the interwar period.

Featuring contributions from notable writers such as Arch Whitehouse, George Bruce, and Frederick C. Painton, Flying Aces combined fast-paced fiction with articles on real aircraft, technical illustrations, and colorful cover art that captured the romance and danger of early flight.

At its peak, the magazine inspired generations of young readers to dream of becoming pilots and played a significant role in popularizing aviation culture in America throughout the 1930s and early ’40s. These breathtaking vintage covers of Flying Aces magazine from the 1930s capture the golden age of aviation pulp like no other.

Flying Aces cover, December 1932

Flying Aces cover, June 1932

Flying Aces cover, October 1932

Flying Aces cover, August 1934

Flying Aces cover, December 1934

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Executive One: When U.S President Richard Nixon Traveled on a Regularly Scheduled Commercial Flight in 1973

On December 26, 1973, President Richard Nixon, his family, staff, and Secret Service detail flew United Airlines flight 55 from Washington Dulles International Airport to Los Angeles International Airport. In doing so, President Nixon became the ONLY sitting President to fly a public commercially scheduled flight. The event was kept secret until the presidential party arrived for their flight. It was reported that not even the pilot knew until half an hour before departure. No passengers were bumped from their seats to accommodate the presidential party.

During the flight, President Nixon walked the aisles of the DC-10 aircraft, meeting and talking with other passengers. By foregoing the use of Air Force One, he intended to draw attention to the energy crisis and demonstrate his confidence in the commercial airlines industry.

The President’s party used 13 first class one‐way tickets at $217.64 each and 12 coach seats at $167.64 each. The total cost was $4,841, which, according the Bureau of Labor Statistics inflation calculator, is about $34,033.70 today.

The presidential party returned to Washington in January by flying on a military aircraft from Palm Springs, CA to Andrews AFB, MD, via a refueling stop at Tinker AFB, OK.

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In 1968, the Pilot of a Japan Airlines Flight Accidentally Landed the Plane in the Ocean Just Over 2 Miles Short of the Runway

On November 22, 1968, Japan Air Lines (JAL) Flight 2, a Douglas DC-8-62 named Shiga, made an accidental water landing in the shallow waters of San Francisco Bay. The aircraft was on a scheduled flight from Tokyo to San Francisco. Often called the “Asoh Defense” incident or the “SFO Water Landing,” it remains a legendary story not just for the survival of everyone on board, but for what happened to the aircraft afterward.

In thick fog and low visibility, Captain Kohei Asoh mistakenly believed he was over the runway. Instead, the plane touched down roughly 2.5 miles (4 km) short of San Francisco International Airport (SFO).

Miraculously, all 107 occupants (96 passengers and 11 crew) survived without a single injury. The landing was assisted by an unusually high tide, which provided enough cushioning for the impact while keeping the exit doors above the waterline. Passengers and crew evacuated via lifeboats and were towed to the nearby Coyote Point Yacht Harbor by the Coast Guard and police. Captain Asoh was the last to leave the aircraft. 

The incident is most famous for Captain Asoh’s blunt accountability during the National Transportation Safety Board (NTSB) investigation. When asked what went wrong, he reportedly stated: “As you Americans say, I f---ed up.”

This rare act of “radical honesty” became known in leadership and business management as the “Asoh Defense.” Because he took full responsibility without shifting blame to technical issues or weather, he was not fired, but merely demoted and sent for retraining; he eventually returned to flying for JAL until his retirement. 

Unlike most ditched jetliners, the Shiga was not a total loss. The aircraft was salvaged from the bay 55 hours after the incident. United Airlines repaired the plane at a cost of approximately $4 million. It was returned to JAL in March 1969 and continued to fly for several years under a new name, Hidaka. It was later sold to Airborne Express and was finally scrapped in 2001.

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The Story of ‘Spitfire Girl’ Jackie Moggridge, a True Pioneer in Aviation

Jackie Moggridge (1922–2004) was a South African-born aviator who became one of the most prolific female ferry pilots of World War II and a post-war pioneer for women in commercial aviation.

Born Dolores Theresa Sorour in South Africa in 1922, she renamed herself “Jackie” after her hockey heroine, Jackie Rissik. Her obsession with flight began early; she took her first lesson at 15 and became the youngest woman in South Africa to earn a pilot’s license. At 17, she achieved another milestone as the first woman in South Africa to perform a parachute jump.

When World War II broke out, Jackie moved to England to join the war effort. After a brief stint as a radar operator, she joined the Air Transport Auxiliary (ATA) in 1940. The “ATA girls” were a civilian group tasked with ferrying military aircraft from factories to front-line squadrons. She was one of the youngest and most prolific pilots in the ATA. She delivered more than 1,500 aircraft during the war, including 83 different types of planes (from heavy bombers like the Lancaster to agile fighters like the Spitfire).

Of all the aircraft she flew, she was most famous for her relationship with the Spitfire, delivering over 500 of them in her lifetime. She once described the Spitfire as a “lady’s aeroplane” – delicate, responsive, and a joy to fly. Ferrying was perilous; pilots flew without radios or ammunition, often in poor weather, navigating only by map and compass. Jackie herself had several narrow escapes and lost many friends during the “graveyard runs” of returning damaged aircraft.

Jackie’s determination didn’t end with the war. She continued to break barriers in a male-dominated industry. In 1953, she became one of only five women to be awarded full RAF wings, a significant achievement at a time when women were largely excluded from military flying roles. She famously campaigned to be the first woman to break the sound barrier, though the Air Ministry ultimately blocked her attempt due to the prejudices of the era.

In 1958, she applied to Channel Airways for a pilot position. By omitting her gender from the application and relying on her massive logbook of hours, she was hired and became the first female airline captain to fly passengers on scheduled flights in the UK.

Jackie Moggridge died in 2004 at the age of 81. In a final tribute to her life’s passion, her ashes were scattered from a Spitfire (ML407)—the very same aircraft she had delivered to a front-line squadron 60 years earlier during the war. Her memoir, originally titled Woman Pilot and later republished as Spitfire Girl: My Life in the Sky, remains a definitive account of the “Female Few.”

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The Amazing Story of Adolf Galland’s “Lobster Flight” in 1941

Adolf Galland’s “Lobster Flight” (often referred to as his “Lobster Battle”) is one of the most eccentric anecdotes from the air war in 1941. It perfectly captures Galland’s reputation as a “dashing” and somewhat rebellious figure who prioritized chivalry and style as much as combat.

On April 15, 1941, Adolf Galland, then a Lieutenant Colonel (Oberstleutnant) and commander of the famed JG 26 fighter wing, wanted to celebrate the 49th birthday of his mentor and friend, General Theo Osterkamp. Instead of sending a telegram or a standard gift, he decided to personally deliver a gourmet feast. He had his crew chief, Gerhard Meyer, pack a basket with fresh lobsters, oysters and bottles of champagne. The basket was carefully stowed in the luggage compartment of his brand-new Messerschmitt Bf 109F-0.

Galland took off from Brest, France, accompanied by his wingman, Oberleutnant Westphal. Their destination was Le Touquet, where the birthday party was being held. However, Galland, ever the “hunter,” decided to take a detour over the English Channel toward the cliffs of Dover to see if any RAF pilots were out for a “morning stroll.”

Near Dover, they stumbled upon a large formation of British Spitfires from No. 602 Squadron on a training mission. Despite having a basket of seafood and expensive wine on board, Galland couldn’t resist the engagement.

During the heat of the dogfight, Galland ran into a technical issue. Because he was still unfamiliar with the new “F” model of the Me 109, he accidentally hit the wrong switch and lowered his landing gear in the middle of the combat.

Despite the immense drag and the vulnerability of having his wheels down, Galland managed to shoot down at least one Spitfire (he claimed three, though British records confirm one destroyed and two damaged). Maneuver his crippled-looking aircraft (with wheels down) through the RAF formation. The famous British ace Paddy Finucane actually spotted Galland’s plane with its gear down and claimed it as a victory, assuming the German pilot was either hit or attempting to ditch.

Once the skirmish ended, Galland retracted his gear and continued his flight to Le Touquet. He landed safely at the party, hopped out of his cockpit, and presented the (presumably shaken but intact) lobster and champagne to a delighted General Osterkamp.

Known for flying with a cigar in his mouth and decorating his plane with a cartoon mouse, he combined audacity with a flamboyant, almost theatrical approach to combat. When asked why he developed this style, he gave a simple answer: “I like Mickey Mouse. I always have. And I like cigars, but I had to give them up after the war.”

Galland’s career spanned over 700 combat missions, surviving multiple crashes and earning Germany’s highest military honors. Yet what made him memorable wasn’t just his combat record but his sense of honor and personality. He respected his opponents, famously arranging a ceasefire to allow British pilot Douglas Bader to retrieve his prosthetic leg.

Adolf Galland passed away in 1996, but stories of his daring exploits, gallantry, and rakish charm endure, illustrating a man who, even in the midst of war, lived with his own unique blend of skill, humor, and refinement.

The Golden Age of Aviation: Beautiful Covers of Flying Magazine in the 1950s

First published in 1927, Flying magazine has established itself as the world’s most widely read aviation publication, serving as a vital resource for pilots and enthusiasts alike.

For nearly a century, it has chronicled the evolution of flight, from the early days of prop planes to the cutting-edge technology of modern business jets and electric aircraft. The magazine is renowned for its rigorous “Pilot Reports,” where expert aviators provide in-depth reviews of new aircraft, and its technical columns that offer invaluable advice on safety, navigation, and weather.

Beyond the mechanics of flight, Flying captures the soul of the cockpit through breathtaking aerial photography and storytelling that celebrates the freedom of the skies. Whether for a student pilot or a seasoned captain, the magazine remains a cornerstone of the aviation community, bridging the gap between historical legacy and the future of aerospace.

Take a flight back to the 1950s through these stunning vintage covers of Flying magazine. From the sleek lines of early jets to the vibrant art of the mid-century, these covers capture the excitement of an era when the sky was the ultimate frontier.

Flying magazine cover, August 1950

Flying magazine cover, May 1950

Flying magazine cover, October 1950

Flying magazine cover, February 1951

Flying magazine cover, November 1951

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28 Amazing Photos of Iran Air Flight Attendants Before the 1979 Revolution

Before the 1979 Revolution, Iran Air (known as the “Homa”) was one of the fastest-growing and most prestigious airlines in the world. Its flight attendants were the “face” of a modernizing, cosmopolitan Iran, and the role was considered a highly coveted, elite career for young Iranian women.

During the 1960s and 70s, Iran Air stewardesses were international fashion icons. Their look reflected the “Jet Age” glamour seen in Western carriers like Pan Am or Air France. Uniforms typically featured knee-length skirts, tailored blazers, and pillbox hats. Many uniforms were designed by high-end fashion houses to ensure a chic, professional appearance. There were strict standards for hair (often styled in bouffants or sleek bobs), makeup, and poise. Before 1979, there was no requirement for the hijab; stewardesses wore their hair uncovered.

Becoming a flight attendant for Iran Air was extremely competitive, often requiring a high level of education and fluency in multiple languages. Many attendants were educated in Europe or the U.S. and spoke English, French, and Persian fluently. They were trained to provide world-class “Persian hospitality.” During this era, Iran Air was famous for its luxury, particularly on its non-stop flights between Tehran and New York. Stewardesses were viewed as ambassadors of Iranian culture and modernization. They traveled the world, which was a rare privilege and a sign of significant social mobility.

The airline used the Homa (a mythical Persian griffin) as its symbol, and the flight attendants were central to this branding. On long-haul flights (using the then-cutting-edge Boeing 747SPs), attendants served gourmet meals and fine wines, mirroring the lifestyle of the Iranian upper class of the time.

After the 1979 Revolution, the role changed overnight. Uniforms were replaced with modest tunics and headscarves (hijabs), and the cosmopolitan, “Westernized” image of the Homa stewardess was officially dismantled to align with the new Islamic Republic’s values.

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