Array ( [0] => {{short description|Aircraft designed for commercial transportation of passengers and cargo}} [1] => {{Redirect|Airliners|the website|Airliners.net}} [2] => [[File:UnitedandVA 32315 (16735062459).jpg|thumb|upright=1.4|A [[United Airlines]] [[Boeing 737]] (foreground) and a [[Virgin America]] [[Airbus A320]] (background), two of the world's most widely used airliners]] [3] => An '''airliner''' is a type of [[airplane]] for transporting [[passenger]]s and [[air cargo]]. Such aircraft are most often operated by [[airline]]s. The modern and most common variant of the airliner is a long, tube shaped, and [[jetliner|jet powered aircraft]]. The largest of them are [[wide-body aircraft|wide-body]] jets which are also called twin-aisle because they generally have two separate aisles running from the front to the back of the passenger cabin. These are usually used for [[Flight length#Short-haul and long-haul|long-haul flights]] between [[airline hub]]s and major cities. A smaller, more common class of airliners is the [[narrow-body aircraft|narrow-body]] or single-aisle. These are generally used for short to medium-distance flights with fewer passengers than their wide-body counterparts. [4] => [5] => [[Regional airliner]]s typically seat fewer than 100 passengers and may be powered by [[turbofan]]s or [[turboprop]]s. These airliners are the non-[[mainline (flight)|mainline]] counterparts to the larger aircraft operated by the major carriers, [[legacy carrier]]s, and [[flag carrier]]s, and are used to feed traffic into the large airline hubs. These regional routes then form the spokes of a hub-and-spoke air transport model. [6] => [7] => The lightest aircraft are short-haul regional feeder airliner type aircraft that carry a small number of passengers are called commuter aircraft, commuterliners, feederliners, and [[air taxi]]s, depending on their size, engines, how they are marketed, region of the world, and seating configurations. The [[Beechcraft 1900]], for example, has only 19 seats. [8] => [9] => ==History== [10] => ===Emergence=== [11] => When the [[Wright brothers]] made the world's first sustained [[heavier-than-air flight]], they laid the foundation for what would become a major transport industry. Their flight, performed in the [[Wright Flyer]] during 1903,{{cite news |title=Machine That Flies / What the Wright Brothers' Invention Has Accomplished |url=https://newspaperarchive.com/newark-advocate-dec-28-1903-p-7/ |work=The Newark Daily Advocate |date=28 December 1903 |location=Newark, Ohio, U.S. |page=7}} was just 11 years before what is often defined as the world's first airliner.Tise, Larry E. Conquering the Sky. New York: Palgrave MacMillan, 2009. Print. By the 1960s, airliners had expanded capabilities, making a significant impact on global society, economics, and politics.Bernardo, James V. Aviation and Space: In the Modern World. New York: E.P. Dutton. 1968. [12] => [13] => [[File:Самолет "Илья Муромец".jpg|thumb|[[Sikorsky Ilya Muromets]]]] [14] => [15] => During 1913, [[Igor Sikorsky]] developed the first large multi-engine airplane, the [[Sikorsky Russky Vityaz|Russky Vityaz]].{{cite book |url=https://books.google.com/books?id=eE-trX3XZawC&q=Bolshoi+Baltisky&pg=PA27 |title=The Sikorsky Legacy-Bolshoi Baltisky |author=Sergei Sikorsky |publisher=Arcadia Publishing |year=2007|edition=1st|isbn=978-0738549958|page=27}}{{cite journal |author1= Page, Walter Hines |date=July 1914 |author2= Page, Arthur Wilson |title=Man And His Machines: A Russian "Airbus" |journal=[[World's Work|The World's Work: A History of Our Time]] |volume=XLIV |issue=2 |pages=360 |url=https://books.google.com/books?id=zegeQtMn9JsC&pg=PA360 |access-date=4 August 2009 }} This aircraft was subsequently refined into the more practical [[Sikorsky Ilya Muromets|Ilya Muromets]], being furnished with dual controls for a pilot and copilot and a comfortable [[Aircraft cabin|cabin]] with a lavatory, cabin heating and lighting. [16] => This large four-engine biplane was further adapted into an early [[bomber aircraft]], preceding subsequent transport and bomber aircraft.{{cite news |url= http://www.airspacemag.com/history-of-flight/airplanes-that-transformed-aviation-46502830/?all |title= Airplanes that Transformed Aviation |date= July 2008 |author= Richard P. Hallion |work= Air & space magazine |publisher= Smithsonian}} [17] => It first flew on 10 December 1913 and took off for its first demonstration flight with 16 passengers aboard on 25 February 1914. [18] => However, it was never used as a commercial airliner due to the onset of the [[First World War]] which led to military applications being prioritised.Loftin, Laurence K. Jr. [http://www.hq.nasa.gov/pao/History/SP-468/cover.htm "Part I: The Age of Propellers, Chapter 2: Design Exploration, 1914–18, Heavy Bombers."] ''Quest for Performance: The Evolution of Modern Aircraft.'' Washington, D.C.: NASA Scientific and Technical Information Branch, 2004. Retrieved: 25 April 2011.{{cite book |last=Finne |first=K.N. |title=Igor Sikorsky: The Russian Years |year=1987 |publisher=Smithsonian Institution Press |location=Washington, D.C. |isbn=0-87474-274-9 |page=40 |others=translated and adapted by Von Hardesty; Carl J. Bobrow and Von Hardesty, eds.}} [19] => [20] => ===Interwar period=== [21] => In 1919, shortly after the end of the First World War, large numbers of ex-military aircraft flooded the market. One such aircraft was the French [[Farman F.60 Goliath]], which had originally been designed as a long-range [[heavy bomber]]; a number were converted for commercial use into passenger airliners starting in 1919, being able to accommodate a maximum of 14 seated passengers. and around 60 were built. Initially, several publicity flights were made, including one on 8 February 1919, when the Goliath flew 12 passengers from [[Toussus-le-Noble]] to [[RAF Kenley]], near [[Croydon]], despite having no permission from the British authorities to land. Dozens of early airlines subsequently procured the type.{{cite journal |title=The story of Goliath |journal=Aeroplane |issue=October 2015 |pages=56–61 |publisher=Key Publishing |location=Stamford |issn=0143-7240}} One high-profile flight, made on 11 August 1919, involved an F.60 flying eight passengers and a ton of supplies from Paris via [[Casablanca]] and [[Mogador]] to Koufa, {{convert|180|km|mi|abbr=on}} north of [[Saint-Louis, Senegal]], flying more than {{convert|4500|km|mi|abbr=on}}.{{cite journal |journal=L'Aérophile |date=15 August 1919 |page=247 |title=Le Raid du Goliath |language=fr |url=http://gallica.bnf.fr/ark:/12148/bpt6k6551947m/f246.image}} [22] => [23] => Another important airliner built in 1919 was the [[Airco DH.16]]; a redesigned [[Airco DH.9A]] with a wider [[fuselage]] to accommodate an enclosed cabin seating four passengers, plus pilot in an open cockpit. In March 1919, the prototype first flew at [[Hendon Aerodrome]]. Nine aircraft were built, all but one being delivered to the nascent airline, [[Aircraft Transport and Travel]], which used the first aircraft for pleasure flying, and on 25 August 1919, it inaugurated the first scheduled international airline service from London to Paris.Jackson 1973, p .62. One aircraft was sold to the River Plate Aviation Company in [[Argentina]], to operate a cross-river service between [[Buenos Aires]] and [[Montevideo]]. [24] => Meanwhile, the competing [[Vickers]] converted its successful First World War era bomber, the [[Vickers Vimy]], into a civilian version, the Vimy Commercial. It was redesigned with a larger-diameter fuselage (largely of [[spruce]] plywood), and first flew from the Joyce Green airfield in [[Kent]] on 13 April 1919.Andrews and Morgan 1988, p. 95.Jackson 1988, p. 202. [25] => [26] => The world's first all-metal transport aircraft was the [[Junkers F.13]], which also made its first flight in 1919.{{cite web|last1=Swopes|first1=Bryan R|title=25 June 1919|url=http://www.thisdayinaviation.com/25-june-1919/|publisher=This Day in Aviation|access-date=26 June 2014}} Junkers marketed the aircraft towards business travellers and commercial operators, and European entrepreneurs bought examples for their private use and business trips. Over 300 Junkers F 13s were built between 1919 and 1932.{{cite web |url = https://www.ainonline.com/aviation-news/business-aviation/2019-05-23/centenary-celebrations-commercial-aviation-classic |title = Centenary Celebrations for a Commercial Aviation Classic |publisher = AIN Online |first = Amy |last = Laboda |date = 23 May 2019}} [27] => The Dutch [[Fokker]] company produced the [[Fokker F.II]], then the enlarged [[Fokker F.III|F.III]].{{cite journal |date=26 May 1921 |title=The Fokker F III Commercial Monoplane |journal=[[Flight (magazine)|Flight]] |volume=XIII |issue=21 |id=No. 648 |pages=355–359 |url=http://www.flightglobal.com/pdfarchive/view/1921/1921%20-%200355.html |access-date=21 May 2019 }} These were used by the Dutch airline [[KLM]], including on its Amsterdam-London service in 1921. A relatively reliable aircraft for the era, the Fokkers were flying to destinations across Europe, including Bremen, Brussels, Hamburg, and Paris.{{cite book |title=FOKKER COMMERCIAL AIRCRAFT from the F.1 of 1918 up to the Fokker 100 of today. |date=1994 |publisher=N. V. Konninklijke Nederlandse V. Fokker |others=Stone, Serge (illustrator) |editor-last=de Leeuw |editor-first=Rene |location=Amsterdam |pages=22–29, 181–182}} [28] => [29] => The [[Handley Page]] company in Britain produced the [[Handley Page Type W]], its first civil transport aircraft. It housed two crew in an open [[cockpit]] and 15 passengers in an enclosed cabin. Powered by two {{convert|450|hp|kW|abbr=on}} [[Napier Lion]] engines, the prototype first flew on 4 December 1919, shortly after it was displayed at the 1919 [[Paris Air Show]] at [[Le Bourget]]. It was ordered by the Belgian firm [[Sabena]], a further ten Type Ws were [[licensed production|produced under license]] in Belgium by [[SABCA]].[https://www.flightglobal.com/pdfarchive/view/1924/1924%20-%200248.html "Handley Page Three-Engined Commercial Aeroplane for Belgium".] ''Flight'', 1 May 1924 In 1921 the [[Air Ministry]] ordered three aircraft, built as the W.8b, for use by [[Handley Page Transport]], and later by [[Imperial Airways]], on services to [[Paris]] and [[Brussels]].[http://www.flightglobal.com/pdfarchive/view/1922/1922%20-%200038.html "The Handley Page W.8 B."] ''Flight'', 19 January 1922, [30] => [31] => In France, the [[Bleriot-SPAD S.33]] was introduced during the early 1920s.{{cite journal |date=7 July 1921 |title=The Spad "Berline" S.33''bis'' |journal=[[Flight (magazine)|Flight]] |volume=XIII |issue=27 |id=No. 654 |pages=460–462 |url=http://www.flightglobal.com/pdfarchive/view/1921/1921%20-%200460.html |access-date=26 April 2012 }} It was commercially successful, initially serving the Paris-[[London]] route, and later on [[Europe|continental]] routes. The enclosed cabin could carry four passengers with an extra seat in the cockpit. It was further developed into the [[Blériot-SPAD S.46]]. Throughout the 1920s, companies in Britain and France were at the forefront of the civil airliner industry.{{cite web|url=http://www.brighthub.com/science/aviation/articles/64406.aspx |first=Jason C. |last=Chavis |editor-first=Laurie |editor-last=Patsalides |title=From Civilian to Military: All About 1920 Airplanes |publisher=Brighthub.com |date=19 May 2011 |access-date=18 March 2013}} [32] => [33] => By 1921, the capacity of airliners needed to be increased to achieve more favourable economics. The English company [[de Havilland]], built the 10-passenger [[de Havilland Doncaster|DH.29]] monoplane,Jackson 1973, {{page needed|date=December 2020}}. while starting work on the design of the DH.32, an eight-seater [[biplane]] with a more economical but less powerful [[Rolls-Royce Eagle]] engine.Jackson 1987, pp. 508–525. For more capacity, DH.32 development was replaced by the [[De Havilland DH.34|DH.34]] biplane, accommodating 10 passengers.{{cite magazine |title=British Air Travellers Increasing |magazine=Flight |issue=18 August 1923 |page=474 |url=http://www.flightglobal.com/pdfarchive/view/1922/1922%20-%200474.html}} A commercially successful aircraft, [[Daimler Airway]] ordered a batch of nine. [34] => [35] => The [[Ford Trimotor]] had two engines mounted on the wings and one in the nose, and a slabsided body, it carried eight passengers and was produced from 1925 to 1933. It was an important early airliner in America. It was used by the predecessor to [[Trans World Airlines]], and by other airlines long after production ceased. The Trimotor helped to popularise numerous aspects of modern aviation infrastructure, including paved [[runway]]s, [[airport terminal|passenger terminals]], [[hangar]]s, [[airmail]], and [[radio navigation]].Herrick, Greg A. {{Cite web |url=http://fordtri-motor.com/pdf/Trimotorx3WEB2.pdf |title=The Amazing Story of America's Oldest Flying Airliner |access-date=4 April 2019 |archive-url=https://web.archive.org/web/20170628104542/http://fordtri-motor.com/pdf/Trimotorx3WEB2.pdf |archive-date=2017-06-28 |url-status=bot: unknown }} ''fordtri-motor.com'', Yellowstone Aviation, Inc (Jackson, Wyoming), 2004. Retrieved: 4 April 2019.[https://books.google.com/books?id=u-IDAAAAMBAJ&dq=Popular+Mechanics+1931+curtiss&pg=PA290 "Plane Carries Mail In Wing To Increase Load"(photo of under wing cargo carriers).] ''Popular Mechanics'', February 1931. [[Pan Am]] opened up transoceanic service in the late 1920s and early 1930s, based on a series of large seaplanes – the [[Sikorsky S-38]] through [[Sikorsky S-42]].{{cite book |last1=Johnson |first1=E.R. |title=American flying boats and amphibious aircraft : an illustrated history |date=2009 |publisher=McFarland & Co. |location=Jefferson, N.C. |isbn=978-0786439744 |pages=72–74}}Daley, Robert, An American Saga, 1980, Random House, New York, {{ISBN|039450223X}}, pp. 103-110. [36] => [37] => By the 1930s, the airliner industry had matured and large consolidated national airlines were established with regular international services that spanned the globe, including [[Imperial Airways]] in Britain, [[Lufthansa]] in Germany, KLM in the Netherlands, and [[United Airlines]] in America. Multi-engined aircraft were now capable of transporting dozens of passengers in comfort.{{cite web|url=https://www.scribd.com/doc/29214178/World-Airliners-1913-to-1939 |title=World Airliners 1913 to 1939 |publisher=Scribd.com |date=31 March 2010 |access-date=18 March 2013}} [38] => [39] => During the 1930s, the British [[de Havilland Dragon]] emerged as a short-haul, low-capacity airliner. Its relatively simple design could carry six passengers, each with {{cvt|45|lb|kg}} of luggage, on the London-Paris route on a fuel consumption of 13 gal (49 L) per hour.Jackson 1973, p. 122. The DH.84 Dragon entered worldwide service. During early August 1934, one performed the first non-stop flight between the Canadian mainland and Britain in 30 hours 55 minutes, although the intended destination had originally been [[Baghdad]] in [[Iraq]].{{sfn|Riding|1980|p=289}}Lewis 1971, p. 265. British production of the Dragon ended in favour of the [[de Havilland Dragon Rapide]], a faster and more comfortable successor.Moss 1966, p. 3. [40] => [41] => By November 1934, series production of the Dragon Rapide had commenced.Moss 1966, p. 4. De Havilland invested into advanced features including elongated rear windows, cabin heating, thickened wing tips, and a strengthened airframe for a higher gross weight of {{cvt|5500|lb|kg}}.Moss 1966, p. 5. Later aircraft were amongst the first airliners to be fitted with [[Flap (aeronautics)|flap]]s for improved landing performance, along with downwards-facing recognition light and metal propellers, which were often retrofitted to older aircraft.Moss 1966, p. 6. It was also used in military roles;Moss 1966, p. 4. civil Dragon Rapides were [[Impressment|impressed]] into military service during the [[Second World War]].Moss 1966, pp. 6-7. [42] => [43] => [[File:Douglas C-47A Skytrain (DC-3), KLM - Royal Dutch Airlines (DDA Classic Airlines) AN2107554.jpg|thumb|The [[Douglas DC-3]] appeared in 1935]] [44] => Metal airliners came into service in the 1930s. In the United States, the [[Boeing 247]],[http://www.boeing.com/history/boeing/m247.html "Model 247 Commercial Transport."] {{webarchive |url=https://web.archive.org/web/20080118012758/http://www.boeing.com/history/boeing/m247.html |date=18 January 2008 }} ''boeing.com,'' 2009. Retrieved: 14 June 2010. and the 14-passenger [[Douglas DC-2]],[https://books.google.com/books?id=yN8DAAAAMBAJ&dq=Popular+Science+1935+plane+%22Popular+Mechanics%22&pg=PA213 "Douglas tells secrets of speed."] ''Popular Mechanics'', February 1935. flew during the first half of the decade, while the more powerful, faster, 21–32 passenger [[Douglas DC-3]] first appeared in 1935. DC-3s were produced in quantity for the [[Second World War]] and were sold as surplus afterward, becoming widespread within the commercial sector. It was one of first airliners to be profitable without the support of postal or government subsidies.{{cite journal | last1 = Mellberg | first1 = William F | year = 2003 | title = TRANSPORTATION REVOLUTION | journal = Mechanical Engineering | volume = 125 | pages = 22–25 }}{{cite magazine |author=Kathleen Burke |date=April 2013 |url=http://www.smithsonianmag.com/history/how-the-dc-3-revolutionized-air-travel-5444300/?no-ist |title=How the DC-3 Revolutionized Air Travel|magazine=[[Smithsonian (magazine)|Smithsonian]]}} [45] => [46] => Long-haul flights were expanded during the 1930s as Pan American Airways and Imperial Airways competed on [[Transatlantic flight|transatlantic travel]] using fleets of [[flying boat]]s, such as the British [[Short Empire]] and the American [[Boeing 314]].Bogash, Robert A. [http://rbogash.com/B314.html "In Search of an Icon: The Hunt for a Boeing B-314 Flying Boat, Pan American NC18601 – the Honolulu Clipper"] ''rbogash.com.'' Retrieved: 31 July 2011. Imperial Airways' order for 28 Empire flying boats was viewed by some as a bold gamble. At the time, flying boats were the only practical means of building aircraft of such size and weight as land-based aircraft would have unfeasibly poor field performance.Norris 1966, p. 3. One Boeing 314, [[Extended flight of Pan American NC18602|registration NC18602]], became the first commercial plane to circumnavigate the globe during December 1941 and January 1942.{{cite web|last1=Bull|first1=John|title=The Long Way Round: The Plane that Accidentally Circumnavigated the World|url=https://medium.com/lapsed-historian/the-long-way-round-the-plane-that-accidentally-circumnavigated-the-world-c04ca734c6bb|website=Lapsed Historian|publisher=Medium.com|date=August 2014|access-date=6 September 2020}} [47] => [48] => ===The postwar era=== [49] => {{main|Jet airliner}} [50] => [51] => ====United Kingdom==== [52] => [[File:Comet Prototype at Hatfield.jpg|thumb|right|Prototype of the [[de Havilland Comet]] in 1949, the first jet airliner in the world]] [53] => In the United Kingdom, the [[Brabazon Committee]] was formed in 1942 under [[John Moore-Brabazon, 1st Baron Brabazon of Tara]] to forecast advances in aviation technology and the air transport needs of the postwar [[British Empire]] (in South Asia, Africa, and the Near and [[Far East]]) and Commonwealth ([[Australia]], [[Canada]], [[New Zealand]]).Masefield and Gunston, 2002, p. 82.Phipp 2007, p. 17. For British use, multi-engine aircraft types were allegedly split between the US for [[military transport aircraft]] and the UK for [[heavy bomber]]s.{{citation needed|date=December 2020}} That such a policy was suggested or implemented have been disputed, at least by [[Sir Peter Masefield]].Masefield and Gunston, 2002, p. 97. British aircraft manufacturers were tied up to fulfill military requirements, and had no free capacity to address other matters though the war.https://www.flightglobal.com/pdfarchive/view/1942/1942%20-%202664.html {{Dead link|date=February 2022}} [54] => [55] => The committee final report pushed four designs for the state-owned airlines [[British Overseas Airways Corporation]] (BOAC) and later [[British European Airways]] (BEA): three piston-powered aircraft of varying sizes, and a [[jet engine|jet-powered]] 100-seat design at the request of [[Geoffrey de Havilland]], involved in the first jet fighters development. [56] => [57] => After a brief contest, the Type I design was given to the [[Bristol Aeroplane Company]], building on a "100 ton [[bomber]]" submission.Barnes 1964, pp. 324-325. This evolved into the [[Bristol Brabazon]] but this project folded in 1951 as BOAC lost interest and the first aircraft needed a costly wing re-design to accommodate the [[Bristol Proteus]] engine.Phipp 2007, pp. 67-69. [58] => [59] => The Type II was split between the [[de Havilland Dove]] and [[Airspeed Ambassador]] conventional piston designs,Phipp 2007, pp. 75-77. and the [[Vickers]] model powered by newly developed [[turboprop]]s: first flown in 1948, the [[Vickers Viscount|VC.2 Viceroy]] was the first turboprop design to enter service;Phipp 2007, p. 81. a commercial success with 445 Viscounts built.Andrews and Morgan 1988, p. 537. The Type III requirement led to the conventional [[Avro Tudor]] and the more ambitious [[Bristol Britannia]], although both aircraft suffered protracted developments,Barnes 1964, pp. 347-348. with the latter entering service with BOAC in February 1957, over seven years following its order.Phipp 2007, pp. 105-109. [60] => [61] => The jet-powered Type IV became the [[de Havilland Comet]] in 1949. It featured an aerodynamically clean design with four [[de Havilland Ghost]] turbojet engines buried in the wings, a pressurised fuselage, and large square windows. On 2 May 1952, the Comet took off on the world's first [[jetliner]] flight carrying fare-paying passengers and simultaneously inaugurated scheduled service between London and Johannesburg.[http://news.bbc.co.uk/onthisday/hi/dates/stories/may/2/newsid_2480000/2480339.stm "On This Day: Comet inaugurates the jet age."] ''BBC News,'' 2 May 1952. Retrieved 26 April 2012.Cookman, Aubrey O. Jr. [https://books.google.com/books?id=WNwDAAAAMBAJ&pg=PA90 "I Rode The First Jet Airliner."] ''Popular Mechanics'', July 1952, pp. 90–94. Retrieved 26 April 2012. However, roughly one year after introduction, three Comets broke up mid-flight due to airframe [[Fatigue (material)|metal fatigue]], not well understood at the time.{{citation|doi=10.1016/S1350-6307(97)00005-8|title=Fatigue Failure of the de Havilland Comet I|journal=Engineering Failure Analysis|volume=4|issue=2|page=147|year=1997|last1=Withey|first1=P.A}}[http://www.flightglobal.com/pdfarchive/view/1954/1954%20-%200130.html "B.O.A.C. Comet Lost: Services Suspended."] ''Flight,'' January 1954, p. 58. Retrieved 26 April 2012. The Comet was grounded and tested to discover the cause, while rival manufacturers heeded the lessons learned while developing their own aircraft.Faith 1996, p. 72. The improved Comet 2 and the prototype Comet 3 culminated in the redesigned Comet 4 series which debuted in 1958 and had a productive career over 30 years, but sales never fully recovered.Phipp 2007, pp. 93-97.Jackson 1987, pp. 464-465. [62] => [63] => By the 1960s, the UK had lost the airliner market to the US due to the Comet disaster and a smaller domestic market, not regained by later designs like the [[BAC 1-11]], [[Vickers VC10]], and [[Hawker Siddeley Trident]]. The STAC committee was formed to consider [[supersonic]] designs and worked with Bristol to create the [[Bristol 223]], a 100-passenger transatlantic airliner. The effort was later merged with similar efforts in France to create the [[Concorde]] supersonic airliner to share the cost.{{cite book| last =Hamilton-Paterson| first =James| title =Empire of the Clouds: When Britain's Aircraft Ruled the World| publisher =Faber & Faber| edition =1St edition reprint|year=2010| page =304| isbn =978-0571247943}} [64] => [65] => ====United States==== [66] => [[File:6609-UAL-DC-6-NorthRampStapletonDEN.jpg|thumb|[[United Airlines]] [[Douglas DC-6|DC-6]], Stapleton Airport, Denver, September 1966]] [67] => The first batch of the [[Douglas DC-4]]s went to the U.S. Army and Air Forces,{{when|date=December 2020}} and was named the [[Douglas C-54 Skymaster|C-54 Skymaster]]. Some ex-military DC-6s were later converted into airliners, with both passenger and cargo versions flooding the market shortly after the war's end. Douglas also developed a pressurized version of the DC-4, which it designated the [[Douglas DC-6]]. Rival company Lockheed produced the [[Lockheed Constellation|Constellation]], a triple-tailed aircraft with a wider fuselage than the DC-4. [68] => [69] => The [[Boeing 377 Stratocruiser]] was based on the [[Boeing C-97 Stratofreighter|C-97 Stratofreighter]] military transport, it had a double deck and a pressurized fuselage. [70] => [71] => Convair produced the [[Convair CV-240 family|Convair 240]], a 40-person pressurized airplane; 566 examples flew. Convair later developed the [[Convair CV-240 family|Convair 340]], which was slightly larger and could accommodate between 44 and 52 passengers, of which 311 were produced. The firm also commenced work on the [[Convair Model 37|Convair 37]], a relatively large double-deck airliner that would have served trans[[continent]]al routes; however, the project was abandoned due to a lack of customer demand and its high development costs.{{cite web |url = https://simpleflying.com/convair-model-37/ |title = The Convair Model 37 – The 1950s Airbus A380 That Never Was |publisher = simpleflying.com |first = Pranjal |last = Pande |date = 21 December 2020}} [72] => [73] => Rival planes include the [[Martin 2-0-2]] and [[Martin 4-0-4]], but the 2-0-2 had safety concerns and was unpressurized, while the 4-0-4 only sold around 100 units.Jarrett, Philip. eds. Modern Air Transport: Worldwide Air Transport from 1945 to the Present. London: Putnam, 2000. [74] => [75] => During the postwar years, engines became much larger and more powerful, and safety features such as deicing, navigation, and weather information were added to the planes. American planes were allegedly more comfortable and had superior flight decks than those produced in Europe.{{page needed|date=December 2020}} [76] => [77] => ====France==== [78] => In 1936, the French Air Ministry requested transatlantic flying boats that could hold at least 40 passengers, leading to three [[Latécoère 631]]s introduced by [[Air France]] in July 1947.{{cite magazine |title=Latécoère 631 |magazine=Aeroplane |issue=January 2014 |pages=102–03 |publisher=Kelsey Publishing |location=Cudham |issn=0143-7240}} However, two crashed and the third was removed from service over safety concerns. The [[SNCASE Languedoc]] was the first French post-war airliner. Accommodating up to 44 seats, 40 aircraft were completed for Air France between October 1945 and April 1948.Chillon, 1980, pp. 31-33. Air France withdrew the last Languedoc from its domestic routes in 1954, being replaced by later designs.{{cite magazine |title=LANGUEDOC - France's first post-war airliner |first=Barry |last=Wheeler |magazine=Aeroplane |issue=April 2014 |pages=22–28 |publisher=kelsey Media |location=Cudham |issn=0143-7240}} First flying in February 1949, the four-engined [[Breguet Deux-Ponts]] was a double-decker transport for passengers and cargo. Air France used it on its busiest routes, including from [[Paris-Charles de Gaulle Airport|Paris]] to the Mediterranean area and to [[London Heathrow Airport|London]].{{cite magazine |last1=Hirst |first1=Mike |year=2009 |title=Double-Decker Déja-vu |magazine=Aeroplane |issue=December 2009 |pages=72–76 }} [79] => [80] => [[File:Sud SE-210 Caravelle III, F-BHRS, Air France Manteufel-1.jpg|thumb|A [[Sud-Aviation Caravelle]]]] [81] => The [[Sud-Aviation Caravelle]] was developed during the late 1950s as the first short range jet airliner. The nose and cockpit layout were licensed from the [[de Havilland Comet]], along with some fuselage elements.{{cite book |last1=López Ortega |first1=Antonio |title=Reactores comerciales: Dibujos del autor |year=1999 |publisher=Agualarga |location=Madrid |language=es |isbn=978-84-95088-87-1 |oclc=47809267}} Entering service in mid 1959, 172 Caravelles had been sold within four years and six versions were in production by 1963.Dougal 1963, p. 456-457. Sud Aviation then focused its design team on a Caravelle successor. [82] => [83] => The [[Sud Aviation Super-Caravelle|Super-Caravelle]] was a [[supersonic transport]] project of similar size and range to the Caravelle. It was merged with the similar [[Bristol Aeroplane Company]] project into the Anglo-French [[Concorde]]. The Concorde entered service in January 1967 as the second and last commercial [[supersonic transport]],Gordon and Rigmant 2005, {{page needed|date=December 2020}}{{Cite web |last=Melik-Karamov [Мелик-Карамов] |first=Vitaly [Виталий] |url=http://www.ropnet.ru/ogonyok/win/200003/03-26-31.html |title=Life and Death of the Tu-144, [Жизнь и смерть самолёта Ту-144] |publisher=Flame [Огонёк] |series=No. 3 |date=January 2000 |archive-url=https://web.archive.org/web/20001115093200/http://www.ropnet.ru/ogonyok/win/200003/03-26-31.html |archive-date=15 November 2000}} after large overruns and delays, costing £1.3 billion.[https://books.google.com/books?id=F2D_CAAAQBAJ&pg=PA3 New Design Concepts for High Speed Air Transport] edited by H. Sobieczky (1997). All subsequent French airliner efforts were part of the [[Airbus]] pan-European initiative. [84] => [85] => ====USSR==== [86] => Soon after the war, most of the Soviet fleet of airliners consisted of DC-3s or [[Lisunov Li-2]]s. These planes were in desperate need of replacement, and in 1946, the [[Ilyushin Il-12]] made its first flight. The Il-12 was very similar in design to American Convair 240, except was unpressurized. In 1953, the [[Ilyushin Il-14]] made its first flight, and this version was equipped with much more powerful engines. The main contribution that the Soviets made in regards to airliners was the [[Antonov An-2]]. This plane is a biplane, unlike most of the other airliners, and sold more units than any other transport plane. [87] => [88] => ==Types== [89] => [90] => ===Narrow-body airliners=== [91] => [[File:Airbus A320-200 Airbus Industries (AIB) "House colors" F-WWBA - MSN 001 (10276181983).jpg|thumb|The [[Airbus A320 family]] is the most ordered [[narrow-body aircraft]]]] [92] => [93] => The most common airliners are the [[narrow-body aircraft]], or single-aisles. [94] => The earliest [[jet airliner]]s were narrowbodies: the initial [[de Havilland Comet]], the [[Boeing 707]] and its competitor the [[Douglas DC-8]]. [95] => They were followed by smaller models : the [[Douglas DC-9]] and its [[MD-80]]/[[MD-90]]/[[Boeing 717]] derivatives; the [[Boeing 727]], [[Boeing 737|737]] and [[Boeing 757|757]] using the 707 cabin cross-section; or the [[Tupolev Tu-154]], [[Ilyushin Il-18]], and the [[Ilyushin Il-62]]. [96] => [97] => Currently produced narrow-body airliners include the [[Airbus A220]], [[Airbus A320 family|A320 family]], [[Boeing 737]], [[Embraer E-Jet family]] and [[Comac C919]], generally used for [[Flight length|medium-haul flights]] with 100 to 240 passengers. [98] => They could be joined by the in-development [[Irkut MC-21]]. [99] => [100] => ===Wide-body airliners=== [101] => [[File:Boeing 747 rollout (3).jpg|thumb|The first [[wide-body aircraft]], the [[Boeing 747]], rolled out in September 1968]] [102] => [103] => The larger [[wide-body aircraft]], or twin-aisle as they have two separate aisles in the cabin, are used for long-haul flights. [104] => The first was the [[Boeing 747]] quadjet, followed by the trijets: the [[Lockheed L-1011]] and the [[Douglas DC-10]], then its [[MD-11]] stretch. [105] => Then other quadjets were introduced: the [[Ilyushin Il-86]] and [[Ilyushin Il-96|Il-96]], the [[Airbus A340]] and the double-deck [[Airbus A380|A380]]. [106] => Twinjets were also put into service: the [[Airbus A300]]/[[Airbus A310|A310]], [[Airbus A330|A330]] and [[Airbus A350|A350]]; the [[Boeing 767|767]], [[Boeing 777|777]] and [[Boeing 787|787]]. [107] => [108] => ===Regional aircraft=== [109] => [[File:Lufthansa CityLine, Canadair CRJ-700, D-ACPQ (14003297897).jpg|thumb|Over 1,800 [[Bombardier CRJ]]s have been delivered]] [110] => [111] => [[Regional airliner]]s seat fewer than 100 passengers. [112] => These smaller aircraft are often used to feed traffic at large [[airline hub]]s to larger aircraft operated by the major [[mainline (flight)|mainline carriers]], [[legacy carriers]], or [[flag carrier]]s; often sharing the same livery. [113] => [[Regional jet]]s include the [[Bombardier CRJ100/200]] and [[Bombardier CRJ700 series]], or the [[Embraer ERJ family]]. [114] => Currently produced [[turboprop]] regional airliners include the [[Dash-8]] series, and the [[ATR 42]]/[[ATR 72|72]]. [115] => [116] => ===Commuter aircraft=== [117] => [[File:1900C envol.jpg|thumb|[[Beechcraft 1900]], short-range commuter aircraft]] [118] => [119] => [[Light aircraft]] can be used as small commuter airliners, or as [[air taxi]]s. [120] => Twin turboprops carrying up to 19 passengers include the [[Beechcraft 1900]], [[Fairchild Metro]], [[Jetstream 31]], [[DHC-6 Twin Otter]] and [[Embraer EMB 110 Bandeirante]]. [121] => Smaller airliners include the single-engined turboprops like the [[Cessna Caravan]] and [[Pilatus PC-12]]; or twin piston-powered aircraft made by [[Cessna]], [[Piper Aircraft|Piper]], [[Britten-Norman]], and [[Beechcraft]]. [122] => They often lack [[Aircraft lavatory|lavatories]], stand-up cabins, [[pressurization]], [[Galley (kitchen)|galleys]], overhead storage bins, reclining seats, or a [[flight attendant]]. [123] => [124] => ==Engines== [125] => Until the beginning of the [[Jet Age]], [[piston engine]]s were common on [[propliner]]s such as the Douglas DC-3. Nearly all modern airliners are now powered by [[gas turbine|turbine]] engines, either [[turbofan]]s or [[turboprop]]s. Gas turbine engines operate efficiently at much higher altitudes, are more reliable than piston engines, and produce less vibration and noise. The use of a common fuel type – kerosene-based jet fuel – is another advantage. [126] => [127] => ==Airliner variants== [128] => Some variants of airliners have been developed for carrying freight or for luxury [[business jet|corporate use]]. Many airliners have also been modified for government use as [[Very Important Person|VIP]] transports and for military functions such as airborne tankers (for example, the [[Vickers VC10]], [[Lockheed L-1011]], [[Boeing 707]]), air ambulance ([[United States Air Force|USAF]]/[[United States Navy|USN]] [[McDonnell Douglas DC-9]]), [[Aerial reconnaissance|reconnaissance]] ([[Embraer ERJ 145 family|Embraer ERJ 145]], [[Saab 340]], and [[Boeing 737]]), as well as for troop-carrying roles. [129] => [130] => ==Configuration== [131] => Modern jetliners are usually low-wing designs with two engines mounted underneath the [[swept wing]]s, while [[turboprop]] aircraft are slow enough to use straight wings. Smaller airliners sometimes have their engines mounted on either side of the rear fuselage. Numerous advantages and disadvantages exist due to this arrangement.{{cite web| last = Kroo| first = Ilan| title = Engine Placement| work = AA241 Introduction to Aircraft Design: Synthesis and Analysis| publisher = Stanford University| date = January 19, 2006| url = http://rahauav.com/Library/Design-performance/Aircraft%20Design,%20synthesis%20and%20analysis.pdf| access-date = February 12, 2012| archive-date = September 21, 2018| archive-url = https://web.archive.org/web/20180921085902/http://rahauav.com/Library/Design-performance/Aircraft%20Design,%20synthesis%20and%20analysis.pdf| url-status = dead}} Perhaps the most important advantage to mounting the engines under the wings is that the total aircraft weight is more evenly distributed across the wingspan, which imposes less [[bending moment]] on the wings and allows for a lighter wing structure. This factor becomes more important as aircraft weight increases, and no in-production airliners have both a maximum takeoff weight more than 50 tons and engines mounted on the fuselage. The [[Antonov An-148]] is the only in-production jetliner with high-mounted wings (usually seen in [[military transport aircraft]]), which reduces the risk of damage from unpaved runways. [132] => [133] => Except for a few experimental or military designs, all aircraft built to date have had all of their weight [[Lift (force)|lifted]] off the ground by airflow across the wings. In terms of [[aerodynamics]], the fuselage has been a mere burden. [[NASA]] and [[Boeing]] are currently developing a [[blended wing body]] design in which the entire airframe, from wingtip to wingtip, contributes lift. This promises a significant gain in [[Fuel efficiency in transportation|fuel efficiency]].{{cite web | title =Blended Wing Body Feature | publisher =NASA | date =17 April 2013 | url =http://www.nasa.gov/topics/aeronautics/features/bwb_main.html | access-date =18 January 2016 | archive-date =8 July 2017 | archive-url =https://web.archive.org/web/20170708114009/https://www.nasa.gov/topics/aeronautics/features/bwb_main.html | url-status =dead }} [134] => [135] => ==Current manufacturers== [136] => [[File:Boeing 767 Nose Section.jpg|thumb|Assembly of a [[Boeing 767]] nose section]] [137] => The major manufacturers with [[large aircraft]] airliners currently in production include: [138] => * [[Airbus]] (France/Germany/Spain/United Kingdom/Canada) [139] => * [[Antonov]] (Ukraine) [140] => * [[ATR Aircraft]] (France/Italy) [141] => * [[Boeing]] (United States) [142] => * [[Comac]] (China) [143] => * [[De Havilland Canada]] (Canada) [144] => * [[Embraer]] (Brazil) [145] => * [[Irkut Corporation]] ([[United Aircraft Corporation|UAC]], Russia, includes [[Sukhoi]]) [146] => * [[Xi'an Aircraft Industrial Corporation]] (China) [147] => [148] => The narrow-body and wide-body airliner market is dominated by Airbus and Boeing, and the [[regional airliner]] market is shared between [[ATR Aircraft]], [[De Havilland Canada]], and [[Embraer]]. [149] => [150] => Setting up a reliable [[customer support]] network, ensuring uptime, availability and support 24/7 and anywhere, is critical for the success of airliner manufacturers. [151] => [[Boeing and Airbus]] are ranked 1 and 2 in customer satisfaction for aftermarket support by a survey by [[Aviation Week & Space Technology|Inside MRO]] and [[Air Transport World]], and this is a reason why [[Mitsubishi Aircraft Corporation]] purchased the [[Bombardier CRJ]] program. [152] => It is an [[entry barrier]] for new entrants like the [[Xian MA700]] and [[Comac C919]], with no credible previous experience with the [[MA60]], or the [[Irkut MC-21]] after the [[Sukhoi Superjet 100]].{{cite news |url= https://aviationweek.com/commercial-aviation/customer-support-jetliner-industry-s-biggest-challenge |title= Customer Support: The Jetliner Industry's Biggest Challenge |date= Jul 17, 2019 |author= Kevin Michaels |work= Aviation Week & Space Technology}} [153] => [154] => ==Notable airliners== [155] => [[File:Development of long haul airliners.png|thumb|Development of the capabilities of long-haul airliners shown by some notable ones]] [156] => [157] => * [[Boeing 247]] – the first modern airliner, with all-metal construction and [[retractable landing gear]] [158] => * [[Douglas DC-3]] – very widespread, still serving [159] => * [[Boeing 307 Stratoliner]] – the first with a [[pressurized cabin]] [160] => * [[Douglas DC-6]] – derived from the [[Douglas DC-4]] [161] => * [[Boeing 377]]- developed from the [[C-97 Stratofreighter]] [162] => * [[Vickers Viscount]] – the first [[turboprop]] airliner [163] => * [[Lockheed Constellation]] – one of the largest propeller-driven airliners [164] => * [[Antonov An-2]] – a single engine biplane, a widespread large [[utility aircraft]] [165] => [166] => ===Notable jetliners=== [167] => [[File:De Havilland DH-106 Comet 4C, UK - Air Force AN1476165.jpg|thumb|[[De Havilland Comet]] – the first [[jetliner]]]] [168] => [169] => * [[De Havilland Comet]] – the first operational [[jetliner]], grounded by early crashes [170] => * [[Tupolev Tu-104]] – the first [[twinjet]], developed into the first [[turbofan]]-powered airliner, the [[Tupolev Tu-124]] [171] => * [[Boeing 707]] – the most successful early jetliner, along the less widespread [[Douglas DC-8]] [172] => * [[Sud Aviation Caravelle]] – the first jetliner with rear [[podded engine]]s, the configuration of the more widespread [[Douglas DC-9]] [173] => * [[Boeing 737]] – the most successful jet airliner by deliveries{{citation needed|reason=When?|date=March 2023}} [174] => * [[Tupolev Tu-144]] – the first operational [[supersonic transport]] in 1975, with passenger service 1977-78 [175] => * [[Concorde]] – the first supersonic airliner in passenger service, operating from 1976 to 2003; the first airliner with [[Fly-by-wire#Analog systems|fly-by-wire]] flight controls [176] => * [[Boeing 747]] – the first [[wide-body aircraft]] and first [[high-bypass turbofan]]-powered airliner, the largest passenger airliner until the A380 [177] => * [[McDonnell Douglas DC-10]] – the first [[trijet]] wide-body, along the later [[Lockheed L-1011 TriStar]] [178] => * [[Airbus A300]] – the first [[twinjet]] wide-body, followed by the [[Boeing 767]] [179] => * [[Airbus A320 family|Airbus A320]] – the first airliner with [[Digital systems#fly-by-wire|digital fly-by-wire]] flight controls, the most ordered jet airliner {{as of|November 2019|lc=on}}{{cite web [180] => | url = https://www.flightglobal.com/orders-and-deliveries/a320s-order-total-overtakes-737s-as-max-crisis-persists/135347.article [181] => | title = A320's order total overtakes 737's as Max crisis persists [182] => | last = Kaminski-Morrow [183] => | first = David [184] => | date = 2019-11-15 [185] => | website = Flight Global [186] => | publisher = DVV Media International Ltd [187] => | access-date = 2023-03-14 [188] => | archive-url = https://web.archive.org/web/20211026143931/https://www.flightglobal.com/orders-and-deliveries/a320s-order-total-overtakes-737s-as-max-crisis-persists/135347.article [189] => | archive-date =2021-10-26}} [190] => * [[Boeing 777]] – the largest twinjet [191] => * [[Airbus A380]] – full [[double-deck aircraft]], the largest passenger airliner [192] => * [[Boeing 787]] – the first airliner mostly constructed with [[composite materials]] [193] => [194] => ==In production aircraft== [195] => [196] => {| class="wikitable sortable" [197] => |+ Mainline airliners {{as of|November 2019|lc=on}}{{cite news |url= https://www.flightglobal.com/asset/25526 |title= World airliner directory - Mainliners |date= 6 Nov 2018 |author= Craig Hoyle |work= Flight Global}} [198] => ! Model [199] => ! data-sort-type="date" | First flight [200] => ! data-sort-type="number" | Net orders [201] => ! data-sort-type="number" | Deliveries [202] => ! data-sort-type="number" | Backlog [203] => ! data-sort-type="number" | MTOW (t) [204] => ! data-sort-type="number" |typ. seats [205] => ! data-sort-type="number" |Range (nmi) [206] => |- [207] => ! [[Airbus A220]] [208] => | 16/09/2013 || {{#expr:118+279}} || {{#expr:8+37}} || {{#expr:110+242}} || 60.8-67.6 || 116-141 || 2,950-3,200 [209] => |- [210] => ! [[Airbus A320 family]] (excl. A318) [211] => | 22/02/1987 || {{formatnum:{{#expr:1414+4753+1800+52+4092+1985}}}} || {{formatnum:{{#expr:1395+4642+1690+383+85}}}} || {{formatnum:{{#expr:19+111+110+52+3709+1900}}}} || 75.5-97 || 124-206 || 3,200-4,000 [212] => |- [213] => ! [[Airbus A330]]/[[A330neo]] [214] => | 02/11/1992 || {{formatnum:{{#expr:602+787+224}}}} || {{formatnum:{{#expr:582+751}}}} || {{#expr:20+36+224}} || 242-251 || 247-287 || 6,350-8,150 [215] => |- [216] => ! [[Airbus A350]] [217] => | 14/06/2013 || {{#expr:721+168}} || {{#expr:195+7}} || {{#expr:526+161}} || 280-316 || 325-366 || 8,100-8,400 [218] => |- [219] => ! [[Boeing 737 NG]]/[[737 MAX]] [220] => | 09/02/1997 || {{formatnum:{{#expr:1133+5013+557+63+2629+144+446+1462}}}} || {{formatnum:{{#expr:1133+4903+523+206+10}}}} || {{formatnum:{{#expr:110+34+63+2423+134+446+1462}}}} || 70.1-88.3 || 126-188 || 2,935-3,825 [221] => |- [222] => ! [[Boeing 767]]-300F [223] => | 20/06/1995 || 300 || 233 || 67 || 185 || || 3,255 [224] => |- [225] => ! [[Boeing 777]]-300ER/F/[[777X]] [226] => | 24/02/2003 || {{formatnum:{{#expr:830+200+53+263+10}}}} || {{#expr:793+146}} || {{#expr:37+54+53+263+10}} || 349.7-351 || 336-400 || 7,370-8,700 [227] => |- [228] => ! [[Boeing 787]] [229] => | 15/12/2009 || {{formatnum:{{#expr:439+770+168}}}} || {{#expr:349+373+6}} || {{#expr:90+397+165}} || 227.9-250.8 || 242-330 || 6,430-7,635 [230] => |} [231] => [232] => == Fleet == [233] => [234] => The airliner fleet went from 13,500 in 2000 to 25,700 in 2017: 16% to 30.7% in Asia/Pacific (2,158 to 7,915), 34.7% to 23.6% in USA (4,686 to 6,069) and 24% to 20.5% in Europe (3,234 to 5,272).{{cite news |url= https://www.airinsight.com/some-big-picture-thoughts/ |title= Some big picture thoughts |date= March 27, 2018 |author= Addison Schonland |work= AirInsight}} [235] => [236] => In 2018, there were 29,398 airliners in service: 26,935 passenger transports and 2,463 freighters, while 2,754 others were stored. [237] => The largest fleet was in Asia-Pacific with 8,808 (5% stored), followed by 8,572 in North America (10% stored), 7,254 in Europe (9% stored), 2,027 in Latin America, 1,510 in Middle East and 1,347 in Africa. [238] => Narrowbody are dominant with 16,235, followed by 5,581 Widebodies, 3,743 Turboprops, 3,565 Regional jets and 399 Others.{{cite web |url= https://www.flightglobal.com/news/articles/snapshot-commercial-fleet-summary-september-2018-451985/ |title= Commercial fleet summary September 2018 |author= Antoine Fafard |work= FlightGlobal |date= 18 Sep 2018}} [239] => [240] => {| class="wikitable sortable" [241] => |+ Largest in service mainline fleet {{as of|August 2017|lc=on}}{{cite web |url=https://www.flightglobal.com/news/articles/analysis-787-stars-in-annual-airliner-census-439552/ |title= 787 stars in annual airliner census |work= FlightGlobal |date= 14 August 2017}} [242] => ! Model !! 2018 !! 2017 !! 2016 !! 2015{{cite web |url= https://www.flightglobal.com/news/articles/analysis-flightglobal-airliner-census-reveals-fleet-428019/ |title= FlightGlobal airliner census reveals fleet developments |work= FlightGlobal |date= 8 August 2016}} [243] => |- [244] => | [[Airbus A320 family]] || {{formatnum:{{#expr:41+1292+4170+1629}}}} || 6,838 || 6,516 || 6,041 [245] => |- [246] => | [[Boeing 737 NG]] || {{formatnum:{{#expr:5+6366+2}}}} || 5,968 || 5,556 || 5,115 [247] => |- [248] => | [[Boeing 777]] || {{formatnum:{{#expr:143+1279}}}} || 1,387 || 1,319 || 1,258 [249] => |- [250] => | [[Airbus A330]] || {{formatnum:{{#expr:36+1233}}}} || 1,214 || 1,169 || 1,093 [251] => |- [252] => | [[Boeing 737 Classic]]/[[Boeing 737|original]] || {{#expr:256+472+20+9+21+24+4+12}} || 890 || 931 || 1,006 [253] => |- [254] => | [[Boeing 767]] || {{#expr:286+454}} || 744 || 738 || 762 [255] => |- [256] => | [[Boeing 787]] || 696 || 554 || 422 || 288 [257] => |- [258] => | [[Boeing 757]] || {{#expr:299+363+7}} || 689 || 688 || 737 [259] => |- [260] => | [[Boeing 717]]/MD-80/90/DC-9 || {{#expr:148+13+272+51+28+4}} || 607 || 653 || 668 [261] => |- [262] => | [[Boeing 747]] || {{#expr:287+182+6}} || 489 || 503 || 558 [263] => |- [264] => [265] => |} [266] => [267] => {| class="wikitable sortable" [268] => |+ Largest in service regional fleet {{as of|August 2017|lc=on}} [269] => ! Model !! 2018 !! 2017 !! 2016 !! 2015 [270] => |- [271] => | [[Embraer E-jets]] || {{formatnum:{{#expr:165+536+504+153}}}} || 1,235 || 1,140 || 1,102 [272] => |- [273] => | [[ATR (aircraft manufacturer)|ATR]]42/72 || {{#expr:41+185+6+69+686+2+5}} || 950 || 913 || 886 [274] => |- [275] => | [[Bombardier Q400]] || rowspan=2 | {{#expr:12+932+3+9}} || 506 || 465 || 451 [276] => |- [277] => | [[Bombardier Dash 8]]-100/200/300 || 374 || 395 || 424 [278] => |- [279] => | [[Bombardier CRJ700]]/900/1000 || {{#expr:288+425+62}} || 762 || 747 || 696 [280] => |- [281] => | [[Bombardier CRJ100]]/200 || {{#expr:11+504}} || 516 || 557 || 558 [282] => |- [283] => | [[Embraer ERJ 145 family]] || {{#expr:42+59+430}} || 454 || 528 || 606 [284] => |- [285] => | [[Beechcraft 1900]]-100/200/300 || {{#expr:86+332+2}} || 328 || 338 || 347 [286] => |- [287] => | [[de Havilland Canada DHC-6 Twin Otter]] || {{#expr:329+1}} || 270 || 266 || 268 [288] => |- [289] => | [[Saab 340]] || {{#expr:40+170+5}} || 225 || 231 || 228 [290] => |} [291] => [292] => By the end of 2018, there were 1,826 parked or in storage jetliners out of 29,824 in service (6.1%): 1,434 narrowbodies and 392 widebodies, down from 9.8% of the fleet at the end of 2012 and 11.3% at the end of 2001.{{cite news |url= http://www.aircraftvaluenews.com/parked-aircraft-continue-to-below-7-of-the-fleet-2852018/ |title= Parked Aircraft Continue to Below 7% of the Fleet – 28/5/2018 |author= Aircraft Value News |date= May 13, 2019}} [293] => [294] => == Market == [295] => [296] => Since it began, the [[jet airliner]] market had a recurring pattern of seven years of growth followed by three years of deliveries falling 30–40%, except a steady growth from 2004 due to the [[Economic history of China (1949–present)#From 2001|economic rise of China]] going from 3% of world market in 2001 to 22% in 2015, expensive [[jet fuel]] till 2014 stimulating old jets replacement allowed by low [[interest rate]]s since 2008, and strong [[airline]] passenger demand since.{{cite news |url= http://aviationweek.com/commercial-aviation/opinion-have-jetliners-escaped-boom-bust-cycle |title= Opinion: Have Jetliners Escaped The Boom-Bust Cycle? |date= Sep 22, 2017 |author= Richard Aboulafia |work= Aviation Week & Space Technology}} [297] => In 2004, 718 Airbus and Boeings were delivered, worth $39.3 billion; 1,466 are expected in 2017, worth $104.4 billion: a growth by 3.5 from 2004 to 2020 is unprecedented and highly unusual for any mature market.{{cite news |url= http://aviationweek.com/commercial-aviation/opinion-great-jetliner-ramp-perspective |title= Opinion: The Great Jetliner Ramp-up In Perspective |date= Dec 22, 2017 |author= Richard Aboulafia |work= Aviation Week & Space Technology}} [298] => [299] => {| class="wikitable sortable" style="text-align: center" [300] => ! rowspan=2 | Manufacturer [301] => ! colspan=4 | 2016 orders and deliveries{{cite web |url= https://www.flightglobal.com/asset/15876 |title= Fleet Watch 2017: commercial aircraft orders and deliveries for 2016 |work= FlightGlobal |date= 7 March 2017}} [302] => |- [303] => ! deliveries !! values ($bn) !! net orders !! backlog [304] => |- [305] => | Boeing || 726 || 57.8 || 563 || 5,660 [306] => |- [307] => | Airbus || 685 || 45.5 || 711 || 6,845 [308] => |- [309] => | Embraer || 108 || 2.9 || 39 || 444 [310] => |- [311] => | Bombardier || 81 || 1.9 || 162 || 437 [312] => |- [313] => | ATR || 73 || 1.5 || 36 || 236 [314] => |- [315] => | Other || 31 || 0.5 || 72 || 1,080 [316] => |- [317] => | Total || 1,704 || 110.1 || 1,583 || 14,702 [318] => |} [319] => [320] => In 2016, the deliveries went for 38% in Asia-Pacific, 25% in Europe, 22% in North America, 7% in Middle East, 6% in South America and 2% in Africa. 1,020 narrowbodies were delivered and their backlog reach {{#expr:5635+3593+835+348+305+175}}: 4,991 A320neo, {{#expr:5635-4991}} A320ceo; 3,593 737 Max, 835 737NG, 348 CSeries, 305 C919 and 175 MC-21; while 398 widebodies were delivered : 137 Dreamliners and 99 B777 for [321] => Boeing (65%) against 63 A330 and 49 A350 for Airbus, more than 2,400 widebodies were in backlog, led by the A350 with 753 (31%) then the Boeing 787 with 694 (28%). [322] => [323] => The most important driver of orders is airline [[profitability]], itself driven mainly by world [[GDP growth]] but also [[supply and demand]] balance and [[oil price]]s, while new programmes by [[Airbus and Boeing]] help to stimulate aircraft demand. [324] => In 2016, 38% of the 25 years old airliners had been retired, 50% of the 28 years old : there will be 523 aircraft reaching 25 years old in 2017, 1,127 in 2026 and 1,628 in 2041. [325] => Deliveries rose by 80% from 2004 to 2016, they represented 4.9% of the fleet in 2004 and 5.9% in 2016, down from 8% previously.{{cite news |url= https://centreforaviation.com/insights/analysis/aircraft-manufacturers-embrace-the-consumer-societys-values-of-built-in-obsolescence-348494 |date= 20 Jun 2017 |title= Aircraft manufacturers embrace the consumer society's values of built-in obsolescence |work= CAPA center for aviation}} [326] => Oil prices and [[airshow]] orders are trending together.{{cite news |url= https://www.aircraftinteriorsinternational.com/industry-opinion/so-how-successful-was-farnborough-international-airshow-2018.html |title= So how successful was Farnborough International Airshow 2018? |author= IBA Consultants |work= Aircraft Interiors |date= Aug 1, 2018}} [327] => [328] => In 2020, deliveries were down by more than 50% compared to 2019 due to the [[impact of the COVID-19 pandemic on aviation]], after 10 years of growth.{{cite news |url= https://www.flightglobal.com/opinion/looking-past-the-pandemic-to-gauge-future-fleets/141738.article |title= Looking past the pandemic to gauge future fleets |author= Chris Seymour |date= 23 December 2020 |work= Flightglobal}} [329] => [330] => [[File:009 Competing airlines together at Narita Airport, Japan - 成田国際空港.JPG|800px|thumb|center|Wide body airliners of various airlines at Tokyo Narita Airport]] [331] => [332] => ==Storage, scrapping and recycling== [333] => {{main|Aircraft recycling}} [334] => [335] => Storage can be an adjustment variable for the airliner fleet: as Jan–Apr 2018 [[Revenue passenger kilometer|RPK]]s are up by 7% over a year and [[Tonne-kilometer|FTK]]s up by 5.1%, the [[IATA]] reports 81 net aircraft went back from storage (132 recalled and 51 stored) in April. [336] => It is the second month of storage contraction after eight of expansion and the largest in four years, while new aircraft deliveries fell slightly to 448 from 454 due to supply-chain issues and in-service issues [[Aircraft on ground|grounding]] others. [337] => Retirements were down by 8% and utilization up by 2%, according to [[Canaccord Genuity]], driving used aircraft and engines values up while [[Aircraft maintenance|MRO]] shops have unexpected demand for legacy products like the [[PW4000]] and [[GE CF6]].{{cite news |url= http://aviationweek.com/commercial-aviation/aircraft-returning-storage-reaches-four-year-high |title= Aircraft Returning From Storage Reaches Four-Year High |author= Sean Broderick |date= Jun 13, 2018 |work= Aviation Week Network}} [338] => [339] => ==Cabin configurations and features== [340] => [[File:Flight-interior.jpg|thumb|Interior of a [[Qatar Airways]] [[Airbus]]. Video systems (the vertical white panels) are visible above the very centre seats of the aircraft]] [341] => {{Main|Aircraft cabin}} [342] => [343] => An airliner will usually have several classes of seating: [[first class travel|first class]], [[business class]], and/or [[economy class]] (which may be referred to as coach class or tourist class, and sometimes has a separate "premium" economy section with more legroom and amenities). The seats in more expensive classes are wider, more comfortable, and have more amenities such as "lie flat" seats for more comfortable sleeping on long flights. Generally, the more expensive the class, the better the beverage and meal service. [344] => [345] => Domestic flights generally have a two-class configuration, usually first or business class and coach class, although many airlines instead offer all-economy seating. International flights generally have either a two-class configuration or a three-class configuration, depending on the airline, route and aircraft type. Many airliners offer [[In-flight entertainment|movies or audio/video]] on demand (this is standard in first and business class on many international flights and may be available on economy). Cabins of all classes have [[Aircraft lavatory|lavatory]] facilities, reading lights, and [[Environmental control system#Air distribution|air vents]]. Some larger airliners have a [[Crew rest compartment|rest compartment]] reserved for crew use during breaks. [346] => [347] => ===Seats=== [348] => {{Main|Airline seat}} [349] => The types of seats that are provided and how much legroom is given to each passenger are decisions made by the individual airlines, not the aircraft manufacturers. Seats are mounted in "tracks" on the floor of the cabin and can be moved back and forth by the maintenance staff or removed altogether. One driver of airline profitability is how many passengers can be seated in economy class cabins, meaning that airline companies have an incentive to place seats close together to fit as many passengers in as possible.{{Cite web |last=Abad-Santos |first=Alex |date=17 April 2017 |title="Calculated Misery": How Airlines Profit from Your Miserable Flying Experience |url=https://www.vox.com/culture/2017/4/14/15275642/united-airlines-calculated-misery-dragging-man-off-plane |access-date=6 April 2024 |website=vox.com}} In contrast, ‘premium class’ seat configurations provide more space for travelers.{{Cite web |last=Dong |first=Chris |date=24 November 2023 |title=Why Airlines are Investing Big in Premium Seats |url=https://www.afar.com/magazine/airlines-are-investing-big-in-premium-cabins-heres-why |access-date=6 April 2024 |website=afar.com}} [350] => [351] => Passengers seated in an '''exit row''' (the row of seats adjacent to an [[emergency exit]]) usually have substantially more legroom than those seated in the remainder of the cabin, while the seats directly in front of the exit row may have less legroom and may not even recline (for evacuation safety reasons). However, passengers seated in an exit row may be required to assist cabin crew during an [[emergency evacuation]] of the aircraft opening the emergency exit and assisting fellow passengers to the exit. As a precaution, many airlines prohibit young people under the age of 15 from being seated in the exit row.{{cite web|url=http://www.casa.gov.au/airsafe/trip/seating.htm |title=Civil Aviation Safety Authority – Seating information |publisher=Australian Government Civil Aviation Safety Authority |access-date=18 March 2013 |url-status=dead |archive-url=https://web.archive.org/web/20090303050750/http://www.casa.gov.au/airsafe/trip/seating.htm |archive-date=3 March 2009 }} [352] => [353] => The seats are designed to withstand strong forces so as not to break or come loose from their floor tracks during [[turbulence]] or accidents. The backs of seats are often equipped with a fold-down tray for eating, writing, or as a place to set up a portable computer, or a music or video player. Seats without another row of seats in front of them have a tray that is either folded into the armrest or that clips into brackets on the underside of the armrests. However, seats in premium cabins generally have trays in the armrests or clip-on trays, regardless of whether there is another row of seats in front of them. Seatbacks now often feature small colour [[LCD]] screens for videos, television and video games. Controls for this display as well as an outlet to plug in audio headsets are normally found in the armrest of each seat. [354] => [355] => ==={{Anchor|Overhead bin}} Overhead bins=== [356] => {{further|Overhead storage}} [357] => [[File:Overhead bins (6389156645).jpg|thumb|Overhead bins aboard a [[Sukhoi Superjet 100]]]] [358] => The overhead bins, also known as overhead lockers or pivot bins, are used for stowing carry-on baggage and other items. While the airliner manufacturer will normally specify a standard version of the product to supply, airlines can choose to have bins of differing size, shape, or color installed. Over time, overhead bins evolved out of what were originally overhead shelves that were used for little more than coat and briefcase storage. As concerns about falling debris during turbulence or in accidents increased, enclosed bins became{{when|date=January 2014}} the norm. Bins have increased in size to accommodate the larger carry-on baggage passengers can bring onto the aircraft. Newer bin designs have included a handrail, useful when moving through the cabin.{{Cite web |date=2017-10-09 |title=There's a Secret Handrail on Planes You're Not Using |url=https://www.cntraveler.com/story/theres-a-secret-handrail-on-planes-youre-not-using |access-date=2024-03-06 |website=Condé Nast Traveler |language=en-US}} [359] => [360] => ===Passenger service units=== [361] => Above the passenger seats are [[Passenger Service Unit]]s (PSU). These typically contain reading lights, air vents, and a flight attendant call light. On most narrowbody aircraft (and some [[Airbus A300]]s and [[Airbus A310|A310s]]), the flight attendant call button and the buttons to control the reading lights are located directly on the PSU, while on most widebody aircraft, the flight attendant call button and the reading light control buttons are usually part of the [[in-flight entertainment]] system. The units frequently have small "Fasten Seat Belt" and "No Smoking" illuminated signage and may also contain a speaker for the cabin public address system. On some newer aircraft, a "Turn off electronic devices" sign is used instead of the "No Smoking" sign, as smoking isn't permitted on board the aircraft anyway. [362] => [363] => The PSU will also normally contain the drop-down [[oxygen mask]]s which are activated if there is a sudden drop in cabin pressure. These are supplied with oxygen by means of a [[chemical oxygen generator]]. By using a chemical reaction rather than a connection to an oxygen tank, these devices supply breathing oxygen for long enough for the airliner to descend to thicker, more breathable air. Oxygen generators do generate considerable heat in the process. Because of this, the oxygen generators are thermally shielded and are only allowed in commercial airliners when properly installed – they are not permitted to be loaded as freight on passenger-carrying flights. [[ValuJet Flight 592]] crashed on May 11, 1996, as a result of improperly loaded chemical oxygen generators. [364] => [365] => ===Cabin pressurization=== [366] => {{Main|Cabin pressurization}} [367] => Airliners developed since the 1940s have had pressurized cabins (or, more accurately, pressurized hulls including baggage holds) to enable them to carry passengers safely at high altitudes where low oxygen levels and air pressure would otherwise cause sickness or death. High altitude flight enabled airliners to fly above most weather systems that cause turbulent or dangerous flying conditions, and also to fly faster and further as there is less drag due to the lower air density. Pressurization is applied using compressed air, in most cases bled from the engines, and is managed by an [[environmental control system]] which draws in clean air, and vents stale air out through a valve. [368] => [369] => Pressurization presents design and construction challenges to maintain the structural integrity and sealing of the cabin and hull and to prevent [[rapid decompression]]. Some of the consequences include small round windows, doors that open inwards and are larger than the door hole, and an [[emergency oxygen system]]. [370] => [371] => To maintain a pressure in the cabin equivalent to an altitude close to sea level would, at a cruising altitude around {{convert|10,000|m|ft|abbr=on}}, create a pressure difference between inside the aircraft and outside the aircraft that would require greater hull strength and weight. Most people do not suffer ill effects up to an altitude of {{convert|1800|–|2500|m|ft|abbr=on}}, and maintaining cabin pressure at this equivalent altitude significantly reduces the pressure difference and therefore the required hull strength and weight. A side effect is that passengers experience some discomfort as the cabin pressure changes during ascent and descent to the majority of airports, which are at low altitudes. [372] => [373] => ===Cabin climate control=== [374] => The air bled from the engines is hot and requires cooling by [[air conditioning]] units. It is also extremely dry at cruising altitude, and this causes sore eyes, dry skin and [[mucosa]] on long flights. Although [[humidifier|humidification]] technology could raise its [[relative humidity]] to comfortable middle levels, this is not done since humidity promotes [[corrosion]] to the inside of the hull and risks [[condensation]] which could [[Short circuit|short]] electrical systems, so for safety reasons it is deliberately kept to a low value, around 10%. Another problem of the air coming from the ventilation (unto which the oil lubrication system of the engines is hooked up) is that fumes from components in the synthetic oils can sometimes travel along, causing passengers, pilots and crew to be intoxicated. The illness it causes is called [[aerotoxic syndrome]]. [375] => [376] => =={{Anchor|Baggage hold}} Baggage holds== [377] => [[File:Baggage compartment A320.JPG|thumb|[[Airbus A320 family|Airbus A320]] baggage hold]] [378] => [[File:USA Boston airport loading MA.jpg|thumb|Loading luggage onto a [[Boeing 747]] at [[Boston Logan Airport]], during snow]] [379] => [[File:Airbus A300 cross section.jpg|thumb|right|An [[Airbus A300]]'s cross-section, showing cargo (with [[Unit Load Device]]s), passenger, and overhead areas]] [380] => [[File:747 Front lower compartment.jpg|thumb|[[Boeing 747]] front lower compartment. Note the rollers for [[Unit Load Device|ULDs]] on the floor and the partition labeled "Caution: Do Not Hit – Potable Water Tank Inside".]] [381] => Airliners must have space on board to store "checked" baggage – that which will not safely fit in the passenger cabin. [382] => [383] => Designed to hold baggage as well as freight, these compartments are called "cargo bins", "baggage holds", "luggage holds", or occasionally "pits". Occasionally baggage holds may be referred to as '''cargo decks''' on the largest of aircraft. These compartments can be accessed through doors on the outside of the aircraft. [384] => [385] => Depending on the aircraft, baggage holds are normally inside the hull and are therefore pressurized just like the passenger cabin although they may not be heated. While lighting is normally installed for use by the loading crew, typically the compartment is unlit when the door is closed. [386] => [387] => Baggage holds on modern airliners are equipped with fire detection equipment and larger aircraft have automated or remotely activated fire-fighting devices installed. [388] => [389] => ===Narrow-body airliners=== [390] => Most "[[narrow-body aircraft|narrow-body]]" airliners with more than 100 seats have space below the cabin floor, while smaller aircraft often have a special compartment separate from the passenger area but on the same level. [391] => [392] => Baggage is normally stacked within the bin by hand, sorted by destination category. Netting that fits across the width of the bin is secured to limit movement of the bags. Airliners often carry items of [[freight]] and mail. These may be loaded separately from the baggage or mixed in if they are bound for the same destination. For securing bulky items "hold down" rings are provided to tie items into place. [393] => [394] => ===Wide-body airliners=== [395] => "[[Wide-body aircraft|Wide-body]]" airliners frequently have a compartment like the ones described above, typically called a "bulk bin". It is normally used for late arriving luggage or bags which may have been checked at the gate. [396] => [397] => However, most baggage and loose freight items are loaded into containers called [[Unit Load Device]]s (ULDs), often referred to as "cans". ULDs come in a variety of sizes and shapes, but the most common model is the [[LD3]]. This particular container has approximately the same height as the cargo compartment and fits across half of its width. [398] => [399] => ULDs are loaded with baggage and are transported to the aircraft on [[Ground support equipment#Dollies|dolly cart]]s and loaded into the baggage hold by a loader designed for the task. By means of [[Conveyor belt|belts]] and [[Roller (machine part)|rollers]] an operator can maneuver the ULD from the dolly cart, up to the aircraft baggage hold door, and into the aircraft. Inside the hold, the floor is also equipped with drive wheels and rollers that an operator inside can use to move the ULD properly into place. Locks in the floor are used to hold the ULD in place during flight. [400] => [401] => For consolidated freight loads, like a pallet of boxes or an item too oddly shaped to fit into a container, flat metal pallets that resemble large baking sheets that are compatible with the loading equipment are used. [402] => [403] => ==See also== [404] => {| [405] => |{{Portal|Aviation}} [406] => |} [407] => [408] => ===Lists=== [409] => * [[Regional jet]]s [410] => * [[List of civil aircraft]] [411] => * [[List of regional airliners]] [412] => * [[List of airliners by maximum takeoff weight]] [413] => [414] => ===Topics=== [415] => *[[Aircraft design process]] [416] => *[[Aircraft spotting]] [417] => *[[Aviation and the environment]] [418] => *[[Aviation safety]] [419] => *[[Flight length]] [420] => *[[Flight planning]] [421] => [422] => == References == [423] => {{Reflist}} [424] => [425] => ===Bibliography=== [426] => {{Refbegin}} [427] => * Andrews, C.F. and Eric B. Morgan. ''Vickers Aircraft since 1908, Second edition''. London: Putnam, 1988. {{ISBN|0-85177-815-1}}. [428] => * Barnes, C.H. ''Bristol Aircraft since 1910''. London: Putnam, First Edition, 1964 (1987 reprint). {{ISBN|0-85177-823-2}}. [429] => * Chillon J., J-P Dubois and J.Wegg. ''French Postwar Transport Aircraft.'' Tonbridge, Kent, UK: Air-Britain (Historians) Limited. 1980. {{ISBN|978-0-85130-078-8}}. [430] => * Faith, Nicholas. ''Black Box: Why Air Safety is no Accident, The Book Every Air Traveller Should Read''. London: Boxtree, 1996. {{ISBN|0-7522-2118-3|}}. [431] => * {{citation |journal=Flight International |last=Dougal |first=M. G. |url=http://www.flightglobal.com/pdfarchive/view/1963/1963%20-%201646.html |title=The Caravelle: Past Present and Future |date=12 September 1963 |pages=456–458 |format=pdf}} [432] => * {{Cite book |last1=Gordon |first1=Yefim |first2=Vladimir |last2=Rigmant. |title=Tupolev Tu-144 |location=Hinckley, Leicestershire, UK |publisher=Midland |year=2005 |isbn =978-1-85780-216-0 }}. [433] => * Jackson, A.J. ''British Civil Aircraft since 1919: Volume II''. London:Putnam, Second edition 1973. {{ISBN|0-370-10010-7}}. [434] => * Jackson, A.J. ''British Civil Aircraft 1919–1972: Volume III''. London: Putnam, revised second edition, 1988. {{ISBN|0-85177-818-6}}. [435] => * {{cite book|last=Lewis|first=Peter|title=British Racing and Record-Breaking Aircraft|year=1971|publisher=Putnam|location=London|isbn=0-370-00067-6}} [436] => * {{cite book | last1=Masefield | first1=Sir Peter | last2=Gunston | first2=Bill | year=2002 | title=Flight Path | location=Shrewsbury, England | publisher=Airlife | isbn=978-1-84037-283-0}} [437] => * {{cite book |last=Moss |first=Peter W. |title=The de Havilland Rapide: Profile Publications Number 144 |year=1966 |location=Leatherhead, Surrey, UK |publisher=Profile Publications }} [438] => * Norris, Geoffrey. ''The Short Empire Boats'' (Aircraft in Profile Number 84). Leatherhead, Surrey, UK: Profile Publications Ltd., 1966. [439] => * {{cite book | first=Mike | last=Phipp | year=2007 | title=The Brabazon Committee and British Airliners 1945-1960 | location=Stroud, England | publisher=Tempus | isbn=978-0-7524-4374-4}} [440] => * {{cite magazine |last=Riding |first=Richard |title=The Black Dragons |magazine=[[Aeroplane Monthly]] |date=June 1980 |volume=8 |issue=6 |pages=284–290 |issn=0143-7240 }} [441] => {{Refend}} [442] => [443] => == Further reading == [444] => * {{cite book |author= Newhouse, John |title= The Sporty Game: The High-Risk Competitive Business of Making and Selling Commercial Airliners |location= New York |publisher= Alfred A. Knopf |date= 1982 |isbn= 978-0-394-51447-5}} [445] => * {{cite book |author= Quastler, I. E. |title= Unusual Airlines and Airliners: A Photo Journal |location= San Diego, CA |publisher= R&I Publishing |date= 2017 |isbn= 978-0976985846}}{{promotion inline|date=December 2018}} [446] => * {{cite news |url= https://www.flightglobal.com/asset/14332 |title= World Airliner Directory |work= Flight International |date= 15–21 November 2016 |author= Jim Winchester}} [447] => * {{cite news |url= https://www.dvbbank.com/~/media/Files/D/dvbbank-corp/aviation/dvb-overview-of-commercial-aircraft-2017-2018.pdf |title= An Overview of Commercial Aircraft 2017 - 2018 |date= October 2016 |publisher= [[DVB Bank]] |access-date= 2018-12-17 |archive-date= 2019-10-17 |archive-url= https://web.archive.org/web/20191017042737/https://www.dvbbank.com/~/media/Files/D/dvbbank-corp/aviation/dvb-overview-of-commercial-aircraft-2017-2018.pdf |url-status= dead }} [448] => [449] => {{Lists of aircraft}} [450] => {{Commercial air travel}} [451] => {{Authority control}} [452] => [453] => [[Category:Airliners| ]] [454] => [[Category:Russian inventions]] [] => )
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Airliner

An airliner is a type of aircraft designed for the transportation of passengers and cargo on scheduled air routes. These aircraft are typically operated by commercial airlines and are responsible for connecting various destinations across the world.

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These aircraft are typically operated by commercial airlines and are responsible for connecting various destinations across the world. Airliners come in a variety of sizes and configurations, ranging from small regional jets to larger wide-body aircraft capable of long-haul flights. The history of airliners dates back to the early 20th century when the first commercial passenger flights were introduced. Since then, there have been significant advancements in aircraft design, technology, and safety measures to meet the increasing demands of the airline industry. Airliners are equipped with various features to enhance passenger comfort and safety, including spacious cabins, reclining seats, in-flight entertainment systems, and advanced navigational and communication devices. Furthermore, they have to meet numerous safety regulations and standards set by aviation authorities to ensure the well-being of the traveling public. Airliners have played a crucial role in shaping the modern world by facilitating global travel and connecting people across different continents. They have also contributed to economic growth and cultural exchange by promoting tourism, trade, and international relations. The Wikipedia page on airliners provides extensive information on the types of airliners, their history, design, safety features, and notable examples. It also covers various aspects of the airline industry, such as airline alliances, route networks, and the impact of airliners on the environment. Overall, the page serves as a comprehensive resource for anyone interested in learning about the fascinating world of airliners and their significant contributions to modern transportation.

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