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Editorial Team

15 Types of Airplanes from Jumbo Jets to Small Planes

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We have laid out a basic primer on the various types of airplane in use today. This is a handy guide to help you learn about the virtues of each type of airplane. Although each model has its own specific capabilities and features, this guide can help you better understand the different categories of airplanes.

Aircraft designs have come a long way since the Wright Brothers made their first flight near Kitty Hawk, North Carolina. Computer technology is allowing manufacturers to develop planes that are more reliable, aerodynamic, and powerful than ever.

When you make the comparisons and consider the strengths and limitations of each type, it is easier to decide which airplane you might like to fly or fly in on a temporary or permanent basis.

We have done all the homework for you by carefully assembling an outline of each type for your convenience. Please peruse the information and start enjoying the flight like never before. Let’s start with types of passenger airplanes, and then we will move on to types of small airplanes.

A. Types of Commercial Airplanes

1. Jumbo Passenger Jets

Konstantin von Wedelstaedt Thai Airways Boeing 747-400

The Boeing 747 was the first wide-body commercial jet to earn the moniker “Jumbo Jet.” Boeing never imagined that the subsonic 747 would continue to hold popularity, in light of the supersonic jets in development at the time. Nevertheless, Boeing went on to sell over 1,554 of these jumbo passenger jets, which can be quickly converted into passenger or cargo planes.

Airbus is Boeing‘s only major rival in Jumbo Jet sales. Although it is only four decades old, Airbus has taken a marginal lead in market share. The chief weakness of Airbus is that their A380 models have steadily lost popularity among airliners because of their massive size. The profitability of such a massive jet is limited unless you are flying from a large central hub to a large central hub.

2. Mid-Size Passenger Jets

Editorial Team Airbus A350-900 – Vietnam Airlines

Mid-size passenger jets, such as the Airbus 350-1000, have a narrower body. Although they can still carry over 350 passengers, these planes can’t match the 600-passenger capacity of a Boeing 747 in a single class configuration. The Airbus A380 further dwarfs that number with its 853-passenger capacity in a single class configuration. But the Boeing 737 recently expanded its range by 900 nautical miles to reach 3,000 for transcontinental flights.

Of course, these mid-size commercial jets are desirable among airliners because they sustain greater profitability in seasonal routes and on smaller flights. The lower price tag also makes them attractive from an investment standpoint. When you consider the flexibility of configuring the Airbus 380 or even a Boeing 787 for different routes, it makes sense to hedge against market trends by choosing a model that is more flexible.

3. Light Passenger Jets

Editorial Team Embraer 175 Air Canada

In the light passenger jet range, the seating for passengers is typically 60 to 100. The Embraer 175 can travel 1,800 miles at a cruising speed of 545 miles per hour. The smaller size of light passenger jets makes them the ideal choice for economy airlines. The seating is evenly divided into two sections on each side of a center aisle. Larger jets have three sections and two aisles.

The light passenger jets are popular for regional routes. Because they consume less fuel and require less investment, an owner can quickly reap a profit by flying their plane to popular destinations from larger central hubs. A plane from Los Angeles to Las Vegas, for example, would be an easy way of generating revenue off the investment without facing the strict regulations imposed by flights over seas.

4. Passenger Turboprops

Editorial Team Flybe British European Bombardier DHC 8 402 Q400

Although turboprops are not as reliable as jet engines, aircraft are much safer than ground transportation because they are built for reliability. In addition, once the planes reach cruising altitude, there are not many factors which can negatively influence planes that fly over the weather. The friction and geography of the terrestrial landscape and weather are the hardest burdens for automotive engineers to face.

Turboprop engines are more fuel-efficient than jet engines, however. Since fuel is one of the greatest expenses for an airliner, this makes them a better investment. A passenger turboprop can also operate and take off from shorter runways. This opens up the doors to flying a greater variety of short flights to meet the market demands. The larger prop planes, such as the Bombardier Q400, can carry up to 80 passengers.

5. Cargo Airplanes

Lewis Grant ‘N747BC’ Boeing 747-4J6(LCF) Dreamlifter

Cargo planes have a larger scope than any of the other types because they are a conversion of the subtypes. As stated, the Boeing 747 can be converted into a cargo plane if desired. But Boeing also manufacturers jets specifically for cargo, such as the Boeing Dreamlifter. The Dreamlifter hauls up to 65,000 cubic feet of cargo. This is only defeated by the 78,000 cubic feet of the Airbus Beluga XL.

At the bottom of the range, Cessna makes cargo planes on a small propeller-driven aircraft design. This aircraft can carry 340 cubic feet or 12 passengers. As stated, the propeller-driven airplanes will reach remote areas with smaller airstrips. This makes them busier than the larger flights because they can fill a lot of voids in the chain of distribution. Airplanes age better when used because the aluminum, otherwise, deteriorates.

B. Types of Private Jets

6. VLJ (Very Light Jets)

Eric Salard Eclipse EA 500 at LAX

Very light jets are primarily for short trips to regional destinations. They typically offer seating for up to eight passengers. The advantage of these jets is that you can hire a single pilot to fly them instead of an entire flight crew. Some models also boast of low operating costs that are on par with turboprop planes. They are the ideal solution for reaching more remote destinations that airlines avoid.

These planes are mainly used for flights that are 40 to 80 minutes in duration. As such, they do not offer a separate lavatory compartment but only an emergency style toilet with a privacy curtain. These planes are still a relatively new concept. The first design, the Cessna Citation Mustang, wasn’t produced until November of 2006. These jets are the lightest business jets on the market for air taxi services.

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7. Light Business Jets

Antony Pratt Embraer Praetor 500

Some light business jets are capable of transcontinental flights of 2,400 nautical miles or more. The definition of a light business jet is that the maximum takeoff weight is 20,000 lbs. compared to just half that for very light jets. And most light business jets can still maintain an average cruising speed of about 500 mph. This makes them on par with the larger commercial jets but ideal for private trips.

These jets usually have a dedicated lavatory compartment and offer more cabin space than VLJ models. They are also loaded with all the technology that you could ever need to conduct business meetings remotely while in flight. Satellite phone, Wi-Fi, and XM radio communications are all onboard. They also feature cabin pressurization that you won’t find in many smaller aircraft. Cabin pressurization is necessary to sustain oxygen levels at higher altitudes.

8. Mid-Size Business Jets

Tomás Del Coro 1987 Cessna 650 Citation III

While the typical VLJ and light jet carry a maximum of six passengers, a mid-size business jet offers comfortable seating for up to 10 passengers. You will find that the luxuries and amenities grow with each class. While they all hover around 500 miles per hour at cruising speed and offer the ability to land on smaller runways, a mid-size jet has larger parties in mind for longer transcontinental trips.

Take a non-stop flight in a range of 2,000 to 3,000 nautical miles and work comfortably in the larger pressurized cabin. Indeed, there is even a subtype of mid-size business jets called super mid-size. These planes are fuel-efficient and designed to travel even longer distances faster. A super mid-size can travel as much as 580 mph over a distance of 3,600 miles or more.

9. Heavy Business Jets

Jean-Luc Altherr Bombardier Global 6500

These jets are often converted from larger commercial airline jets into luxury liners. The advantage of a heavy business jet is the ability to conduct full-scale meetings and conferences. They accommodate anywhere from 10 to 18 passengers and are able to fly at high altitudes above the weather for maximum comfort and reliability. They also have single flight ranges that exceed 6,000 miles over a span of six to eight hours.

The Boeing 747 8 VIP is an example of a conversion from commercial passenger to a private luxury business jet. The large cabin space is what makes these planes so attractive. A business can literally build offices and work departments inside the jet as they would in a building. The focus on luxury and convenience is just a perk to make the workers more productive during long and critical business flights.

10. Military Jets

Tomás Del Coro Boeing FA 18E Super Hornet

Although it would not be legal for you to own a fully armed F 18 hornet, military jets are among the best performance airplanes on the market. Most military jets are supersonic fighter jets that are used to engage with enemy combatants or to bomb strategic targets in a top-secret mission. These jets cost billions of dollars to develop. They are deployed from air force bases and navy carriers.

It is amazing to see them land on the tiny airstrip of the carrier by hooking a cable. Most also have the capability to refuel in the air without landing. They are often flown in flight formations that are led by a single jet in the same manner that birds migrate in V-shaped formations. U.S. fighter jets are renowned for their ability to maneuver and roll in acrobatic precision.

C. Types of Propeller Planes

11. Private Single Engine

Editorial Team Private propeller plane

Although you would think that the propeller-driven engine has been outmoded by modern-day jet engines, think again. Over 27 percent of the flights are still by propeller-driven airplanes. This is because over 80 percent of U.S. domestic flights are only one to two hours long. Why go through all the hassles of boarding a jet when you can take a small private propeller plane to even the remotest destination.

Private propeller planes are especially popular in remote areas of the country, such as Alaska. In many regions of Alaska, there is no other method of transportation unless you have a dog sled. A single-engine propeller plane is suitable for distances of 100 to 500 miles. To go any further than that, you will probably need a turboprop engine that is rated for travel of 1,200 miles or more.

12. Twin Turboprops

Robert Frola Piper PA-31-325 Navajo

Although the operating cost of a turboprop is more on par with a jet, they often have a larger hauling capacity than many light jets. The turboprop jet engines can also dive and climb straight up without stalling out. The other key advantage of the twin turboprop is its ability to land in grassy fields or other makeshift runways. Most twin turboprop planes can also be flown with just a single pilot.

The turboprop engine is a lot more like a jet engine. However, instead of using the exhaust gases, themselves, to propel the aircraft, the shaft is rotated to turn a variable pitch propeller. The downside of a propeller is that it loses its efficiency at higher speeds. This is why they are not used in supersonic aircraft; although they can still perform well at speeds of 0.6 Mach.

13. Aerobatic

Alan Wilson Zivko Edge 540 ‘G-EDGY’.

Many former air force pilots find themselves missing the thrill of high-speed maneuvers in fighter jets. While it may be impossible for them to ever get their hands on a fighter jet again, an aerobatic plane is a suitable substitute. These planes are fast and perform stunts in the air, such as dives and rolls. Because they are light and easy to maneuver, they are often involved in choreographed drills.

In order to properly fly an aerobatic stunt plane, the pilots require hours and hours of advanced training. If they have a military background, this can reduce the learning curve significantly. Accustoming oneself to the g-forces and disorientation that occurs under intense acrobatic performances is something that is much easier if they went through years of flight school and spent significant time in military fighter jets.

14. Amphibious

Bill Larkins Republic RC-3 Seabee ‘N6485K’

Amphibious aircraft are specially designed to take off and land in freshwater lakes and seas. Some planes can even be fitted with keels that are reinforced to handle a landing on terrain covered by snow or ice. Tourism to remote areas may also require the use of an amphibious aircraft. In fact, some models of amphibious aircraft also have retractable wheels that allow them to land on ordinary landing strips.

The downside of an amphibious plane is that the models which boast of a full range of landing capabilities are heavier and require greater maintenance. It is always better to use a plane for dedicated purposes by landing on either land or water. Positioning the wheels for a terrestrial or aqua landing is another problem that pilots face in convertible planes. If the wheels aren’t adjusted properly, damage will ensue.

15. Military Turboprops

Tomás Del Coro Lockheed EC 130H Compass Call

The military is still developing and using turboprop planes for cargo transport and light attack fighters. Because the turboprops provide better fuel economy and are cheaper to manufacture and deploy into regions where light-duty fighters are needed, they are still preferred over jets in some applications. Nevertheless, the Embraer Super Tucano still carries an amazing 3,300 pounds of weaponry. Because the military has a limited operating budget, turboprops are practical.

And because they have the advantage of modern engineering, military turboprops are still just as lethal as jet fighters. Furthermore, turboprop engines provide stronger forward thrust than jets do. Although a jet can operate more efficiently at Mach speeds, Mach speeds are rarely needed for most combat missions or supply transports. The turboprops also perform much better at lower altitudes than jet engines. And most missions require low altitude combat fighters.

Commercial

Airplanes Jumbo Passenger Jets Mid Size Passenger Jets Light Passenger Jets Passenger Turbo Props Cargo Airplanes Private Jets VLJ (Very Light Jets) Light Business Jets Midsize Business Jets Heavy Business Jets Military Jets Private

Propellor Planes Private Single Engine Twin Turboprops Aerobatic Amphibious Military Turboprops

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Explore the World of Aviation and AirplanesEarly FlightThe history of flight begins in ancient Greek mythology as well as epic poetry – the verses written in Sanskrit over 2,000 years ago. The Greek legend of Icarus is one of the most famous ancient stories of flying – the story of a failed flight where a boy flies with wings of feathers and wax too close to the sun.In modern times, the Wright brothers, who are considered the inventors of the modern airplane, had much better results from flying. The two intrepid aviators credit their success from the work drawings, models, and concept designs of British inventor, aerial investigator, and pilot, Sir George Cayley.For example, by 1915, a machine gun was being used by pilots, such as the Red Baron during First World War. Soon afterward, a German aircraft company developed the jet engine. The company, Messerschmidt AG, produced some of the world’s most feared military flying machines during the early 1940s.The Birth of Modern Aviation

Following World War II, the technology and science of aeronautical engineering flourished, both in civilian and military applications. These inventions led to the creation of amazing technologies, all which had a profound impact on the battlefield as well as the commercial aviation industry. Modern day inventions, such as the Lockheed U-2, show how aeronautics have influenced the advancement of flight in the modern age.The transformation of early aircraft quickly expanded beyond the novelty of flight and grew into a world-wide industry – promoting the development of aircraft that would surpass the expectations of early aeronautical engineering pioneers. In less than a decade, the work and achievements of the “fathers of aviation” would profoundly impact flight in the modern era.Aeronautical professionals as well as enthusiasts are drawn to the rich and fascinating development of early-powered flights, which gained momentum in the commercial and military industry at the turn of the 20th century. As early as 1906, inventors, such as Frenchmen Albert Dumont and Louis Bleriot began testing technologies, such as movable tail surfaces and gear, all which later became the foundation of many of the standards adopted in modern civilian, commercial, and military aircraft.The interest in flight led to a proliferation of new aircraft, including experimental, rocket-powered, non-rigid, unmanned aerial vehicles, gliders, and civilian aircraft, including the creation of the air transportation and services industry.Over the next two decades, the airline industry projects that over 4.7 billion passengers will continue to fly from international airports while a new generation of privately funded, entrepreneurial companies will work at spawning the next generation of flight. This new generation will commit itself to space exploration, extra-orbital commerce, and private sector travel.Fascination with FlightFlying has fascinated inventors and scientists from ancient times to the present day. Because of this fascination, it is not surprising that the airline industry makes billions of dollars annually. Whether in dreams, popular culture or science fiction, the idea of flying is always there.Commercial Airline IndustryOnce mysterious, the concept of flight has expanded to include planes, helicopters, and similar “flying machines” – no longer novel, but commonplace. After all, no one gets excited about taking a long trip on a merely a “commercial plane” – travel has become a integral element of people’s lives.However, “dreams of flying” is quite a different matter. One neurological and sleep study at a leading University has shown that most people in developed countries has dreamed of being airborne- that is flying without being in a aircraft. Dreams of flying is the fifth most popular type of dreams. Falling is first followed by being chased, being back in school, and being unprepared for a major life event or test. While the other four categories of dreams seem negative, flying is just the opposite. When in a dream state of flying, people generally describe that feel free from danger or responsibility.While skydiving, wing-suiting, and gliding, no doubt, allow us to get close to dream-type flying, people still like to embrace the concept. Before planes were invented, hopeful fliers jumped from cliffs, flew kites, and glided from high places – all who, like Icarus, sought the thrill of navigating the skies.Today’s Flying TechnologyTechnology now offers people the opportunity to pilot flying vehicles. Flying vehicles now and in the future will shape how we live and commute. With advances in battery energy density, personal flying vehicles are now part of the personal aircraft we will eventually and regularly use – from electric gliders to quadcopter type drones.Because human bodies, unlike birds, are not designed for flying, the sensation of flying and bring airborne captures the human imagination. Whatever the exact reason, flying is a phenomenon that intrigues us and allows us to see and experience another side of living – one that represents a type of freedom and peace.Airplanes allow us to cover vast amounts of terrain in only a few hours. Therefore, any type of flying gives us a reason to embrace the air – to discover how time and distance can give us a new perspective, especially when we see life from a far-off view.Humans don’t like to set limits on what they can do. That is why airplanes and similar aircraft represent both a practical and incredible way to travel. The airplane allows us to visit new and exotic locales, maintain our national security, or offer aid and relief to places that been hit by a hurricane, earthquake, wildfire, or similar event. While man may have invented the wheel to get around, it is the airplane that gets top billing.What is Your Opinion About Airplanes?Whether you are a member, occasional visitor, or new to Airplanes.com, we hope that you enjoy what you read and visit us again soon as we continue to add fresh content and features. If you have any suggestions or comments we look forward to hearing from you.Fast Facts We have assembled some fast facts and trivia about auto racing for around the world. This information was compiled from a variety of sources including Largest.Org, Airport Council International, Wikipedia, Statista, FAA, official website, Fact Retriever, Our World in Data.

Below is our profile containing facts and information to familiarize you about Airplanes.

1799: First conceptual aircraft drawings (George Cayley)

1939: First Jet Aircraft (Germany)

1947: Sound Barrier Broken (Chuck Yeager)

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385 ft (117 m): Largest Wingspan (Stratolaunch)

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KLM: Oldest airline

633,300: Number of U.S. Pilots (2018)

2,293.3 mph (3,529.6 km/h): World’s fastest, publicly disclosed aircraft speed (1976)

Lockheed SR-71Blackbird: World’s fastest, publicly disclosed aircraft type (1976)

367,500 ft (112,000 m): Altitude Achieved- SpaceShipOne (Air launched rocket plane 2004)If you have any comments or suggestions to share, then we would welcome hearing from you either by completing our short survey or reaching out to us by written inquiry.Top Blog Posts Daniel Bernoulli and The Science of Flight

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by Chris Woodford. Last updated: January 30, 2022.

We take for it granted that we can fly from one side of the world

to the other in a matter of hours, but a century ago this amazing

ability to race through the air had only just been discovered. What

would the Wright brothers—the pioneers of powered flight—make of an

age in which something like 100,000 planes take to the sky each day

in the United States alone? They'd be amazed, of course, and

delighted too. Thanks to their successful experiments with

powered flight, the airplane is rightfully recognized as one of the greatest

inventions of all time. Let's take a closer look at how it works!

Photo: You need big wings to lift a big plane like this US Air Force C-17 Globemaster. The wings are 51.75m (169ft) wide—that's just slightly less than the plane's body length of 53m (174ft).

The maximum takeoff weight is 265,352kg (585,000lb), about as much as 40 adult elephants! Photo by Michael Battles courtesy of

US Air Force.

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History

The Evolution Of The Airplane

Justin Hayward

and

Linnea Ahlgren

Updated Nov 16, 2022

Aircraft design has changed a great deal since the Wright Brothers took to the skies. Let's take a look at some of the most significant milestones.

Photo: Getty Images

Next year in December it will be the 120-year anniversary of powered human flight. Needless to say, aviation has come a long way since then. It is difficult to say if, when the Wright brothers built and successfully flew the world's first motor-operated plane, they could imagine what kind of societal transformation they had set in motion. Did they envision aircraft flying faster than the speed of sound or carrying hundreds of people across oceans, complete with tax-free shopping and in-flight entertainment?

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But just how did we get from Kitty Hawk to the Boeing 777X and beyond? Early changes to aircraft structure focused on the perfection of the techniques and methods of flight. Later, engineering moved on to being driven by trends in the market and airline capacity needs, looking to increase profitability and efficiency. As we move towards the middle of the century, these considerations continue to take center stage - but with the added complexity of decarbonizing the fuel source.

In this article, we will take a look at some of the key moments and events in the history of the evolution of the airplane. There are plenty of pivotal points to cover, and we will not be able to include everything, but we will try our best to share the most significant. Let's dive into the evolution of the aircraft thus far - and where it could potentially go from here.

Photo: Getty Images

What came before Wright?

We tend to think of the start of the airplane as the first "sustained and powered" flight, and the Wright brothers are regarded as the first to achieve this in 1903. But there had been interest and experimentation in flight long before this.

For possibly the earliest recorded pondering of flight, take a look at the Greek legend of Icarus from over 2,000 years ago. Icarus and his father, the master craftsman Daedalus, try to escape from Crete (and the Minotaur) using feather and wax wings (no spoilers, but many of you may be familiar with how that turned out). Around the same time, several Indian epics refer to flying palaces (known as Vimana).

Photo: Museo del Prado via Wikimedia Commons

The potentially earliest real experiments began in the 9th Century with the Andalusian inventor Abbas ibn Firnas designing a simple glider. Writings at the time refer to how he "flew faster than the phoenix in his flight when he dressed his body in the feathers of a vulture."

Some more in-depth experimentation took place in the 16th Century when Leonardo da Vinci researched the flight of birds and designed several flying machines based on the mechanisms he observed. His work survives in the "Codex on the Flight of Birds." As fascinating as these works may be, as far as we know, no successful flying machine was built from them.

Photo: Toronto Public Library via Wikimedia Commons

Powered propeller aircraft

Leading up to the Wright brothers

The English engineer George Cayley is one of the most important figures in the early development of the airplane. He was the first to investigate and document the forces of flight (weight, lift, drag, and thrust) and develop the concept of the airplane as a fixed-wing machine with systems for lift, propulsion, and control.

He designed and built several models, including successful gliders. His work, however, was limited by a lack of engine power or lightweight components. Nevertheless, what he designed had a lot of similarities with later powered aircraft, including the main wing and tail stabilizers.

Photo: Nigel Coates via Wikimedia Commons

Following the detailed studies by Cayley, there were several attempts to put them into practice. For instance, French aviator Jean-Marie Le Bris achieved flight with a glider pulled by a horse. You can see him in the photograph from 1868 below on the Albatross II. This is the first recorded photograph taken of a flying machine.

Photo: Pépin Fils from Brest via Wikimedia Commons

In 1886, another French aviator, Clement Ader, built a steam-powered airplane known as 'Eole.' This had partial success, achieving flight off the ground of about 50 meters.

The Wright brothers' first flights in 1903

It was in 1903 that the first successful powered flight took place. Wilbur and Orville Wright flew the first powered airplane on December 17th, 1903, near Kitty Hawk in North Carolina. This is recorded by the record-setting body, the Fédération Aéronautique Internationale, as "the first sustained and controlled heavier-than-air powered flight."

This first attempt in 1903 was a simple one. The aircraft only flew 37 meters and stayed airborne for just 12 seconds. The brothers kept working on this, and by 1905, their third aircraft, the Wright Flyer III, was capable of longer, controlled flight. Having added larger fuel tanks and engine coolant to facilitate more prolonged operation, the longest test flight in 1905 lasted 39 minutes and covered over 38 kilometers.

Photo: Public domain via Wikimedia Commons

After these successful flights, the brothers disassembled the aircraft to prevent competitors from copying it. It was not until 1908, when the brothers had secured contracts in America and France, that it flew again. This time it was converted to carry a passenger. And in May 1908, mechanic Charles Furnas became the first airplane passenger in history.

Other aviators were working on similar designs around the same time. Perhaps the most significant was from the French inventor Louis Bleriot. The Bleriot VIII airplane, flying in 1908, first introduced the concept of a single stick to control both roll and pitch, with a foot-operated pedal for the rudder. The same concept has remained with aircraft right up to today.

Photo: Public domain via Wikimedia Commons

Military aircraft from 1914

The outbreak of World War I in 1914 led to many companies and governments expediting aircraft design for military purposes. The propeller-based technology developed for previous early aircraft was taken further, producing larger aircraft with more speed and range.

Italy was one of the first countries to operate military reconnaissance aircraft (during the Italian-Turkish war in 1911). And during World War I, many countries used new or modified aircraft for photography, reconnaissance, bombing, and air-to-air combat.

In terms of aircraft technology, one of the most significant developments came from German engineer Hugo Junkers. His Junkers J1 aircraft, first flying in 1915, was the first aircraft to have an all-metal airframe. This was important for the later development of larger passenger aircraft.

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Photo: Public domain via Wikimedia

Developing commercial possibilities

As well as development for military use, companies began looking at the possibilities for revenue-earning passenger flights.

The first passenger service started in 1914. In January of that year, the St. Petersburg-Tampa Airboat Line started a service between St. Petersburg and Tampa across Tampa Bay in Florida. This 20-minute flight was a significant milestone, forming the start of commercial aviation.

Photo: Florida Photographic Collection via Wikimedia

After the war, there was a rush of propeller-based aircraft onto the civilian market. This gave rise to a new industry of leisure and sightseeing flights, as well as demonstrations and air shows. But there was also a desire, and incentives, to develop new services and expand the limits of aircraft.

The first transatlantic flight took place in 1919, with British aviators John Alcock and Arthur Whitten-Brown flying a modified Vickers military aircraft. This followed the offer of a prize of £10,000 from the Daily Mail newspaper in London for the first successful flight "from any point in the United States of America, Canada or Newfoundland and any point in Great Britain or Ireland in 72 continuous hours."

Photo: Online MIKAN via Wikimedia

In 1927, Charles Lindbergh won the $25,000 prize for the first solo non-stop crossing of the Atlantic. Australian Charles Kingsford Smith (and crew) became the first to cross the Pacific in 1928 and the first to fly around the world in 1929.

This era also saw plenty of experimentation and development with aircraft types. For example, the German-built Dornier Do X, launched in 1929, was the largest aircraft at that time. It could carry up to 169 passengers (but usually only 66 or less if converted for overnight sleeping accommodation). This twelve-engine aircraft had a range of up to 1,700 kilometers and offered great potential. However, only three were ever built, with the Great Depression of the 1930s taking its toll.

Photo: Bundesarchiv, Bild 102-10270 / Georg Pahl /via Wikimedia

Commercial success with the Douglas DC3

The years after World War I saw many aircraft developments. The aim was always the operation of successful and profitable commercial flights, and the first aircraft to properly achieve this was the Douglas DC-3, launched in 1936. It was not particularly large (compared to aircraft today or even some predecessors) and had a capacity of just 32 passengers (or 14 if equipped with beds).

The DC-3 improved on range, speed, and reliability. It offered a transcontinental US service with just three stops. According to analysis in the Smithsonian, it was the first profitable passenger aircraft, able to operate passenger services without any cargo or mail subsidies.

In total, over 11,000 aircraft (including variants) were built. Production continued up to 1942, when the surplus of ex-military aircraft entering the market after World War II came to an end. It is certainly a long-lived and well-built aircraft. As of September 2022, there were an estimated 164 DC-3s still in operation (though sadly not in passenger service).

Photo: Getty Images

The start of the jet age – 1952

The next major advance in airplane design was the introduction of the jet engine. Development work on jet engines began in the 1930s, and the first operational jet aircraft was the German Heinkel He 178 in 1939, and then the Messerschmidt Me 262, which saw military service in Germany from 1947. And in Britain, Boeing introduced the jet-powered B-47 for military use in 1947

De Havilland Comet

The first passenger jet aircraft, though, was the de Havilland Comet, entering service in 1952. While it marked a significant step forward in aviation, this early jet aircraft had a number of serious problems. Most notable were issues with its fuselage, windows, and pressurization. It was not until its fourth iteration, the Comet 5, that the problems were solved and sales increased. But, by this time, other aircraft designers had learned from the early mover's mistakes and offered competitive alternatives.

Photo: Getty Images

The Boeing 707

There were several successors and competitors to the Comet, including the DC-8, Vickers VC-10, the Tupolev Tu-104, and the Boeing 707. These were all interesting aircraft in their own ways, but the 707 stands out as the most successful.

To construct the passenger jet, Boeing built on its established success with military aircraft. It used the same Pratt & Whitney turbojet engines as the B-52 Stratofortress, and its original design was intended to double up as a military tanker aircraft. It first flew in December 1957 and remained in production until 1978, with 856 units built and delivered to airlines.

While it was not the first commercial jet aircraft, it was the first highly successful one and is often credited with ushering in the jet age. It also established Boeing as a dominant civilian manufacturer and marked the beginnings of the 7x7 series, which, of course, continues until this day.

Boeing incorporated many design elements based on problems with earlier jet aircraft and from customer feedback. This included:

A wider fuselage, allowing five abreast seating and better cargo payload. Moving engines to underwing pods was considered safer in the event of a fire. Changes to flap design, and fuselage strengthening.

Photo: Getty Images

Adapting to the market – the 737 and the A320

Since the 1950s, there have been fewer fundamental changes to airplane design. The cylindrical fuselage has remained the standard airplane shape. Hydrocarbon-powered jet engines have remained but improved in power and efficiency. Cabin and cockpit technology have similarly improved but are still based on the same designs and concepts.

Boeing's evolution of the 737 series demonstrates this trajectory well. Following its success with the 707 and 727, it designed a new aircraft to beat the competition and win customers. The aircraft launched in 1967 and offered several design differences setting it apart from competitors:

Two engines rather than three or four. This appealed to customers looking to lower costs. Engines mounted under the wings, offering easier access and allowing a wider cabin. A wider fuselage offering six abreast seating, and handling of standard cargo containers.

Photo: Boeing

The 737 has remained with us since 1967, moving through many variants. Each of these has offered updates to meet airline preferences and demands. This has included, for example, options such as combined cargo models, and adaptions for gravel landing, and an evolving focus on new engine technology and efficiency improvements.

But the base design, fuselage structure, and wing design, for example, have remained much the same. Why change what is already working, when you can improve it instead, especially when this eases the way from a certification perspective?

The Boeing 737 has been the most sold aircraft to date, and despite the hiccups in sales for its latest addition, the 737 MAX, caused by two deadly crashes and subsequent grounding of the type, it looks to continue its successful trajectory. According to Boeing's data on orders and deliveries in November 2022, the aerospace manufacturer has received 18,008 orders for all variants of the 737 family to date.

Photo: Getty Images

Airbus has followed a similar strategy with its A320 family. Since the launch in 1987, Airbus has offered several different-sized variants and evolved these to provide technology and efficiency upgrades, including the latest addition of the new engine option, or neo, offering approximately 15% better fuel efficiency than the current engine option, or ceo.

It may have started later than Boeing, but it has also seen tremendous success. For a short period of time, the A320 family even overtook he Boeing 737 in numbers of aircraft ordered. However, it now sits a few hundred behind at a total of 17,567, according to Airbus's data for orders and deliveries from October 2022.

Photo: Getty Images

Making aircraft larger – the Boeing 747

The other significant change since the early jet aircraft was the development of larger aircraft. The best example here is the launch of the Boeing 747 in 1970, which was the best-selling widebody, having sold 1,768 copies across all variants, before it was passed by the 777, which, including the forthcoming 777X, has amassed 2,352 orders.

The motivation for the Jumbo came from Pan American World Airways. The carrier asked Boeing to design an aircraft around 2.5 times the size of the Boeing 707. Development began once Pan Am committed to an order for 25 aircraft in April 1966. Such close interaction between one airline and a manufacturer is unusual, and the involvement of Pan Am in the 747 has since been unmatched in other developments.

Photo: Getty Images

Such a large aircraft required several changes to previous aircraft design, including:

The addition of a second deck. This was initially planned to be a full deck, but it turned out not to be possible due to safety restrictions at the time. The resulting design allowed for a full deck of cargo, and nose loading, a significant success factor for the 747. A new high-bypass turbofan engine design was needed for the larger, heavier airframe. Pratt & Whitney joined the 747 development, designing the JT9D engine specially for it.

The 747 was significant not just from a technical point of view, but also from an economic one. It changed travel in several ways. It allowed airlines to offer lower fares and longer routes. Combined with the deregulation of airfares in the US around the time of its launch, this opened flying up to many more passengers.

The extra available space gave airlines new options for onboard facilities and cabins. Some of the luxuries seen in the early days of aviation returned, including spacious first class cabins and lounge areas. Airlines also used the extra space to create new cabins. This began in the 1970s as some airlines created a 'premium' offering within their economy cabins, and by the 1980s, it led to what we now know as business class as a third cabin.

Photo: Getty Images

And larger again with the A380

Aircraft size limits would not be pushed so far again until the development of the Airbus A380. Airbus looked at various versions of a large aircraft, including an interesting design of combining two large fuselages side by side (based on the A340). This eventually led to the concept of a two-deck aircraft. The A380 was formally announced at the Farnborough Air Show in 1990, with a target of 15% lower operating cost than the 747.

Photo: Vincenzo Pace | Simple Flying.

Several other large aircraft were proposed but never built, including:

The two-deck McDonnell Douglas MD-12, proposed in 1993 but canceled due to lack of interest from airlines. Lockheed Martin planned a Large Subsonic Transport aircraft in 1996, seating over 900, but faced technical challenges. Russia proposed an ever larger, up to 1000 capacity, Sukhoi KR-860. Boeing twice proposed to stretch the 747 but dropped it to follow point-to-point models with the 777.

Photo: Anynobody via Wikimedia

The A380 is a great aircraft, but it did not see anywhere near the same success as the 747. It is not so much the design that has let it down - engineering a two-deck aircraft was an outstanding achievement. It was more the changes in operating models and preferences that sealed its fate. And, of course, the global health crisis sped up its demise with many airlines, although some, such as Qantas, who were uncertain about its place in their fleet have brought it back out of storage.

The A380 received 251 orders before production wound down, with the final A380 rolling out of Airbus' facilities in Toulouse in December 2021. The idea at the time of launch was that airlines would use it for high-capacity, hub-to-hub routes. Preferences changed, though, with many airlines shifting to a point-to-point model, with more efficient, lower-capacity aircraft.

It also carries one significant design limitation: its size and large wingspan severely limit the airports to which it can operate. This is something that Boeing has learned from with its new 777X, developing folding wingtips to get around this problem. Meanwhile, the Super Jumbo's staunchest advocate, Sir Tim Clark, claims airlines just were not using the aircraft to its full potential. We have looked before at why the A380 may have very well been less successful due to being ahead of its time.

Photo: Vincenzo Pace | Simple Flying

Supersonic aircraft

For many aviation enthusiasts, the peak of jet age possibilities was reached with supersonic flight. The sound barrier was first broken in 1947 by the American experimental aircraft the Bell X-1. This was powered by a rocket-based engine using liquid oxygen and ethyl alcohol.

Photo: NASA via Wikimedia

Developments after this resulted in plenty of supersonic experimental and military aircraft. But it was not until the 1960s that supersonic passenger aircraft were developed, most famously, Concorde.

Supersonic aircraft required some major changes in aircraft design:

Significant extra power was needed to overcome additional drag at high speed. The wings needed to be re-designed to lower wingspan (and, with it, drag). The solution reached for Concorde was a delta wing, which is much more efficient at high speeds (but with compromise and high angle of attack at low speed).

Photo: Getty Images.

Concorde is the most well known supersonic aircraft. It was a joint development aircraft between the UK and France and was launched in 1976. Only 20 aircraft were built, and only British Airways and Air France ever operated them. It was not initially intended for just these two airlines, though, and in fact, 18 airlines placed options for it.

There was also a supersonic aircraft developed by Russian manufacturer Tupolev, The Tu-144. Meanwhile, Boeing came close to producing the supersonic 2707 but canceled the project due to insufficient orders.

Photo: Getty Images

Supersonic travel is an exciting development, but it ended with the retirement of Concorde in 2003. The limitations are not so much in airplane technology but in efficiency and cost. High operating costs lead to high ticket prices, and this is not a route that manufacturers and airlines have chosen to follow post-Concorde. This may change soon, however, with US company Boom Supersonic developing Overture, a Mach 2.2 supersonic passenger aircraft, which has received substantial orders from both United and American Airlines (although it is still, at the time of writing, in need of an engine maker).

Improvements in efficiency

A major focus of the past couple of decades has been on improving airplane efficiency. Many of the early achievements were fantastic, but resulted in heavy aircraft, fuel-hungry engines, and high levels of emissions. As technology has improved and attitudes towards carbon footprints have shifted, manufacturers have focussed on making change to reduce fuel burn.

Switching to twin engines

One of the significant changes to affect aircraft since the 1970s has been the improvement in twin-engine performance and safety. Early jet aircraft (such as the Comet and the 707) had four engines. At the time, twin engines were severely limited in where they could fly, having to remain no more than 60 minutes away from a diversion airport. Transoceanic flights remained the domain of four-engine and later three-engine aircraft.

Photo: Vincenzo Pace | Simple Flying

This changed from the 1980s with the introduction of ETOPS (Extended-range Twin-engine Operational Performance Standards). This allowed twin-engine aircraft to be approved to fly further from a diversion airport, recognizing their improving safety standards. The first rating, of 120 minutes, was given to Trans World Airlines flying a Boeing 767.

Ratings have since increased significantly. The A350, for example, is rated to fly 370 minutes from a diversion airport. This has been a major factor in the decline of four-engine aircraft, making way for significant improvements in much more efficient and cost-effective twins.

Four engines are now only needed for heavy airframes (such as the A380). There are limited advantages in routing any more, as this map of the off-limits areas for the higher ETOPS rating show. The only places that require four engines now are flights over Antarctica.

ETOPS 330 and 370 ranges Image: GCMap

Improving new aircraft

As new twins have been introduced, there has been a constant effort to improve efficiency. Changes have included more efficient (and lower emission) engines, aerodynamic and wing design changes, and increasing use of composite materials in aircraft construction.

This has been one of the major changes in the new series of 737 and A320 aircraft introduced over the past decades. For example, each new series of the 737 has introduced improvements. The Classic series improved engines and aerodynamics over the Original series; the Next Generation series did the same to compete with the new A320; and the 737 MAX Series took this even further to compete with the A320neo.

Photo: Airbus

A similar evolution has taken place with widebody aircraft. The 777 series has seen many improvements since its launch in 1989, including efficiency improvements. And the new 777X will take this even further.

The Boeing 787 is another excellent example of this. The program was initially known as the 7E7 program, with the E representing the leap the aircraft would make in efficiency, economy, and environmental standards. And it has delivered on this efficiency, as Simple Flying has explored previously (in comparison with the A350). It is regarded as the most fuel-efficient aircraft on the market.

Photo: Vincenzo Pace I Simple Flying.

More improvements coming in the future

The 777X and further improvements in efficiency

For the moment, the near future of airplanes lies in further technology and efficiency gains. One of the most anticipated new aircraft, the Boeing 777X, has been marred by delays and is now expected to enter service in 2025. However, despite the delay the jet is does constitute the next leap in dual-aisle aircraft.

The 777X promises incredible fuel efficiency with innovations including:

The largest engines ever on a civilian aircraft (though also made lighter with composite fan technology). Folding wingtips to allow larger wings to improve efficiency, but not restrict airport operations. Composite wing construction, and raked wingtips.

Boeing is not alone with pushing efficiency in new aircraft. The Airbus A350 is also a highly fuel-efficient aircraft, with 53% composite construction, 'adaptive' wings that move in flight to reduce drag and advanced aerodynamic improvements to the wing shape.

Photo: Boeing

Introducing new technology

Looking further ahead, there are moves to radically change how aircraft are powered. The world's addiction to fossil fuels needs to be dealt with if we are to have any chance of halting global warming. As such, even hard-to-abate sectors such as aviation must explore innovative routes to decarbonize operations. Options currently being explored and developed include battery technology and hydrogen power. Of course, the scaling of sustainable aviation fuel is one of aviation's best bets in slashing CO2 emissions, but it can be used with current technology aircraft and engines.

Both of these technologies have seen developments geared for short-haul air travel, but may be a long way from adoption in significantly larger aircraft designs. Hydrogen-electric fuel cells may be retrofitted onto planes the size of a Dash 8 by 2026, and electric aircraft carrying 30 passengers are predicted to enter service a couple of years later. Airbus has promised it will have a hydrogen-powered medium-sized jet ready by 2035. This will most likely not be the rendered blended wing design from the manufacturer's ZEROe concept aircraft. However, blended-wing planes may prove to be another exciting development yet.

Both electric and hydrogen technology come with a fair amount of challenges, but initiatives and investments are beginning to pick up, for hydrogen-electric fuel cells as well as electric planes, including eVTOLs (Electric Vertical Takeoff and Landing vehicles). The Wright brothers could hardly have predicted where aviation would go 120 years from their first flight. Who knows where it will be in another 120?

Photo: Airbus

There are so many events, developments, and different aircraft involved in the evolution of air travel. This article has looked at just some of the most significant. Feel free to discuss more in the comments below. We would love to hear about other events of importance you would like to highlight.

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History of the Airplane and Flight: Orville and Wilbur Wright

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The History of Airplanes and Flight

From the Wright Brothers to Virgin's SpaceShipTwo

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Mary Bellis

Inventions Expert

Mary Bellis covered inventions and inventors for ThoughtCo for 18 years. She is known for her independent films and documentaries, including one about Alexander Graham Bell.

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Updated on April 24, 2021

Orville and Wilbur Wright were the inventors of the first airplane. On December 17, 1903, the Wright brothers launched the era of human flight when they successfully tested a flying vehicle that took off by its own power, flew naturally at even speeds, and descended without damage.

By definition, an airplane is simply any aircraft with a fixed wing powered by propellers or jets, which is an important thing to remember when considering the Wright brothers' invention as the father of modern airplanes. While many people are used to this form of transportation as we've seen it today, airplanes have taken many forms throughout history.

Before the Wright brothers took their first flight in 1903, other inventors had made numerous attempts to make like the birds and fly. Among these earlier efforts were contraptions such as kites, hot air balloons, airships, gliders and other types of aircraft. While some progress was made, everything changed when the Wright brothers decided to tackle the problem of manned flight.

Early Tests and Unmanned Flights

In 1899, after Wilbur Wright had written a letter of request to the Smithsonian Institution for information about flight experiments, he, along with his brother Orville Wright designed their first aircraft. It was a small, biplane glider flown as a kite to test their solution for controlling the craft by wing warping—a method of arching the wingtips slightly to control the aircraft's rolling motion and balance.

The Wright Brothers spent a great deal of time observing birds in flight. They noticed that birds soared into the wind and that the air flowing over the curved surface of their wings created lift. Birds change the shape of their wings to turn and maneuver. They believed that they could use this technique to obtain roll control by warping or changing the shape of a portion of the wing.

Over the next three years, Wilbur and his brother Orville would design a series of gliders that would be flown in both unmanned (as kites) and piloted flights. They read about the works of Cayley and Langley and the hang-gliding flights of Otto Lilienthal. They corresponded with Octave Chanute concerning some of their ideas. They recognized that control of the flying aircraft would be the most crucial and hardest problem to solve.

Following a successful glider test, the Wrights built and tested a full-size glider. They selected Kitty Hawk, North Carolina as their test site because of its wind, sand, hilly terrain and remote location. In the year 1900, the Wright brothers successfully tested their new 50-pound biplane glider with its 17-foot wingspan and wing-warping mechanism at Kitty Hawk in both unmanned and piloted flights.

Continued Testing on Manned Flights

In fact, it was the first piloted glider. Based on the results, the Wright Brothers planned to refine the controls and landing gear, and build a bigger glider.

In 1901, at Kill Devil Hills, North Carolina, the Wright Brothers flew the largest glider ever flown. It had a 22-foot wingspan, a weight of nearly 100 pounds and skids for landing. However, many problems occurred. The wings did not have enough lifting power, the forward elevator was not effective in controlling the pitch, and the wing-warping mechanism occasionally caused the airplane to spin out of control.

To their disappointment, the Wright Brothers predicted that man will probably not fly in their lifetime. Still, in spite of the problems with their last attempts at flight, the Wright brothers reviewed their test results and determined that the calculations they had used were not reliable. They then planned to design a new glider with a 32-foot wingspan and a tail to help stabilize it.

The First Manned Flight

In 1902, the Wright brothers flew numerous test glides using their new glider. Their studies showed that a movable tail would help balance the craft and so they connected a movable tail to the wing-warping wires to coordinate turns—with successful glides to verify their wind tunnel tests, the inventors planned to build a powered aircraft.

After months of studying how propellers work, the Wright Brothers designed a motor and a new aircraft sturdy enough to accommodate the motor's weight and vibrations. The craft weighed 700 pounds and came to be known as the Flyer.

The Wright brothers then built a movable track to help launch the Flyer by giving it enough airspeed to take off and stay afloat. After two attempts to fly this machine, one of which resulted in a minor crash, Orville Wright took the Flyer for a 12-second, sustained flight on December 17, 1903—the first successfully-powered and piloted flight in history.

As part of the Wright Brothers' systematic practice of photographing every prototype and test of their various flying machines, they had persuaded an attendant from a nearby lifesaving station to snap Orville Wright in full flight. After making two longer flights that day, Orville and Wilbur Wright sent a telegram to their father, instructing him to inform the press that manned flight had taken place. This was the birth of the first real airplane.

First Armed Flights: Another Wright Invention

The U.S. Government bought its first airplane, a Wright Brothers biplane, on July 30, 1909. The airplane sold for $25,000 plus a bonus of $5,000 because it exceeded 40 miles per hour.

In 1912, an airplane designed by the Wright brothers was armed with a machine gun and flown at an airport in College Park, Maryland as the first armed flight in the world. The airport had existed since 1909 when the Wright Brothers took their government-purchased airplane there to teach Army officers to fly.

On July 18, 1914, an Aviation Section of the Signal Corps (part of the Army) was established, and its flying unit contained airplanes made by the Wright Brothers as well as some made by their chief competitor, Glenn Curtiss.

That same year, the U.S. Court has decided in favor of the Wright Brothers in a patent suit against Glenn Curtiss. The issue concerned lateral control of aircraft, for which the Wrights maintained they held patents. Although Curtiss's invention, ailerons (French for "little wing"), was far different from the Wrights' wing-warping mechanism, the Court determined that use of lateral controls by others was "unauthorized" by patent law.

Airplane Advancements After the Wright Brothers

In 1911, the Wrights' Vin Fiz was the first airplane to cross the United States. The flight took 84 days, stopping 70 times. It crash-landed so many times that little of its original building materials were still on the plane when it arrived in California. The Vin Fiz was named after a grape soda made by the Armour Packing Company.

After the Wright Brothers, inventors continued to improve airplanes. This led to the invention of jets, which are used by both the military and commercial airlines. A jet is an airplane propelled by jet engines. Jets fly much faster than propeller-powered aircraft and at higher altitudes, some as high as 10,000 to 15,000 meters (about 33,000 to 49,000 feet). Two engineers, Frank Whittle of the United Kingdom and Hans von Ohain of Germany, are credited with the development of the jet engine during the late 1930s.

Since then, some firms have developed electric aircraft that run on electric motors rather than internal combustion engines. The electricity comes from alternative fuel sources such as fuel cells, solar cells, ultracapacitors, power beaming and batteries. While the technology is in its infancy, some production models are already on the market.

Another area of exploration is with rocket-powered aircraft. These airplanes use engines that run on rocket propellant for propulsion, allowing them to soar at higher speeds and achieve faster acceleration. For example, an early rocket-powered aircraft called the Me 163 Komet was deployed by the Germans during World War II. The Bell X-1 rocket plane was the first plane to break the sound barrier in 1947.

Currently, the North American X-15 holds the world record for the highest speed ever recorded by a manned, powered aircraft. More adventurous firms have also begun experimenting with rocket-powered propulsion such as SpaceShipOne, designed by American aerospace engineer Burt Rutan and Virgin Galactic's SpaceShipTwo.

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The Wright Brothers Make the First Flight

History of Flight: The Wright Brothers

The Early History of Flight

The History of the Jet Engine

History of Airships and Balloons

Biography of Wilbur Wright, Aviation Pioneer

The First Fatal Airplane Crash

Quotes of the Wright Brothers

The History of Transportation

Biography of Orville Wright

A Timeline of Women in Aviation

The History of Drone Warfare

The History of Early Fireworks and Fire Arrows

Early American Aircraft Development and World War I

What Was the World War I Sopwith Camel?

A Historical Timeline of Rockets

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Airplane Parts and Function

NASA-Glenn-Airplane-Parts

This page shows the parts of an airplane and their functions. Airplanes are transportation devices which are designed to move people and cargo from one place to another. Airplanes come in many different shapes and sizes depending on the mission of the aircraft. The airplane shown on this slide is a turbine-powered airliner which has been chosen as a representative aircraft.

Wings

For any airplane to fly, one must lift the weight of the airplane itself, the fuel, the passengers, and the cargo. The wings generate most of the lift to hold the plane in the air. To generate lift, the airplane must be pushed through the air. The air resists the motion in the form of aerodynamic drag. Modern airliners use winglets on the tips of the wings to reduce drag. The turbine engines, which are located beneath the wings, provide the thrust to overcome drag and push the airplane forward through the air. Smaller, low-speed airplanes use propellers for the propulsion system instead of turbine engines.

Vertical and Horizontal Stabilizer

To control and maneuver the aircraft, smaller wings are located at the tail of the plane. The tail usually has a fixed horizontal piece, called the horizontal stabilizer, and a fixed vertical piece, called the vertical stabilizer. The stabilizers’ job is to provide stability for the aircraft, to keep it flying straight. The vertical stabilizer keeps the nose of the plane from swinging from side to side, which is called yaw. The horizontal stabilizer prevents an up-and-down motion of the nose, which is called pitch. (On the Wright brother’s first aircraft, the horizontal stabilizer was placed in front of the wings. Such a configuration is called a canard after the French word for “duck”).

At the rear of the wings and stabilizers are small moving sections that are attached to the fixed sections by hinges. In the figure, these moving sections are colored brown. Changing the rear portion of a wing will change the amount of force that the wing produces. The ability to change forces gives us a means of controlling and maneuvering the airplane. The hinged part of the vertical stabilizer is called the rudder; it is used to deflect the tail to the left and right as viewed from the front of the fuselage. The hinged part of the horizontal stabilizer is called the elevator; it is used to deflect the tail up and down. The outboard hinged part of the wing is called the aileron; it is used to roll the wings from side to side. Most airliners can also be rolled from side to side by using the spoilers. Spoilers are small plates that are used to disrupt the flow over the wing and to change the amount of force by decreasing the lift when the spoiler is deployed.

Flaps and Spoilers

The wings have additional hinged, rear sections near the body that are called flaps. Flaps are deployed downward on takeoff and landing to increase the amount of force produced by the wing. On some aircraft, the front part of the wing will also deflect. Slats are used at takeoff and landing to produce additional force. The spoilers are also used during landing to slow the plane down and to counteract the flaps when the aircraft is on the ground. The next time you fly on an airplane, notice how the wing shape changes during takeoff and landing.

Fuselage

The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings.

As mentioned above, the aircraft configuration in the figure was chosen only as an example. Individual aircraft may be configured quite differently from this airliner. The Wright Brothers 1903 Flyer had pusher propellers and the elevators at the front of the aircraft. Fighter aircraft often have the jet engines buried inside the fuselage instead of in pods hung beneath the wings. Many fighter aircraft also combine the horizontal stabilizer and elevator into a single stabilator surface. There are many possible aircraft configurations, but any configuration must provide for the four forces needed for flight.

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National Aeronautics and Space Administration

NASA Official: Marcelo Dasilva

Page Editor: Nancy Hall

Page Last Updated: October 4, 2022

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30 Most Common Airplane Types Guide: All You Need To Know - Aviator Insider

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Home30 Most Common Airplane Types Guide: All You Need To Know

30 Most Common Airplane Types Guide: All You Need To Know

A Cross-Section Of Fixed-Wing Aviation’s Success Stories

We’re going to look at thirty of the world’s most common aircraft. Not as simple as it sounds, as there are many aircraft that could be highlighted, and arguably should.

However, the list below has chosen aircraft by the quantity built. By definition, some fine modern aircraft in everyday use will not be on the list due to the short time they’ve been in production. Let’s look at a cross-section of the aviation world and learn a little more about their stories.

Jet Airliners: Global Travel In Style And Comfort

This is the upper end of aviation where the big kids play; large aircraft, large companies, and aggressive competition. Yet, since the 1990s, the playground has shrunk to two significant players, Airbus and Boeing.

Having a duopoly on the global airliner market, they hold approximately 99% of the business between them. Airbus is a pan-European consortium, and Boeing is American. Airbus began in the 1960s and threw down the gauntlet to Boeing, which had been in operation since the 1920s.

Since then, Airbus has slowly overhauled the lead its competitor possessed with airliners in service. In 2006 there were over two Boeing aircraft in service worldwide for every Airbus. As of 2021, that number has shrunk close to one-to-one. Here’s a look at the five most common wide-bodied airliners based on build numbers, followed by five of the most common narrow-bodied airliners.

Wide-Body #5: Boeing 787

A successor to the Boeing 767, the B787 Dreamliner entered service in 2011, promising 20% less fuel burn than the B767 when flown on comparable routes.

It is the first airliner with a fuselage, wings, and significant structural components constructed mainly of carbon-fiber-reinforced polymer composite material. Over 1,000 have been delivered to date, with orders of close to 500 remaining to be built and delivered.

Utilizing fly-by-wire controls and a non-standard electrical architecture, the B787 has replaced hydraulic and bleed air systems with electrically operated pumps and compressors. Boeing state that this system extracts 35% less power from the engines. This allows greater fuel efficiency and thrust.

Powered either by the Rolls Royce Trent 1000 or the General Electric GEnx-1B, each engine provides 64k to 76k pounds of thrust, depending on aircraft variant.

With stretched versions being provided, customers can choose between the 787-8, -9, and -10 variants, each carrying 242, 280, and 330 passengers, respectively. Boeing Business Jets also offers a business jet version of the B787-8 and -9. Carrying 25 passengers, 15 have been ordered to date.

Wide-Body #4: Boeing 767

Designed to take over the market previously serviced by the narrow-body DC-8 and Boeing 707, the B767 was Boeing’s first wide-bodied twin-engine jet aircraft.

It was also the first large airliner designed to require a crew of only two. Entering service in 1982, the B767-200 extended-range version achieved extended-range twin-engine operation performance standard (ETOPS) approval in 1985 to operate up to 120 minutes from a diversion airport at the one-engine inoperative cruise speed.

This opened up routes that had previously been restricted to three and four-engined aircraft. Carrying a maximum of 290 passengers, the B767-200 offered engine options of the Pratt & Whitney JT9 or 4000 series or the GE CF6-80, providing engine thrusts between 48k and 56.75k pounds.

The stretched fuselage B767-300 entered service in 1986, and the B767-300ER in 1988. These two aircraft became firm favorites and ultimately accounted for two-thirds of the 1,200 B767 sold.

There have also been freighter and airborne early warning and control (AWACS) aircraft produced. Currently being built solely for military and freight customers, there appears to be no interest in continuous production for passenger operations.

Wide-Body #3: Airbus A330

The third most delivered wide-body aircraft behind the B777, and B747, the A330-300, first flew in 1992 as a design derived from its wide-body predecessor, the A300.

The shorter -200 followed six years later, and the -800/900 series in 2018 with a 14% better fuel economy per seat, exclusively powered by the Trent 7000 series engine. A low-cost, high-capacity aircraft, the A330 was intended to take on the B767 in the extended-range twin-engine operation performance standard (ETOPS).

The aircraft typically carries between 250 to 290 passengers, although capable of 440 depending on the cabin configuration.

Engine options on earlier variants are between the General Electric CF6-80E, Pratt & Whitney PW4000, or Rolls-Royce Trent 700 engines producing 72k, 70k, and 71k thrust. Technologically advanced, the A330 uses electronic instruments, a side-stick control, and fly-by-wire, rather than the typical mechanical instruments, central control yoke, and cable control systems used on other aircraft.

Wide-Body #2: Boeing 747

Vying with the Airbus A330 for second place, the venerable and much-loved Boeing 747 is hanging on in the rankings. Boeing has built 1,561 B-747 versus the A330s 1,514 to date. The world’s first twin-aisled (or wide-bodied) aircraft, the B747, was nicknamed the ‘Jumbo Jet’ due to its impressive size.

Designed off the back of a requirement by Pan-Am for a new larger capacity aircraft that carried more passengers allowing a lower per-seat cost, the B747 first entered service in 1970.

Carrying 366 people, the aircraft was powered by four of Pratt & Whitney’s first high-bypass-ratio engines, the JT9D, each of which produced up to 51k pounds of thrust. The B747 has been through numerous variants using multiple engine manufacturers, with a short-range version developed for the Japanese market where fuel load was reduced to allow up to 550 passengers to be carried over shorter routes.

The SP or ‘Special Performance version followed, which was shortened by approximately 48 feet while increasing speed and range over long-haul routes. Then the inevitable call for more extended range, heavier maximum takeoff weights, and more powerful engines saw the -200, -300, -400, and -8 series developed.

Current 747-8s can carry 467 passengers using four General Electric GEnx-2B67, each generating 66,500 pounds of thrust. An interesting explanation for the upper deck on the B747 was the belief that supersonic air travel was the way of the future; therefore, the 747 double-deck design would allow conversion to a freighter by installing a front cargo door.

Wide-Body #1: Boeing 777

Known colloquially as the triple-seven, the Boeing 777 holds two records. The first record is because of the number built, at last count approximately 1650, which tops the list of the number of wide-bodied aircraft produced. The second record is down to it being the world’s largest twin-engined jet.

Designed in the 1990s, the B-777 was created to replace aging DC-10s and L-1011s and fill the gap between the Boeing 767 and Boeing 747.

The ‘classic’ B-777 consist of the -200 (seating 305 passengers), -200ER, and -300 series (seating 368 passengers) with engine options of the Pratt & Whitney 4000 series engines(90 – 98k pounds thrust), the Rolls Royce Trent 800 series (92k pounds thrust), or the GE90 series (92 – 115,300 pounds thrust).

In the chase for greater payloads over longer distances, the second generation of the classic B-777 concept entered service in the early 2000s with a broader wing, greater fuel capacity, and larger engines.

The latest developments are the new B777-8 (seating 384 passengers) and B777-9 (seating 426 passengers) series aircraft offered with the new GE9X engine, with the B777-9 having its first flight in 2020 and deliveries planned to commence in 2022. An interesting fact regarding the B-777 is that the diameter of its General Electric engine cowl is as wide as the passenger cabin on a Boeing 737.

Narrow-Body #5: Boeing 757

In the 1970s, Boeing was looking to improve the B727-200 trijet, the bestselling domestic airliner of the 1960s. Yet, airlines were less interested in a renewed variant, instead interested in a new aircraft using high-bypass-ratio engines and modern flight deck technology with promised reduced operating costs.

Miami-based Eastern Airlines was the launch customer, taking first delivery in January 1983, followed the next month by British Airways wishing to replace their Hawker Siddley Trident 3B jets. Initially powered by the Rolls Royce RB211-535C1, each providing almost 43k pounds of thrust, the B757-200 carried 242 passengers and proved popular with customers resulting in 913 aircraft being delivered.

A production cargo variant followed in 1987 and a combi cargo version, allowing conversion between passengers and freight, in 1988. In 1999 a stretched version, the -300, was launched. With fuselage plugs inserted both forward and aft of the wings, the aircraft is the longest single-aisle twinjet and carries 295 passengers.

55 of the -300 were delivered. An interesting fact for the B757 is the active flow control system for the rudder. Taking air from the auxiliary power unit (APU), 31 air jets mounted ahead of the rudder leading-edge direct air to re-energize airflow over the rudder, preventing early airflow separation and maintaining rudder effectiveness even at high rudder deflection angles.

Narrow-Body #4: McDonnell Douglas MD-80 Series

Developed as an improved version of the DC-9, the MD-80 was initially designated the DC-9 Series 80. Stretched in length, with a 28% larger wing, a higher maximum takeoff weight, and a higher bypass ratio engine in the Pratt & Whitney JT8-D, the aircraft could carry up to 172 passengers depending on seating configuration, against the DC-9s newer models, which carried 135.

Launch customer Swissair received its first delivery of the new aircraft in 1980, called the MD-81. Modified versions quickly followed in 1982, with the MD-82 offering higher power engines for hot and high operations or greater payloads.

The MD-83 was delivered in 1984 as a longer-range version of the previous models. Then in 1985, the shorter fuselage MD-87 was born, mainly to service existing MD-80 series customers.

Finally, the MD-88 was delivered in 1987, providing new electronic flight instrument systems rather than the analog instruments of previous variants, and updated interior trim.

McDonnell Douglas did plan to continue offering variants to the original design, but interest was not forthcoming from customers, and subsequent redesigns saw the MD-90 series born. The last MD-80 series deliveries occurred in 1999, with customers choosing aircraft with lower operating costs. A total of 1,191 MD-80 variants were delivered.

Narrow-Body #3: Boeing 727

Designed in the age of the four-engined B707, Boeing wished to build an aircraft that could operate into smaller airports with shorter runways. With arguments over four engines versus two, Boeing designed and constructed its only trijet, using three Pratt & Whitney JT8-D engines, each delivering just over 15k pounds of thrust.

The B727-100 carried up to 129 passengers, and the stretched -200 up to 155. With high-lift devices on its wings coupled with a large and sophisticated flap system, the B727 could descend steeply over obstacles, land short, and takeoff from smaller runways.

Needing to sell 200 to break even and planning on building 250, the B727-100 entered operation in 1964. Sales were slow to build initially, although once the lengthened 727-200 was introduced, it gained popularity.

Provided in freight and quick-change cargo/passenger versions, the B727 was destined to be the first commercial airliner to sell over 1,000 aircraft. Boeing produced a total of 1,832 aircraft before ceasing production in 1984.

Renowned for being noisy and not fuel-efficient, the B727 was nonetheless loved by operators, pilots, and the traveling public. The aircraft was a pioneer in many ways, first to undergo extensive fatigue testing and to have an auxiliary power unit (APU) fitted, first to use triple slotted flaps and to have totally powered flight controls, and the first to exceed the magic 1,000 production mark.

Narrow-Body #2: Airbus A320 series

Airbus designed and produced the A320 family comprising some of the most popular short-haul airliners globally, and it ranks as the fastest-selling airliner between 2005 and 2007. First purchased and flown by Air France in 1988, the A320 family comprises the A318, A319, A320, A321, and the latest A319/20/21neo range.

The older variants now carry the CEO suffix, standing for conventional engine options. The smallest of the family, the A318, carries up to 107 passengers and is 103 feet long, cruising at 447 knots. The largest A321ceo can carry up to 220 passengers and measures 146 feet.

Engine options included the CFM56-5 series, and the IAE V2500-A series, although Pratt & Whitney P6000A were used briefly also. Engine thrust ranged between 22k and 33k pounds.

The enhanced A320 series came about in 2009 from efficiency improvements by introducing winglets, aerodynamic refinements, a new cabin, and some weight savings.

This gave a 3.5% fuel burn reduction on longer flights. In 2010, the re-engined options were introduced to the A319, A320, and A321 creating the neo (new engine options), which use the CFM International LEAP or Pratt & Whitney PW1000G to give an improved cruise, a claimed 15% fuel saving and a vastly reduced noise footprint.

As of March 2021, more than 7,300 neo-family aircraft had been ordered by over 110 airlines, taking the mantle of the fastest-selling commercial aircraft. 9,572 aircraft have been produced to date.

Narrow-Body #1: Boeing 737 series

Taking the mantle of the best-selling aircraft in history, Boeing began building the 737 in 1967 and continues to manufacture them to this day. Originally designed to be smaller and cheaper to operate than its 1960s cousins, the B707 and B727, the Boeing 737 has since morphed and developed to provide solutions to many operational missions.

Delivered aircraft total 10,681, with over 4,000 still to deliver. The -100 and -200 series were manufactured between 1967 and 1984, powered by the Pratt & Whitney JT8D, and carried 108 to 130 passengers. Of 1,144 produced, 991 comprised the -200 series.

In 1984 the ‘Classic’ B737 series was introduced, made up of the -300, -400, and -500 series. Powered by the CFM-56-3 turbofan, this series could carry from 110 to 168 passengers. Upgraded again in 2084, the ‘Next Generation’ 737 comprised the -600, -700, -800, and -900 series.

The latest variant was again re-engined with the newer CFM56-7, a larger wing added, and the flight deck upgrades. Passenger capacity increased to a maximum of 215.

The latest generation, the 737-7/8/9/10 MAX series, was introduced in 2017. Sporting the CFM LEAP-B1 very high bypass ratio engine, winglets, and airframe modifications, the aircraft suffered two hull-loss crashes and was subsequently grounded for a period by aviation authorities worldwide. Since re-certified and returned to service, orders for 4,440 MAX series aircraft are outstanding.

Utility Aircraft: Unsung Heroes Linking Remote Communities To The World

In aviation, as in life, attention will focus on the biggest, loudest, sleekest, and most expensive. Yet, behind the glamour of wide-bodied aircraft whispering of global travel and exotic places lies a story of commercial aviation’s unsung heroes.

Step forward the utility aircraft, the (usually) ugly sister of the commercial aircraft world; those tireless workers are seen at regional airports worldwide, bustling in and out with barely time to draw breath.

People carriers during the day, transform by night to lug mail, fish, or perishable produce to morning markets. Giving budding pilots their first step on the commercial aviation ladder, they act as air ambulances, deliver babies, drop supplies, carry out reconnaissance and provide essential services to remote communities while serving as feeder services to the main-trunk air routes.

We will look at the ten most common utility aircraft based on build numbers and uncover the facts and history surrounding them.

Antonov AN28 (Russia)

With an appearance only a mother could love, the Soviet design bureau OKB Antonov (now Antonov ASTC, Ukraine) entered the AN28 design into a competition to supply Aeroflot with their new light passenger and utility transport.

Beating Russian company Beriev with their Be-30 and Czechoslovakia LET Aircraft Industries with the LET-410, the aircraft first took flight in 1969. Capable of short takeoff and landing (STOL) operations, the AN28 was initially designed to carry passengers, cargo, and mail on regional routes.

However, it’s since seen diverse services in the geological survey, air ambulance, photography, forest patrol, paratroop training, and ice patrol. With its squat, square shape, the cruise speed of 181 knots is unsurprising, yet it carried a useful weight of either 17 passengers or slightly shy of two imperial tons.

Powered by two 960 shaft horsepower (SHP) turbo-props of Russian design with 3-bladed propellers, the takeoff and landing rolls were 1,350 and 1,033 feet, respectively.

Originally license-built by Polish company PZL-Mielec, they subsequently redesigned the aircraft, fitting the 1100 SHP Pratt & Whitney PT6A-65B with 5-blade Hartzell propellers and a new Bendix-King avionics suite, providing a demonstrated landing roll of 512 feet.

Rebadged as the Polish PZL M28 Sytruck, it is still in limited production. Unconventional in design, the aircraft has two interesting aerodynamic features.

It is designed with a very low stall thanks to aerodynamically deployed leading-edge slats, and should an engine fail, a spoiler forward of the opposite aileron raises automatically, restricting wing drop to 12 degrees in five seconds, rather than the 30 degrees otherwise. Approximately 230 aircraft of both designs have been built.

Dornier 228 (Germany)

A true success story with over 4 million hours flown to date, the Dornier 228 was developed in the 1970s on the back of a new supercritical advanced aerofoil wing design that emerged from a program funded by the German Federal Ministry of Education and Research.

The program’s intent was to increase the performance and efficiency of aircraft at speeds up to 250 knots. Able to operate efficiently at slow airspeeds, the wing enables capable STOL abilities while still providing a good cruise of 230 knots, depending on the variant.

Designed to operate from unprepared airfields at high altitudes, the aircraft carries up to 19 passengers and at sea level requires only 2,600 feet to take off and a landing roll less than 1,500 feet.

Using the robust and reliable Garrat TPE331 (now Honeywell) turboprop and a choice of four-bladed Hartzell or five-bladed MT composite propellers, the aircraft has a retractable undercarriage and is powerful and fuel-efficient with low maintenance costs and dispatch reliability sitting around 98 to 99%.

Designed as a commuter aircraft, the Do228 is now used extensively in maritime surveillance, smokejumping platforms, air ambulance, cargo, and paratrooper roles while aiming at the ‘ISTAR’ market for intelligence, surveillance, targeting, acquisition, and reconnaissance. 245 aircraft were manufactured in Germany before Hindustan Aeronautics in Uttar Pradesh, India, bought a production license in 1983 and manufactured a further 125 aircraft.

Interestingly, in conjunction with MTU aero engines, the German Aerospace Centre is developing a Do228 with an electric powertrain powered by a hydrogen-powered fuel cell. Ground testing begins in late 2021, with a maiden flight slated for 2026.

BAe Jetstream 3 Series (United Kingdom)

A sleek, attractive aircraft, the British Aerospace Jetstream 31 derives from the earlier Handley Page lineage of Jetstream 1, 200, and 3M aircraft.

Driven to bankruptcy by delayed deliveries and canceled orders, wing manufacturer Scottish Aviation took over manufacture in the early 1970s before being nationalized in 1978 into British Aerospace, finally known as BAe Systems.

With BAe deciding the aircraft was ripe for further development and aiming squarely at the American commuter market, new Garrat TPE331’s at 1,020 SHP were fitted, as was a 2+1 seating configuration giving 19 seats. With an enhanced range and weight capacity, the aircraft compared favorably with competitors, the Beech 1900 and the Swearingen Metro.

A further enhanced design saw more powerful engines again, increased headroom, and lower cabin noise and vibration levels. Dubbed the Jetstream 32, it first flew in 1988 and remained in production until 1993. While designed and used primarily as a short-shuttle commuter or executive aircraft, the Jetstream sees service in air ambulance roles and military operations, with modifications offering enhanced short-field capability and hot and high operations performance.

Cruising at 230 knots and lifting 2.5 tons, cargo conversions are becoming more popular as the aircraft has aged, with STC’s approved to fit a large cargo door, depressurize the cargo area, and fit a pressure bulkhead behind the flight deck.

One has been used in the UK as an uninhabited air vehicle, using onboard systems to fly in crowded UK IFR airspace while a ground-based pilot monitors progress.

With a safety crew onboard to take off and land the aircraft before handing it over to the computers and control systems, the aircraft uses a sense and avoid system to prevent collisions with other aircraft while sensing poor weather and altering course appropriately.

With over 400 aircraft built and close to 100 still in airline use, the BAe Jetstream remains a popular aircraft for pilots and commuters alike.

Embraer EMB 110 Bandeirante (Brazil)

I well remember the Bandereirante. As a licensed aircraft maintenance engineer (A&P mechanic in the US) in the 1980s, I found the airframe solidly built and coupled with the Pratt & Whitney PT6A-34, it was a competent performer.

The solid construction was underlined when one aircraft turned up at my hangar, having flown through a nasty storm and taken some lightning strikes.

Such an event requires a complete external and internal damage inspection to ensure control cables haven’t fused and the fuselage hasn’t been penetrated. While we did find some pinholes from the strikes, the apparent damage was to the right aileron, half of which was missing.

Despite this, the crew reported no significant handling issues, a testament to the aircraft, in my opinion.The Brazilian Ministry of Aeronautics initiated the design in 1965 to pursue an aircraft for general purpose use that achieved low operational costs and high reliability.

They achieved this and, in 1973, produced a popular aircraft that engineers, pilots, and the traveling public liked. It was small, robust, easy to maintain, and carried 18 passengers reasonably quickly at a 220-knot cruise.

Used for passenger, cargo, maritime patrol, and geophysical survey, over 500 aircraft rolled off the production line until production ceased in 1990. Almost 50 years later, the aircraft is still operating worldwide with airlines, military, air taxi operators, and governments.

CASA C-212 Aviocar (Spain)

With a reputation for outstanding reliability backed by more than three million flight hours, the C-212 must be one of the more successful aircraft in the utility category.

Capable of carrying up to 26 passengers or lifting 2.8 tons and designed to operate in the most exacting environments, the aircraft works out of unprepared airfields in hot and high climates while exhibiting outstanding STOL performance.

With almost 600 aircraft built, the C-212 continues to see the operation in Antarctica, jungles, and deserts worldwide. Designed and built in Spain, the last Spanish-produced aircraft was delivered in 2013, with subsequent builds being carried out under license in Indonesia by Indonesian Aerospace.

With simple systems, a high wing, box-shaped fuselage, fixed undercarriage, and unpressurized fuselage, the aircraft was suitable only for flights below 10,000 feet and on short regional airline routes. Used on Antarctic surveys, maritime patrol, mineral exploration, paratroop, air ambulance, and cargo operations, the aircraft still sees service with airlines on short-haul routes.

Beechcraft 1900 (United States of America)

With almost 700 aircraft built and half of those still in operation, the Beech 1900 must be one of the most popular 19-seat twin-engine airliners in the utility category.

Designed off the back of the Super King Air, Beechcraft needed an aircraft capable of going toe-to-toe with the Swearingen Metro and the BAe Jetstream. Powered by the Pratt & Whitney PT6A-65B and 67D, depending on the variant, they produce 1,100 and 1,279 SHP, respectively.

The pressurized cabin allows operations to 25,000 feet, and the aircraft cruises at 285 knots. Capable of single-pilot operation when not on airline use, the aircraft has a respectable short field operation and can cope with grass airfields and rough runways. A supercargo variant is available following supplemental type certificates (STC) being issued, with the aircraft carrying 900 cubic feet of freight. 306 Beechcraft 1900 variants were still flying as of 2018.

De Havilland DHC-6 Twin Otter (Canada)

A few aircraft still make my pulse quicken, and the Twin Otter is near the top of those, along with another of the De Havilland lineage, the DHC-2 Beaver

. I came across my first DHC-6-300 in the Pacific Islands in the late 1980s, spending nights in a hurricane-damaged hangar carrying out the routine and defect maintenance necessary to prepare the aircraft for the next day of island flying.

Despite being a twin-engine-rated private pilot, it is my eternal regret that I never managed to fly the left seat in the Twin Otter. Production of the 100 series began in the mid-1960s and continues today with the -400 Viking.

With over 800 aircraft variants produced and almost half of those still flying, the Twin Otter is a true Canadian success story and powered, appropriately enough, by another; the Pratt & Whitney PT6A-27/34. Available on floats, skis, or fixed tricycle undercarriage, the Twin Otter is the archetypal bush plane.

The DHC-6 operates as a commuter airliner, a freight carrier, medevac air ambulance, parachute platform, oil & gas support, and special military missions with outstanding STOL capabilities. Carrying just over 2 tons on short routes, cruising at 180 knots, and with a stall speed of just 56 knots, the Twin Otter is hugely popular with operators and works in just about every theatre of the globe.

LET L-410 Turbolet (Czechoslovakia)

Another utility aircraft capable of operation from short, unpaved runways in hot and high conditions, the L-410 first began in the 1960s as Czechoslovak manufacturer Let Kunovice aimed to supply Russian Aeroflot with a turboprop replacement for their aging AN2 aircraft.

Beginning life as the L-400 and developing into the L-410, it first flew in 1969. Due to problems with the Czech-designed engines, the L-410 first flew with PT6A-27 until the engine issues were resolved and the aircraft re-engined with the Czech Walter M601.

Consisting of an unpressurized, high-wing configuration, the aircraft is certified for instrument flight rules (IFR) ops and flight into known icing. Carrying from 15 to 19 passengers, the cruise speed is 219 knots. With more than 1,200 aircraft built, the L-410 operates in over 60 countries worldwide.

The latest version, the L-410NG, entered production in 2018 and is equipped with quieter GE H80 engines. Intended for commercial, military, and cargo operations, over 350 versions of the L-410 currently flying.

Britten-Norman Islander (United Kingdom)

While it may seem unkind to dub the BN2A a “flying Landrover,” both the aircraft and the vehicle are rugged British institutions, each successful in their own right and venerated by many.

The solid old BN2A has a special place in my heart as it was one of the first aircraft I cut my teeth on when I left the Airforce and entered civil aviation. I re-encountered it during my stint in the Pacific islands in the late 1980s/early 1990s.

Noisy, unsophisticated, and straightforward in design with its barn door wing of constant chord, the BN2 series must be one of the world’s most successful and iconic aircraft; with approximately 1,300 built and 800 operating worldwide, the aircraft is still in production.

Now 56 years old, it is again being reinvented, with plans for installing electric and electric-hybrid powertrains and use in autonomous flight testing. While turbine-powered variants of the BN2 are available, the usual mission for the aircraft is cycling heavy, involving short high-frequency trips.

This rapidly wears out a turbine, so most operators opt for the rugged Lycoming O, and IO-540 powered six-cylinder piston engines providing 260 and 300 horsepower, respectively. Cruising up to 140 knots for the B variant and carrying three-quarters of a ton, the BN2 is a true workhorse; just be sure to pack your earplugs.

Cessna 208 Caravan (United States of America)

Designed and built by Cessna to replace the aging fleet of cargo-hauling aircraft such as Beavers and Twin Otters, the Caravan has been an outstanding success in the utility aircraft world. Introduced in 1984, the aircraft is still in production, with over 2,600 being built.

Carrying up to 14 passengers or 1.5 tons of cargo and cruising at 186 knots, the 208 is powered by a single PT6A-114 providing 675 SHP. The aircraft is designed to be field maintained, reasonably low cost to operate, and rugged of simple construction, unpressurized with a fixed undercarriage and a massive cargo door.

An incredibly versatile aircraft, the Caravan can be fitted with floats, a belly pod, a skydiving door, or hardpoints under the wing for military use. Roles include commuter airlines, recreation, flight training, cargo, mixed cargo and passenger, humanitarian missions, air ambulance, geophysical survey, and police/military use.

The next time you pass by an airfield, tear your eyes away from the big passenger aircraft and the fancy aerobatic toys and pay a thought to the hard-working, rugged unprepossessing utility aircraft.

They’ll be the ones beetling in and out in the background, disgorging freight, passengers, industrial equipment, and parachutists. Looking slightly tired and battered but continuing to serve remote communities and greasing the wheels of industry. In my opinion, the exciting, interesting unsung heroes of the commercial aviation world.

Military Fighters: Guaranteed To Turn Heads

Menacing, noisy, and startling fast, the military fighting aircraft is an excruciatingly expensive, high-technology flying weapons delivery system.

Not being commonly seen up close, they steal the limelight at every airshow. We’ll take a look at five of the most common fighters based on build quantities, with the caveat that accurate build numbers can be elusive. While not the most modern 5th-generation fighters, these are tested in battle and produced in significant numbers.

Fighter #5: Douglas A4 Series Skyhawk

Ah, nostalgia. Somewhere in a shoebox, I have a picture of myself in the early 1980s as a young man sitting on the wing of an A4-K Skyhawk on which my airforce colleagues and I had just completed a major overhaul. Built-in the mid-1950s, over 2,960 A4 were produced until production ceased in 1979.

A predominantly single-seat, sub-sonic aircraft carrier-capable light attack aircraft, the Skyhawk was relatively lightweight and incredibly tough and maneuverable.

It had a short-span delta wing that did not require folding on a carrier, given its size. First used in combat by the US during the war in Vietnam, the aircraft has also seen action with Israel, Argentina, and Kuwait. Initially powered by the Wright J65 turbo-engine, it was later re-engined with the Pratt & Whitney J52 generating 8.5k pounds of thrust.

With a top speed of 585 knots and a range of 1,008 nautical miles, the A4 pioneered the concept of air-to-air ‘buddy’ refueling. This allowed one aircraft to refuel from another similar aircraft, obviating the need for a refueling tanker.

Fighter #4: General Dynamics F-16 Flying Falcon

Coming in next in the list with over 4,600 built, the F-16 was first produced in 1973. Designed as a daytime fighter to maintain air superiority for the US Airforce, the F-16 developed into a successful all-weather multi-role aircraft. At one point, it was the most numerous fixed-wing aircraft in military service.

The early F-16A/B series was powered by the Pratt & Whitney F100-PW-2 series engine producing 14.6k pounds thrust dry, or 23.8k pounds with afterburner. In 1987, the C/D series also utilized the more powerful General Electric F110-GE-100, producing 16.6k pounds of thrust dry and 29k with afterburner.

Striking attributes of the F-16 are the use of a side-stick control, a bubble canopy for greater visibility, and the first use of fly-by-wire technology using negative stability to create a more nimble aircraft. Still being produced, the F-16 has been purchased by the air forces of 25 other countries.

Fighter #3: Mikoyan-Gurevich MiG-23

Known in the West by its NATO name, Flogger, the MiG-23 is a Russian-designed variable geometry wing fighter that entered production in 1969. With over 5,045 aircraft built, it is the most produced variable-sweep wing aircraft in history.

The aircraft ceased production in 1985, although it still sees limited service with a small number of customers. Designed to replace the MiG-21, the MiG-23 addressed its predecessor’s shortcomings with an increased weapons load, increased range, and a much-improved radar capability.

While the aircraft proved to not be a good dog-fighter, it was blazingly fast to accelerate and could out-accelerate any other fighters. Powered by the Khatchaturov R-35-300 turbojet, it produced 18.8k pounds of thrust dry and 28.6k pounds with an afterburner. As an interceptor aircraft designed to hit and run an opponent, the MiG-23 proved to be a considerable threat to enemy aircraft and saw much action worldwide.

Fighter #2: McDonnell Douglas F-4 Phantom II

An incredibly versatile and blazingly fast tandem-seat fighter-bomber, the F-4 Phantom flew first in 1958 and began racking up world records in speed, altitude, and time-to-climb.

With airspeed topping out at just over twice the speed of sound, the F-4 set a world record in 1961, managing just over 1,393 knots on a 20-mile circuit. It also secured a world altitude record in 1959, achieving 98,556 feet. Bought to design life in 1952 from the US Navy’s need for a new attack fighter, by 1955, that requirement had changed to an all-weather fleet defense interceptor.

Defense secretary, Robert McNamara, was pushing to have one fighter for all military branches, so the US Airforce became involved in modifying the design to meet their air-to-air and air-to-ground fighter-bomber requirements.

The F-4 saw action in the war in Vietnam, Operation Desert Storm, the Iran-Iraq War, and the war between the United Kingdom & Argentine.

Powered by two General Electric J79-GE-17A, each engine produced 11.9k pounds of thrust dry and 17.8k pounds of thrust with an afterburner. With 5,195 built, the F-4 has been used by many countries worldwide, with a number still in active service today.

Fighter #1: Mikoyan-Gurevich MiG-21

With over 11,490 aircraft built, the MiG-21 is a true success story. Almost 70 years after its first flight, it is currently still in use by 19 airforces and used previously by over 40; there are also over 70 aircraft still flying privately. Known by its NATO name Fishbed, the MiG-21 first flew in 1955.

The design successfully combined the properties of an interceptor and a fighter into a lightweight and fast package. Capable of speeds at twice the speed of sound, the aircraft used a delta wing configuration and was powered by the Tumansky R-25-300 turbojet, producing over 9k pounds of thrust dry and 15.6k with an afterburner.

The aircraft’s simple controls, engine, avionics, and weapons systems made it cheap to manufacture and maintain, partly explaining its great production success.

Holding several production records, the MiG-21 is the most produced supersonic aircraft in aviation history, the longest production run of any aircraft (1959 to 1985), and the most produced combat aircraft since the Korean war.

Basic Trainers: Where We All Started

I first learned to fly a powered aircraft when I was 17 years old, and it was the ubiquitous Cessna 150. Today, countless pilots flying heavy metal or military jets began on a small airfield in an old and battered primary trainer or a J-3 Piper Cub.

While technology has improved, if you drop into your local airfield, you’ll still see the rows of little workhorses readying themselves for another day of abuse at the hands of a learner. We’ll take a look at and salute three of the most common light trainers used worldwide to prepare the next generation of pilots.

Trainer #3: Cessna 150/152

With 31,471 aircraft produced in the Cessna 150 and 152 range, the C150 is the fifth most produced civilian plane ever at 23,839 built. Cessna began the design of the C150 as a successor to the previous C140, whose production ceased in 1951.

Modernizing the old C140 design saw the addition of a tricycle undercarriage compared to the older taildragger design, squared-off wingtips, and newer fowler flaps. The engine power was increased using the 100 HP Continental O-200-A, an improvement on the C140s 85 HP.

In 1977, the aircraft morphed into the C152 to compete with Beechcraft’s Skipper and Piper’s Tomahawk trainers. The significant change was a new Lycoming O-235 series engine, producing 100 HP and providing a longer time-between-overhaul (TBO) of 2,400 hours.

The performance changes allowed a 107-knot cruise to the C150s 82, with only a tiny increase in stall speed from 42 knots to 49.

A perfect trainer, its handling properties are predictable, control forces are light, and the aircraft performs well at slow airspeeds. If it’s not too hot and you’re not too heavy, the aircraft performs well on short runways. For increased comfort, make sure you have an excellent noise-canceling headset or earplugs.

Trainer #2: Piper PA28 Cherokee Series

It does seem a little unfair that Piper gets the second slot due to their family of trainers rather than one particular type. Particularly as it edges out my enduring favorite, the Piper J-3. However, Piper has produced 32,778 of its training lineage, and they are undoubtedly ubiquitous worldwide.

Starting with the low-wing, fixed undercarriage, four-seat 150 and 160 Cherokees in 1961, Piper designed the aircraft to compete with the Cessna 172 while providing a less complex aircraft than their Pa24 Comanche.

For many of the Pa28 lines, the number such as 150 refers to the engine horsepower. Other models followed rapidly; in 1962, the 180 was added, then a two-seat version of the 150, named the 140. A retractable version of the 180 called the Arrow followed in 1967.

A stretched Arrow in 1972, a turbocharged version in 1977, and a T-tail version in 1979. Along the way, refinements were made to the fuselage and wings of the models, including aerodynamic improvements.

Names were also changed. Today, the fleet still in production consists of the 160 HP Warrior, 200 HP Arrow, 155 HP Archer TX and LX, and the 180 HP Pilot 100 and i100. Yet, many of the old types continue in used as personal transport and competent trainers.

Trainer #1: Cessna 172

Earning the top spot, the Cessna 172 has been produced in larger numbers than any other aircraft, with over 44,000 built and still being produced. First flown in 1955, the 172 is a single-engine, high-wing, tricycle undercarriage, all-metal four-seat aircraft designed to replace the older 1948 170 series taildraggers

An overwhelming success, when the aircraft was first launched in 1956, over 1,400 were ordered. Powered by the Continental O-300 of 145 horsepower until 1967, the engine was changed to the Lycoming O-320 series of 150 HP.

Over the years, variants have been produced with Lycomings ranging from 160 to 180 HP, a limited variant with a diesel engine, and the Hawk SP with an injected 195 HP engine and a constant-speed propeller.

The aircraft has also undergone regular refinements and facelifts to maintain a contemporary look, and today options include a partial glass cockpit with the Garmin 1000 Flight Display. The current 172R cruises at 122 knots with a range of 696 nautical miles.

Amateur-Built Aircraft: The DIY End Of The Aviation Spectrum

Also known as home-built or kit planes, these aircraft are built by enthusiasts from plans or kits and may be licensed under special regulations in many countries.

Subject to inspection during the build process, and in some countries, having restrictions on when or where they may fly, the amateur-built aircraft provides pilots the satisfaction of building and flying their own customized flying machine.

Starting out as quite simple machines back in the day, the latest amateur-built aircraft are fast and technologically advanced in materials and equipment. I’ll highlight two popular models as an example of what is available.

Amateur-Built #2: Kitfox Series

Confession time, I love taildraggers, ever since converting to a Citabria in the early 1990s. If I could choose a taildragger to build, this would have to be near the top.

A two-seater, high-wing taildragger of fabric and tube design, the first Kitfox 1 shipped in 1984 with a 65 HP Rotax engine cruising at 65 knots and stalling at 31. Since then, the variants have come thick and fast, with a notable clean-sheet redesign in 1994.

Now sitting at model 7, the latest Kitfox may be powered by engines ranging from 80 to 180 HP and offers speeds to 105 knots. The allure of the aircraft was the fact it could be built in a garage, the wings would fold, and the aircraft towed behind a car to the airfield for a day flying. With over 5,000 kits sold, the Kitfox is a shining example of the magic of amateur-built aircraft.

Amateur-Built #1: The Rans RV Series

In November 2019, it was announced that 10,600 RV kits had been completed and flown, with many more thousand under completion. When you understand that Richard VanGrunsven only started his Vans Aircraft Company in 1973, that is an extraordinary feat.

When Dick built his single-seat RV-1 in 1965, how could he know the phenomenon he was about to unleash. Now at designation RV-14, the series provides kits for 4 single-seat aircraft, 7 two-seat aircraft, and 1 four-seat aircraft, with the other series numbers either sailplanes, prototypes, or not used.

A mix of taildragger and tricycle undercarriage options, the RV design is characterized by a sleek, attractive, minimalist exterior providing outstanding performance and good short-field operation.

The latest example, the RV-14, is a fully aerobatic two-seat aircraft with a maximum speed of 176 knots that cruises at 168 knots and stalls at 46 knots.

Powered by the Lycoming IO-390 delivering 210 HP, the RV-14 is stressed to +6/-3 G in aerobatics. With an estimated build time for the RV-14 of 1,200 hours, and with some aircraft estimated to take 800, given the looks and performance, is it any wonder the RV has become as successful as it has?

FAQ

Question: To what does the term “Knot” refer?

Answer: A knot is a unit of speed derived from nautical use. Today a knot refers to 1 nautical mile per hour, 1.85 kilometers per hour, or 1.15 statute miles per hour.

Question: What is a ‘taildragger’ aircraft?

Answer: Also known as ‘conventional’ landing gear, the term refers to the arrangement of the undercarriage components. In a taildragger aircraft, two main wheels are positioned forward of the aircraft’s centre of gravity, with one small wheel or skid at the tail. Another option, a tricycle undercarriage, has a nosewheel at the front of the aircraft and two main wheels positioned aft of the centre of gravity slightly.

Question: When you speak of ‘thrust’ with a jet engine, what do you mean?

Answer: A jet engine takes in air at the front, compresses it in a turbine and mixes it with fuel before igniting it. The highly accelerated air is exhausted to the rear of the engine. The acceleration pushes the engine forward, transmitting the forward motion to the aircraft structure through a series of engine mounts. That thrust is measured in pounds lbs (or Kilogram Force (kgf) or Newtons (N).

Question: What is an afterburner, and what do you mean by ‘wet’ or ‘dry’?

Answer: An afterburner is an additional component typically found on military jet engines. It is a device that introduces additional fuel into the jets exhaust stream just to the rear of the last turbine, significantly increasing thrust but using large amounts of fuel to do so; therefore, it’s not very fuel-efficient. Usually used for takeoffs, combat, and to achieve supersonic flight. Dry means no afterburner use; wet means fuel is added to the exhaust stream to get the additional thrust.

Question: What do the terms ‘ narrowbody’ and ‘widebody’ refer to when speaking of commercial jets?

Answer: The terms refer to the width of the fuselage tube, which dictates the numbers of seats and aisles. Narrowbody aircraft have one aisle, dividing two sets of one, two or three seats. Widebody aircraft usually have two aisles with three individual groups of seats.

Question: To what does the term ETOPS refer?

Answer: The acronym means Extended-range Twin-engined Operations Performance Standards. The International Civil Aviation Organisation (ICAO) used the term for any twin-engined aircraft operating over one hour from its diversion airport, assuming one engine inoperative. Aircraft may be approved to fly more than that one hour based on stringent technical and operational criteria. Modern aircraft may now be approved for ETOPS operations up to 330 minutes from their chosen diversion airport. The rule allows passenger operations using twin-engined aircraft on routes where aviation rules previously required four-engined aircraft.

Conclusion

So there we have the round-up of the 30 most common aircraft. I’m sure others could have made the list, and there are some I’d like to have seen mentioned, yet the odds are that when next you drive past or visit an airport, a lot of the aircraft we’ve discussed here will be visible to you. Now you know a little of their history.

Further Read:

Learjet Series: Learjet Plane Types and Models

Learjet 35 Guide

Learjet 45 Guide

Learjet 60 Guide

Cessna Series

Cesnna 140 Guide

Cesnna 150 Guide

Cessna 152 Guide

Cessna 170 Guide

Cessna 206 Guide

Cessna 340 Guide

Piper Series

Piper Archer Guide

Piper Warrior Guide

Piper Pacer Guide

Piper Aztec Guide

Piper Tomahawk Guide

Comparisons

Piper Archer vs Cessna 172

About Latest Posts David YeomanDavid is a seasoned pilot and aviation expert. He was a glider pilot for several years before obtaining his private license in taildraggers. David has licenses as an aircraft maintenance engineer in New Zealand and Australia. He's worked on various aircraft from small two-seaters like Tomahawks or Boeing 767s. Currently, David flies twin retractables, notably the Pa44 Seminole and Pa30 Twin Comanche. Latest posts by David Yeoman (see all) Cessna 182 vs 185 Compared: Which Is Better? - November 3, 2021 Cessna 120 Guide and Specs : Is It Powerful Enough? - October 8, 2021 Cessna 195 Guide and Specs : All About The 195 Businessliner - September 20, 2021

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Airplane | Definition, Types, Mechanics, & Facts | Britannica

History of flight | Airplanes, Dates, & Facts | Britannica

All Types of Airplanes (Commercial, Props, Jets) Jumbo Jets to Small Planes

Explore the World of Aviation - Airplanes.com

How planes work | the science of flight - Explain that Stuff

The Evolution Of The Airplane

History of the Airplane and Flight: Orville and Wilbur Wright

Development and components of airplanes | Britannica

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比特派app官方下载网址|airplanes

比特派app官方下载网址|airplanes

Airplane | Definition, Types, Mechanics, & Facts | Britannica

History of flight | Airplanes, Dates, & Facts | Britannica

All Types of Airplanes (Commercial, Props, Jets) Jumbo Jets to Small Planes

Explore the World of Aviation - Airplanes.com

How planes work | the science of flight - Explain that Stuff

The Evolution Of The Airplane

History of the Airplane and Flight: Orville and Wilbur Wright

Development and components of airplanes | Britannica

Airplane Parts and Function | Glenn Research Center | NASA

30 Most Common Airplane Types Guide: All You Need To Know - Aviator Insider

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