WEBVTT

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<v Speaker 1>Welcome to the I Can't Sleep Podcast. Why I help

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<v Speaker 1>you drift off one fact at a time. I'm your host,

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<v Speaker 1>Benjamin Boster, and today's episode is about airliners. Before we

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<v Speaker 1>get started on today's sponsored episode, I wanted to wish

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<v Speaker 1>Riley a happy thirteenth birthday. If you would like to

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<v Speaker 1>sponsor an episode of the podcast to wish someone a

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<v Speaker 1>happy birthday. Got the line of requests or just to

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<v Speaker 1>support the show, head over to www dot icantsleeppodcast dot

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<v Speaker 1>com and click sponsor a topic. Now on to today's episode.

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<v Speaker 1>An airliner is a type of airplane for transporting passengers

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<v Speaker 1>and air cargo. Such aircraft are most often operated by airlines.

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<v Speaker 1>The modern and most common variant of the airliner is

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<v Speaker 1>a jet powered aircraft with a long, tube shaped fuselage.

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<v Speaker 1>The largest of them are wide body jets, which are

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<v Speaker 1>also called twin aisle because they generally have two separate

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<v Speaker 1>aisles running from the front to the back of the

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<v Speaker 1>passenger cabin. These are usually used for long haul flights

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<v Speaker 1>between airline hubs and major cities. A smaller, more common

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<v Speaker 1>class of airlines is the narrow body or single aisle.

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<v Speaker 1>These are generally used for short to medium distance flights

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<v Speaker 1>with fewer passengers than their wide body counterparts. Regional airliners

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<v Speaker 1>typically seed fewer than one hundred passengers and may be

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<v Speaker 1>powered by turbo fans or turbo prompts. These airliners are

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<v Speaker 1>the non main line counterparts to the larger aircraft operated

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<v Speaker 1>by the major carriers, legacy carriers, and flag carriers, and

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<v Speaker 1>are used to feed traffic into the large airline hubs.

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<v Speaker 1>These regional routes then form the spokes of a hub

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<v Speaker 1>and spoke air transport model. The lightest aircraft are short haul,

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<v Speaker 1>regional feeder airline type aircraft that carry a small number

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<v Speaker 1>of passengers and are called commuter aircraft, commuter liners, feeder liners,

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<v Speaker 1>and air taxis depending on their size, engines, how they

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<v Speaker 1>are marketed, region of the world, and seating configurations. The

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<v Speaker 1>Beachcraft nineteen hundred, for example, has only nineteen zeats. When

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<v Speaker 1>the Wright Brothers made the world's first sustained heavier than

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<v Speaker 1>air flight, they laid the foundation for what would become

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<v Speaker 1>a major transport industry. Their flight, performed in the Right

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<v Speaker 1>Flier during nineteen o three, was just eleven years before

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<v Speaker 1>what is often defined as the world's first airliner by

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<v Speaker 1>the nineteen sixties, airliners had expanded capabilities, making a significant

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<v Speaker 1>impact on global society, economics, and politics. During nineteen thirteen,

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<v Speaker 1>Igor Sikorski developed the first large multi engine airplane, the

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<v Speaker 1>Rusky Vityats. This aircraft was subsequently refined into the more

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<v Speaker 1>practical Ilia Muromats, being furnished with dual controls for a

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<v Speaker 1>pilot and copilot, and a comfortable cabin was a lavatory

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<v Speaker 1>cabin heating and lighting. This large four engine biplane was

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<v Speaker 1>further adapted into an early bomber aircraft, preceding subsequent transport

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<v Speaker 1>and bomber aircraft. It first flew on December tenth, nineteen thirteen,

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<v Speaker 1>and took off for its first demonstration flight with sixteen

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<v Speaker 1>passengers aboard on February twenty fifth, nineteen fourteen. However, it

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<v Speaker 1>was never used as a commercial airline due to the

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<v Speaker 1>onset of the First World War, which led to military

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<v Speaker 1>applications being prioritized. In nineteen nineteen, shortly after the end

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<v Speaker 1>of the First World War, large numbers of ex military

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<v Speaker 1>aircraft flooded the market. One such aircraft was the French

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<v Speaker 1>farm and Goliath, which had originally been designed as a

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<v Speaker 1>long range and cheavy bomber. A number were converted for

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<v Speaker 1>commercial use into passenger airliners starting in nineteen nineteen, being

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<v Speaker 1>able to accommodate a maximum of fourteen seated passengers. Around

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<v Speaker 1>sixty were built. Initially. Several publicity flights were made, including

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<v Speaker 1>one on February eighth, nineteen nineteen, when the Goliath flew

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<v Speaker 1>twelve passengers. Dozens of early airlines subsequently procured the type.

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<v Speaker 1>One high profile flight made on August eleventh, nineteen nineteen,

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<v Speaker 1>involved in f sixty, flying eight passengers and a ton

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<v Speaker 1>of supplies from Paris. Another important airliner built in nineteen

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<v Speaker 1>nineteen was the Airco DH DOT sixteen A, redesigned Airco

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<v Speaker 1>DH DOT nine A, was a wider fuselage to accommodate

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<v Speaker 1>an enclosed cabin seating four passengers plus pilot in an

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<v Speaker 1>open cockpit. In March nineteen nineteen, the prototype first blew

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<v Speaker 1>at Hendon Aerodrome. Nine aircraft were built, all but one

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<v Speaker 1>being delivered to the Nasson Airline Aircraft Transport and Travel,

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<v Speaker 1>which used the first aircraft for pleasure flying, and on

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<v Speaker 1>August twenty fifth, nineteen nineteen, it inaugurated the first scheduled

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<v Speaker 1>international airline service from London to Paris. One aircraft, YFT,

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<v Speaker 1>was sold to the river Plate Aviation Company in Argentina

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<v Speaker 1>to operate a cross river service between Buenos Aires and Montevideo. Meanwhile,

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<v Speaker 1>the competing Vickers converted its successful First World War arabomber,

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<v Speaker 1>the Vickers Vimmy, into a civilian version, the Vimmy Commercial.

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<v Speaker 1>It was redesigned with a larger diameter fuselage and first

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<v Speaker 1>flew from the Joyscreen Airfield in Kent on the thirteenth

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<v Speaker 1>of April nineteen nineteen. The world's first all metal transport

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<v Speaker 1>aircraft was the Junkers F thirteen, which also made the

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<v Speaker 1>first flight in nineteen nineteen. Junkers marketed the aircraft towards

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<v Speaker 1>business travelers and commercial operators, and European entrepreneurs bought examples

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<v Speaker 1>for their private use and business troops. Over three hundred

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<v Speaker 1>Junkers F thirteens were built between nineteen nineteen and nineteen

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<v Speaker 1>thirty two. The Dutch Fokker Company produced the Fokker F two,

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<v Speaker 1>then the enlarged F three. These were used by the

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<v Speaker 1>Dutch airline KLM, including on its Amsterdam London service in

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<v Speaker 1>nineteen twenty one. A relatively reliable aircraft for the area.

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<v Speaker 1>The Fokkers were flying to destinations across Europe, including Bremen, Brussels,

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<v Speaker 1>Hamburg and Paris. The Hanley Page Company in Britain produced

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<v Speaker 1>the Hanley Page Type W, its first civil transport aircraft.

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<v Speaker 1>It housed two crew in an open cockpit and fifteen

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<v Speaker 1>passengers in an enclosed cabin, powered by two four hundred

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<v Speaker 1>fifty horse power Napier Lion engines. The prototype first blew

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<v Speaker 1>on December fourth, nineteen nineteen. Shortly after it was displayed

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<v Speaker 1>at the nineteen nineteen Paris Air Show, it was ordered

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<v Speaker 1>by the Belgian firm Sabena. A further ten type ws

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<v Speaker 1>were produced under license in Belgium by s A. BCA.

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<v Speaker 1>In nineteen twenty one, the Air Ministry ordered three aircraft

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<v Speaker 1>built as the W eight B for use by Hanley

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<v Speaker 1>Page Transport and later by Imperial Airways on services to

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<v Speaker 1>Paris and Brussels. In France, the Bleriotspad S thirty three

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<v Speaker 1>was introduced during the early nineteen twenties. It was commercially successful,

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<v Speaker 1>initially serving the Paris London route and later on continental routes.

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<v Speaker 1>The enclosed cabin could carry four passengers, with an extra

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<v Speaker 1>seat in the cockpit It was further developed into the

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<v Speaker 1>Bleriotspad S forty six. Throughout the nineteen twenties, companies in

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<v Speaker 1>Britain and France were at the forefront of the civil

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<v Speaker 1>airliner industry. By nineteen twenty one, the capacity of airliners

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<v Speaker 1>needed to be increased to achieve more favorable economics. The

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<v Speaker 1>English company de Haveland built the ten passenger d H

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<v Speaker 1>twenty nine monoplane while starting work on the design of

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<v Speaker 1>the d H thirty two, an eight seater biplane with

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<v Speaker 1>a more economical but less powerful Rule Royce Eagle engine

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<v Speaker 1>for more capacity. DH thirty two development was replaced by

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<v Speaker 1>the DH thirty four biplane, accommodating ten passengers. A commercially

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<v Speaker 1>successful aircraft, Daimler Airway ordered a batch of nine. The

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<v Speaker 1>Ford Trimotor had two engines mounted on the wings and

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<v Speaker 1>one in the nose, and a slab sided body. It

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<v Speaker 1>carried eight passengers and was produced from nineteen twenty five

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<v Speaker 1>to nineteen thirty three. It was an important early airliner

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<v Speaker 1>in America. It was used by the predecessors to Transworld

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<v Speaker 1>airlines and by other airlines long after production ceased. The

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<v Speaker 1>Trimotor helped to popularize numerous aspects of modern aviation infrastructure,

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<v Speaker 1>including paved runways, passenger terminals, hangars, air mail and radio navigation.

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<v Speaker 1>Pan M opened up transoceanic service in the late nineteen

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<v Speaker 1>twenties and early nineteen thirties based on a series of

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<v Speaker 1>large seaplanes, the Sikorski S thirty eight through Sikorski S

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<v Speaker 1>forty two. By the nineteen thirties, the airliner industry had

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<v Speaker 1>matured and large, consolidated national airlines were established, with regular

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<v Speaker 1>international services that spanned the globe, including Imperial Airways in Britain,

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<v Speaker 1>Lufthansa and Germany KLM and the Netherlands and United Airlines

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<v Speaker 1>in America. Multi engined aircraft were now capable of transporting

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<v Speaker 1>dozens of passengers and comfort. During the nineteen thirties, the

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<v Speaker 1>British to Havelean Dragon emerged as a short haul, low

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<v Speaker 1>capacity airliner. Its relatively simple design could carry six passengers

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<v Speaker 1>each with forty pounds of luggage on the London Paris

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<v Speaker 1>route on a fuel consumption of thirteen gallons per hour.

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<v Speaker 1>The DH E four Dragon entered worldwide service during early

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<v Speaker 1>August nineteen thirty four. One performed the first non stop

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<v Speaker 1>flight between the Canadian mainland and Britain in thirty hours

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<v Speaker 1>fifty five minutes, although the intended destination had originally been

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<v Speaker 1>baggedad in Iraq. British production of the Dragon ended in

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<v Speaker 1>favor of the de Havevelan Dragon Rapid, a faster and

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<v Speaker 1>more comfortable successor. By November nineteen thirty four, series production

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<v Speaker 1>of the Dragon Rapid had commenced to have Land invested

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<v Speaker 1>into advanced features, including elongated rear windows, cabin heating, thickened

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<v Speaker 1>wing tips, and a strengthened air frame for a higher

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<v Speaker 1>gross weight of fifty five hundred pounds. Later aircraft were

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<v Speaker 1>amongst the first airliners to be fitted with flaps for

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<v Speaker 1>improved lighting performance, along with downwards facing recognition light and

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<v Speaker 1>metal propellers, which were often retrofitted to older aircraft. It

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<v Speaker 1>was also used in military roles. Civil Dragon Rapids were

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<v Speaker 1>impressed into military service during the Second World War. Metal

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<v Speaker 1>airliners came into service in the nineteen thirties in the

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<v Speaker 1>United States. The Boeing two forty seven and the fourteen

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<v Speaker 1>passenger Douglas d C two flew during the first half

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<v Speaker 1>of the decade, while the more powerful, faster twenty one

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<v Speaker 1>to thirty two passenger Douglas d C three first appeared

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<v Speaker 1>in nineteen thirty five. D C threes were produced in

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<v Speaker 1>quantity for the Second World War and were sold as

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<v Speaker 1>surplus afterward, becoming widespread within the commercial sector. It was

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<v Speaker 1>one of the first airliners to be profitable without the

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<v Speaker 1>support of postal or government subsidies. Long haul flights were

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<v Speaker 1>expanded during the nineteen thirties as Pan American Airways and

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<v Speaker 1>Imperial Airways competed on transatlantic travel using fleet of flying

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<v Speaker 1>boats such as the British Short Empire and the American

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<v Speaker 1>Boeing three fourteen. Imperial Airways ordered for twenty eight Empire

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<v Speaker 1>flying boats was viewed by some as a bold gamble.

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<v Speaker 1>At the time, flying boats were the only practical means

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<v Speaker 1>of building aircraft of such size and weight, as land

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<v Speaker 1>based aircraft would have unfeasibly poor field performance. One Boeing

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<v Speaker 1>three fourteen registration NC one eight six oh two became

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<v Speaker 1>the first commercial plane to circumnavigate the globe during December

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<v Speaker 1>nineteen forty one and January nineteen forty two. In the

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<v Speaker 1>United Kingdom, the Brabazon Committee was formed in nineteen forty

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<v Speaker 1>two under John Moore Brabazon first Baron Brabezon of Tara

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<v Speaker 1>to forecast advances in aviation technology and the air transport

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<v Speaker 1>needs of the post war British Empire in South Asia,

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<v Speaker 1>Africa and the Near and Far East and Commonwealth, Australia, Canada,

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<v Speaker 1>New Zealand. For British use. Multi engine aircraft types were

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<v Speaker 1>allegedly split between the US for military transport aircraft and

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<v Speaker 1>the UK for heavy bombers. That such a policy was

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<v Speaker 1>suggested or implemented have been disputed, at least by Sir

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<v Speaker 1>Peter Mayfield. British aircraft manufacturers were tied up to fulfill

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<v Speaker 1>military requirements and had no free capacity to address other

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<v Speaker 1>matters through the war. The committee final report pushed four

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<v Speaker 1>designs for the state owned airlines British Overseas Airways Corporation

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<v Speaker 1>and later British European Airways, three piston powered aircraft of

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<v Speaker 1>varying sizes and a jet powered one hundred seat design

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<v Speaker 1>at the request of Jeoffrey to Haveland, involved in the

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<v Speaker 1>first jet fighter's development. After a brief contest, the Type

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<v Speaker 1>one design was given to the Bristol Airplane Company, building

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<v Speaker 1>a one hundred ton bomber submission. This evolved into the

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<v Speaker 1>Bristol Brabazon, but this project folded in nineteen fifty one

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<v Speaker 1>as BOAC lost interest and the first aircraft needed a

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<v Speaker 1>costly wing redesign to accommodate the Bristol Proteus engine. The

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<v Speaker 1>Type two was split between the Havevelin Dove and air

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<v Speaker 1>Speed Ambassador conveyed tentional piston designs, and the Vickers model

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<v Speaker 1>powered by newly developed turboprops. First flown in nineteen forty eight,

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<v Speaker 1>the VC two Viceroy was the first turboprop designed to

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<v Speaker 1>enter service, a commercial success, with four hundred and forty

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<v Speaker 1>five Viscounts built. The Type three requirement led to the

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<v Speaker 1>conventional Avrod Tutor and the more ambitious Bristol Britannia, although

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<v Speaker 1>both aircraft suffered protracted developments. Was the latter entering service

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<v Speaker 1>with BOAC in February nineteen fifty seven. Over seven years

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<v Speaker 1>following its order, the jet powered Type four became the

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<v Speaker 1>d Havelin Comet in nineteen forty nine. It featured an

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<v Speaker 1>aerodynamically clean design with four de Havelin Ghost turbojet engines

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<v Speaker 1>buried in the wings, a pressure fuselage and large square windows.

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<v Speaker 1>On a second nineteen fifty two, the Comet took off

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<v Speaker 1>on the world's first jet liner flight carrying fair paying passengers,

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<v Speaker 1>and simultaneously inaugurated scheduled service between London and Johannesburg. However,

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<v Speaker 1>roughly one year after introduction, three Comets broke up mid

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<v Speaker 1>flight due to air frame metal fatigue, not well understood

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<v Speaker 1>of the time. The Comet was grounded and tested to

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<v Speaker 1>discover the cause, while rival manufacturers heated the lessons learned

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<v Speaker 1>while developing their own aircraft. The improved Comet two and

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<v Speaker 1>the prototype Comet three culminated in the redesigned Comet four series,

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<v Speaker 1>which debuted in nineteen fifty eight and had a productive

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<v Speaker 1>career over thirty years, but sales never fully recovered. By

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<v Speaker 1>the nineteen sixties, the UK had lost the airliner market

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<v Speaker 1>to the US due to the Comma disaster, and a

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<v Speaker 1>smaller domestic market not regained by later designs like the

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<v Speaker 1>BAC one eleven, Vickers VZ ten and Hawker Hidley Trident.

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<v Speaker 1>The Stack Committee was formed to consider supersonic designs and

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<v Speaker 1>worked with Bristol to create the Bristol two twenty three,

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<v Speaker 1>a one hundred passenger transatlantic airliner. The effort was later

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<v Speaker 1>merged with similar efforts in France to create the Concord

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<v Speaker 1>supersonic airliner to share the cost. The first badge of

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<v Speaker 1>the Douglas DC fours went to the US Army and

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<v Speaker 1>Air Forces and was named the C fifty four Skymaster.

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<v Speaker 1>Some ex military DC sixes were later converted into airliners,

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<v Speaker 1>with both passenger and cargo versions flooding the market shortly

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<v Speaker 1>after the war's end. Douglas also developed a pressurized version

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<v Speaker 1>of the DC four, which it designated the Douglas DC six.

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<v Speaker 1>Rival company Lockheed produced the Constellation, a triple tailed aircraft,

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<v Speaker 1>was a wider fuselage than the DC four. The Boying

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<v Speaker 1>three seventy seven Strato Cruiser was based on the C

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<v Speaker 1>ninety seven Strato freighter military transport. It had a double

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<v Speaker 1>deck and a pressurized fuselage. Convert produced the Converre two forty,

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<v Speaker 1>a forty person pressurized airplane five hundred and sixty six

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<v Speaker 1>examples flew. Convoy later developed the Convert three forty, which

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<v Speaker 1>was slightly larger and could accommodate between forty four and

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<v Speaker 1>fifty two passengers, of which three hundred eleven were produced.

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<v Speaker 1>The firm also commenced work on the Conver thirty seven,

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<v Speaker 1>a relatively large double deck airliner that would have served

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<v Speaker 1>trans continental routes. However, the project was abandoned due to

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<v Speaker 1>a lack of customer demand and its high development costs.

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<v Speaker 1>Rival planes included the Martin two zero two and Martin

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<v Speaker 1>four zero four, but the two zero two had safety

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<v Speaker 1>concerns and was unpressurized, while the four zero four only

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<v Speaker 1>sold around one hundred units. During the post war years,

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<v Speaker 1>engines became much larger and more powerful, and safety features

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<v Speaker 1>such as dicing, navigation, and weather information were added to

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<v Speaker 1>the planes. American planes were allegedly more comfortable and had

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<v Speaker 1>superior flight decks than those produced in Europe. The most

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<v Speaker 1>common airliners are the narrow body aircraft or single aisles.

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<v Speaker 1>The earliest jet airliners were narrow bodies. The initial d

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<v Speaker 1>haveavelin comet, the Boeing seven oh seven and its competitor,

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<v Speaker 1>the Douglas DC eight. They were followed by smaller models,

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<v Speaker 1>the Douglas DC nine and its MD eighty MD ninety

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<v Speaker 1>Boeing seven seventeen derivatives, the Boying seven twenty seven, seven

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<v Speaker 1>thirty seven and seven fifty s seven Using the seven

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<v Speaker 1>oh seven cabin cross section or the TUPELEV two one

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<v Speaker 1>fifty four, Illusin IL eighteen and the Ilyuschin L sixty two.

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<v Speaker 1>Currently produced narrowbody airliners include the air Bus A two twenty,

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<v Speaker 1>A three twenty family, Boeing seven thirty seven, Embryer e

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<v Speaker 1>jet family, and Comacs seven nine one nine. Generally used

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<v Speaker 1>for medium hall flights with one hundred to two hundred

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<v Speaker 1>and forty passengers. They could be joined by the indevelopment

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<v Speaker 1>earcud MC twenty one. The larger wide body aircraft or

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<v Speaker 1>twin aisle, as they have two separate aisles in the cabin,

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<v Speaker 1>are used for long haul flights. The first was the

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<v Speaker 1>Boeing seven forty seven quad jet, followed by the tri jets,

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<v Speaker 1>the Lockheed L ten eleven and the Douglas DC ten

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<v Speaker 1>then its MD eleven stretch. Then other quad jets were introduced,

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<v Speaker 1>the Ilyutian IL eighty six and IL ninety six, the

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<v Speaker 1>Airbus A three forty and the double deck A three eighty.

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<v Speaker 1>Twin jets were also put into service, the Airbus A

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<v Speaker 1>three hundred, A three ten, A three thirty, and A

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<v Speaker 1>three fifty. The seven sixty seven, seven seven seven and

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<v Speaker 1>seven eighty seven regional airliners seat fewer than one hundred passengers.

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<v Speaker 1>These smaller aircraft are often used to feed traffic at

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<v Speaker 1>large airline hubs to a larger aircraft operated by the

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<v Speaker 1>major mainline carerris, legacy carriers or flag carriers, often sharing

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<v Speaker 1>the same livery currently produced turboprop regional airliners include the

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<v Speaker 1>dash AID series and the ATR forty two seventy two.

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<v Speaker 1>Light aircraft can be used as small commuter airliners or

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<v Speaker 1>as air taxis. Twin turboprops carrying up to nineteen passengers

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<v Speaker 1>include the Beachcraft nineteen hundred, jet Stream thirty one, DHC

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<v Speaker 1>six twin Otter and embryor EMB ten Bandrante. Smaller airliners

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<v Speaker 1>include the single engine turboprops like the Cesna Caravan and

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<v Speaker 1>Palladis PC twelve or twin piston powered aircraft made by Cessna, Piper, Britten,

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<v Speaker 1>Norman and Beachcraft. They often lack lavatories, stand up cabins,

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<v Speaker 1>pressurization galleys, overhead storage bins, reclining seeds, or a flight

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<v Speaker 1>attendant