{"id":18489363,"date":"2026-08-31T11:39:23","date_gmt":"2026-08-31T09:39:23","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/airliner-design-shapes-built-and-imagined\/"},"modified":"2026-09-04T08:45:03","modified_gmt":"2026-09-04T06:45:03","slug":"airliner-design-shapes-built-and-imagined","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/airliner-design-shapes-built-and-imagined\/","title":{"rendered":"The Lost Shapes of the Airliner &mdash; and the Ones Coming Back"},"content":{"rendered":"\r\n<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\n<!-- mfsh:top -->\n\n<style>\n.mfsh-trigger{display:inline-flex;align-items:center;gap:10px;height:44px;padding:0 18px;margin:0 0 26px;border:2px solid #0F1720;background:#fff;color:#0F1720;font-family:inherit;font-size:14px;font-weight:700;line-height:1;letter-spacing:0;text-transform:none;cursor:pointer;box-shadow:none;transition:background .15s,color 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This is harder nowadays than it used to be. Boeing or Airbus, regional jet or long-haul giant, they are all the same basic object &mdash; a smooth metal tube with two big engines slung under a pair of swept-back wings and a tail at the back. It is one of the most successful designs in engineering history, and one of the most monotonous.<\/p><p>It was not always this way. For decades, airliners came in a glorious variety of shapes, and the world&rsquo;s drawing boards held far stranger ones that never made it off the page. This is a tour of the airliner&rsquo;s lost variety &mdash; the shapes we built, the shapes we only imagined, and why, after seventy years of the tube, the weird ones may finally be coming back.<\/p>\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:24px 0;border-radius:8px;font-size:15px;line-height:1.7\"><strong style=\"font-size:17px\">In a nutshell<\/strong><br>For 70 years, nearly every airliner has shared one shape: a tube fuselage with two engines under swept wings. But aviation once brimmed with radical airliner shapes &mdash; rear engines, double decks, flying boats, engines above the wing &mdash; and the drawing boards held stranger ones still. Now, with the blended wing body and the truss-braced wing, the weird shapes may finally be coming back.<\/div>\r\n<h2 style=\"padding-top:22px\">When airliners had personality<\/h2>\r\n<p>The jet age began with real diversity. In the 1950s the French Sud Aviation Caravelle hung its engines at the very back of the fuselage, leaving the wings clean and the cabin quiet &mdash; an idea copied by the Boeing 727 (with its distinctive third engine fed through an S-duct and a tall T-tail), the DC-9, the Vickers VC10 and the Soviet Il-62. Look up at a 727 and you see three tails&rsquo; worth of hardware clustered at the rear, nothing under the wings at all.<\/p><p>Then there was the vertical dimension. The Boeing 377 Stratocruiser carried a downstairs cocktail lounge; the 747 gave us the most famous hump in aviation; the Airbus A380 went to a full double-deck, two complete passenger floors from nose to tail. Others were stranger yet: the German VFW-614 mounted its jet engines on pylons <em>above<\/em> the wing. Go back further and the first true airliners were not land planes at all but flying boats &mdash; the vast Dornier Do X and the Boeing 314 Clipper landed on water. And on the Junkers G38 of the 1930s, a lucky few passengers actually sat <em>inside<\/em> the wing, looking out through windows in its leading edge.<\/p>\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/caravelle-rear-engine.jpg\" alt=\"Sud Aviation Caravelle rear-engine jetliner\" style=\"width:100%;height:auto;max-width:100%;display:block;border-radius:6px\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Sud Aviation Caravelle put its engines at the tail and its wings went clean &mdash; a shape shared by the 727, DC-9, VC10 and Il-62. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\n\n<p>From the pointy-nosed Boeing 707 to the needle-nosed Concorde, from American tri-jets like the 727, DC-10 and L-1011 TriStar to their Soviet cousins the Il-62, Tu-154 and Tu-134, the sky used to be full of instantly recognisable silhouettes. Here is a small parade of them:<\/p>\n\n<div style=\"margin:8px 0 26px\"><div style=\"display:flex;overflow-x:auto;gap:14px;padding:6px 2px 14px;scroll-snap-type:x mandatory;-webkit-overflow-scrolling:touch\"><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-boeing-707.jpg\" alt=\"Boeing 707\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Boeing 707<\/span><span style=\"display:block;font-size:12px;color:#888\">Four podded engines<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-concorde.jpg\" alt=\"Concorde\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Concorde<\/span><span style=\"display:block;font-size:12px;color:#888\">Supersonic delta, droop nose<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-boeing-747.jpg\" alt=\"Boeing 747\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Boeing 747<\/span><span style=\"display:block;font-size:12px;color:#888\">The jumbo hump<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-boeing-727.jpg\" alt=\"Boeing 727\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Boeing 727<\/span><span style=\"display:block;font-size:12px;color:#888\">Tri-jet, T-tail, S-duct<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-dc-10.jpg\" alt=\"McDonnell Douglas DC-10\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">McDonnell Douglas DC-10<\/span><span style=\"display:block;font-size:12px;color:#888\">Tri-jet, straight-through tail<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-l1011-tristar.jpg\" alt=\"Lockheed L-1011 TriStar\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Lockheed L-1011 TriStar<\/span><span style=\"display:block;font-size:12px;color:#888\">Tri-jet, S-duct tail<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-il-62.jpg\" alt=\"Ilyushin Il-62\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Ilyushin Il-62<\/span><span style=\"display:block;font-size:12px;color:#888\">Four rear engines (USSR)<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-tu-154.jpg\" alt=\"Tupolev Tu-154\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Tupolev Tu-154<\/span><span style=\"display:block;font-size:12px;color:#888\">Soviet tri-jet, T-tail<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-tu-134.jpg\" alt=\"Tupolev Tu-134\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Tupolev Tu-134<\/span><span style=\"display:block;font-size:12px;color:#888\">Twin rear engines (USSR)<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-md-83.jpg\" alt=\"McDonnell Douglas MD-83\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">McDonnell Douglas MD-83<\/span><span style=\"display:block;font-size:12px;color:#888\">Twin rear engines, T-tail<\/span><\/figcaption><\/figure><figure style=\"flex:0 0 auto;width:300px;scroll-snap-align:start;margin:0\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/var-fokker-100.jpg\" alt=\"Fokker 100\" style=\"width:300px;height:188px;object-fit:cover;border-radius:8px;display:block\"><figcaption style=\"text-align:center;margin-top:7px\"><span style=\"display:block;font-size:14px;font-weight:600;color:#333\">Fokker 100<\/span><span style=\"display:block;font-size:12px;color:#888\">Rear-engine regional jet<\/span><\/figcaption><\/figure><\/div><p style=\"text-align:center;font-size:12px;color:#999;margin:2px 0 0;font-style:italic\">Swipe or scroll sideways &mdash; every one of these was an everyday airliner.<\/p><\/div>\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/SlNTgVjX18w\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0;border-radius:8px\" allowfullscreen><\/iframe><\/div>\r\n<h2 style=\"padding-top:22px\">The shapes we only imagined<\/h2>\r\n<p>For every airliner that flew, a dozen wild ones stayed on paper. The most gloriously mad was the Caproni Ca.60 of 1921 &mdash; a nine-winged, eight-engined flying houseboat meant to carry a hundred passengers across the Atlantic. It was actually built; it broke apart on its second flight and was never rebuilt. Decades later, America&rsquo;s answer to Concorde, the swing-wing Boeing 2707 supersonic transport, was cancelled in 1971 before a single one was completed. Engineers in the 1950s seriously sketched nuclear-powered airliners that would fly for weeks without refuelling, and NASA and manufacturers have drawn passenger flying wings &mdash; &ldquo;spanloaders&rdquo; with the cabin spread across the wing itself &mdash; again and again. Almost none of them was ever certified to carry a fare-paying passenger.<\/p>\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/a380-double-deck.jpg\" alt=\"Airbus A380 double-deck airliner\" style=\"width:100%;height:auto;max-width:100%;display:block;border-radius:6px\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The double-deck Airbus A380 &mdash; the last great flourish of airliner variety before the shape settled down again. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n<h2 style=\"padding-top:22px\">Why they all converged<\/h2>\r\n<p>So why did the airliner settle on one shape? Because the boring answer is brutally efficient. A cylinder is the perfect pressure vessel &mdash; the cheapest, strongest, lightest way to hold cabin pressure at 40,000 feet. Wings and tail bolt on to that tube and can be scaled up or down for any size of aircraft. Hanging the engines under the wing makes them easy to reach for maintenance and helps relieve the bending loads on the wing. And, crucially, every airport gate, jet bridge, baggage system and certification rule on Earth is built around a tube. A radically better shape has to beat not just the tube&rsquo;s aerodynamics but that entire mountain of infrastructure.<\/p>\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;border-radius:0 8px 8px 0;font-size:16px;line-height:1.7\"><em>&ldquo;The tube-and-wing has survived for seven decades while every &lsquo;revolutionary&rsquo; alternative has remained a PowerPoint presentation.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\">The technology magazine Hackaday, on airliner design<\/div><\/div>\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/R5hneFaj2L4\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0;border-radius:8px\" allowfullscreen><\/iframe><\/div>\r\n<h2 style=\"padding-top:22px\">The next act: beyond tube-and-wing<\/h2>\r\n<p>For the first time in a long while, that may be about to change. The most promising challenger is the blended wing body, which merges fuselage and wing into a single smooth lifting shape so the whole aircraft helps carry the load. Boeing and NASA flew a subscale demonstrator, the X-48, and studies point to fuel savings of anywhere from 20 to 50 percent; a startup, JetZero, is now working toward a full-size version. Others hedge their bets: MIT&rsquo;s &ldquo;double-bubble&rdquo; D8 keeps a fuselage but makes it wide enough to add lift and tucks the engines at the tail, while the NASA and Boeing X-66 hangs an extremely long, thin wing from the fuselage on a supporting strut.<\/p>\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;border-radius:0 8px 8px 0;font-size:16px;line-height:1.7\"><em>&ldquo;The blended wing body would consume about 20 percent less fuel than jetliners of today, while cruising at high subsonic speeds on flights of up to 7,000 nautical miles.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\">NASA, on the blended-wing-body concept<\/div><\/div>\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/QAIWYqUWi2Y\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0;border-radius:8px\" allowfullscreen><\/iframe><\/div>\r\n<p>None of these is guaranteed to reach an airport gate; the tube-and-wing has buried plenty of promising rivals before. But for seven decades the airliner has been a metal cylinder with wings &mdash; unglamorous, unmistakable, and quietly perfect. If the blended wing finally breaks through, the next generation of travellers may look out of a terminal window and, for the first time in their lives, not be quite sure what they are looking at. Which would be wonderful.<\/p><p style=\"font-style:italic;color:#777;font-size:14px\">Sources: NASA (&ldquo;Beyond Tube-and-Wing,&rdquo; Bruce I. Larrimer; X-48 programme); Hackaday; Leeham News; MIT; Wikipedia.<\/p>\n<!-- mfsh:bottom -->\n\n<button type=\"button\" class=\"mfsh-trigger mfsh-bottom\" data-mfsh-placement=\"bottom\" aria-haspopup=\"dialog\"><svg><use href=\"#mfsh-i-share\"\/><\/svg>Share this story<\/button>\n\n<!-- \/mfsh:bottom -->\n\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\n\n\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>Why do all modern airliners look the same?<\/summary><div class=\"a\">Because the tube-and-swept-wing layout with two underslung engines turned out to be the most efficient compromise between structure, aerodynamics, maintenance access and certification. It is one of the most successful designs in engineering history, and after seventy years of refinement it is very hard to beat.<\/div><\/details><details><summary>Did airliners once come in more shapes?<\/summary><div class=\"a\">Far more. The jet age began with real diversity: the Sud Aviation Caravelle hung its engines at the very back of the fuselage to leave the wings clean and the cabin quiet, an idea the Boeing 727 copied with its distinctive third engine, and there were double decks, flying boats and designs with engines mounted above the wing.<\/div><\/details><details><summary>Why did the industry converge on one shape?<\/summary><div class=\"a\">Because each departure from the tube costs something. Rear-mounted engines complicate the tail structure and centre of gravity; unusual fuselages complicate pressurisation and evacuation. Once the underwing twin proved itself economically, every alternative had to justify a penalty.<\/div><\/details><details><summary>Are unusual airliner shapes coming back?<\/summary><div class=\"a\">Possibly, for the first time in decades. The blended wing body and the truss-braced wing are both being pursued seriously, driven by fuel efficiency targets that the conventional tube is struggling to meet.<\/div><\/details><details><summary>What is a blended wing body?<\/summary><div class=\"a\">A design in which the fuselage and wing merge into a single lifting surface rather than a tube with wings attached. It offers substantially better aerodynamic efficiency, at the cost of harder pressurisation, evacuation and passenger-experience problems.<\/div><\/details><\/div><\/section>\n\n\n\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"Why do all modern airliners look the same?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because the tube-and-swept-wing layout with two underslung engines turned out to be the most efficient compromise between structure, aerodynamics, maintenance access and certification. It is one of the most successful designs in engineering history, and after seventy years of refinement it is very hard to beat.\"}},{\"@type\":\"Question\",\"name\":\"Did airliners once come in more shapes?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Far more. The jet age began with real diversity: the Sud Aviation Caravelle hung its engines at the very back of the fuselage to leave the wings clean and the cabin quiet, an idea the Boeing 727 copied with its distinctive third engine, and there were double decks, flying boats and designs with engines mounted above the wing.\"}},{\"@type\":\"Question\",\"name\":\"Why did the industry converge on one shape?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because each departure from the tube costs something. Rear-mounted engines complicate the tail structure and centre of gravity; unusual fuselages complicate pressurisation and evacuation. Once the underwing twin proved itself economically, every alternative had to justify a penalty.\"}},{\"@type\":\"Question\",\"name\":\"Are unusual airliner shapes coming back?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Possibly, for the first time in decades. The blended wing body and the truss-braced wing are both being pursued seriously, driven by fuel efficiency targets that the conventional tube is struggling to meet.\"}},{\"@type\":\"Question\",\"name\":\"What is a blended wing body?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A design in which the fuselage and wing merge into a single lifting surface rather than a tube with wings attached. It offers substantially better aerodynamic efficiency, at the cost of harder pressurisation, evacuation and passenger-experience problems.\"}}]}<\/script><div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px;border-radius:0 8px 8px 0\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/why-every-modern-airliner-looks-the-same\/\">Why Every Modern Airliner Looks the Same<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/sud-aviation-caravelle-rear-engine-jet-pioneer\/\">The Sud Aviation Caravelle: The Rear-Engine Pioneer<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Share this story Stand at the window of any airport terminal today and play a game: try to tell the airliners apart by shape alone. This is harder nowadays than it used to be. Boeing or Airbus, regional jet or long-haul giant, they are all the same basic object &mdash; a smooth metal tube with [&hellip;]<\/p>\n","protected":false},"author":25,"featured_media":18488709,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-18489363","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Airliner Design: The Lost Shapes Coming Back<\/title>\n<meta name=\"description\" content=\"For 70 years airliners have all looked the same. 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