Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Widebody shopping experience:
1. Compare - without doubt the biggest advantage that the Widebody offers shoppers today is the ability to compare thousands of Widebody at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.
2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about
3. Testimonials - don't know anybody that has bought a Widebody? Wrong! If the Widebody is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.
4. Questions - Got a question about Widebody then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....
5. Reputation - Never heard of the company selling Widebody? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Widebody and build up a picture of their reputation for sales, returns, customer service, delivery etc.
6. Returns - still worried that even after all of the above your Widebody wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.
7. Feedback - happy with your Widebody then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.
8. Security - check for the yellow padlock on the Widebody site before you buy, and the s after http:/ /i.e. https:// = a secure site
9. Contact - got a question about Widebody, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.
10. Payment - ready to pay for your Widebody, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.
is the world's largest and broadest passenger aircraft
A
wide-body aircraft is a large
airliner with a fuselage diameter of 5 to 6 metres (16 to 20 ft). In common terms, it refers to an aircraft with twin aisles inside the cabin.
Passengers are usually
airline seat 7 to 10 abreast. For comparison, a traditional
Narrow-body aircraft airliner has a diameter of 3 to 4 metres (10 to 13 ft), a single aisle, and
seats arranged 2 to 6 abreast. Typical wide-body aircraft can accommodate between 200 and 600 passengers, while the largest narrow-bodies carry about 280. Freight or
cargo wide-bodies also exist.
History
, the first wide-body, operated by
Pan American World Airways, with a fuselage diameter of 256 inches in the constant sectionFollowing the success of the
Boeing 707 (with 148 inch fuselage) and Douglas DC-8 (with 163 inch fuselage) in the late 1950s, airlines began asking for larger aircraft to meet the rising demand for air travel. Engineers were faced with many challenges as airlines wanted more seats, more range, and lower operating cost. One of the most significant difficulties was selecting a fuselage configuration suitable for more than 200 passengers.
Early jet aircraft like the 707 and DC-8 seated passengers either side of a single aisle, with no more than 6 seats per row. Larger aircraft would have to be longer, higher (i.e. double-deck) or wider in order to accommodate the proposed passenger numbers. Engineers realized that lengthening the fuselage would have resulted in aircraft that would be too long to be handled by airports, while having two decks caused difficulties meeting emergency evacuation regulations which were extremely challenging with the technology available at the time. This left a wider fuselage as the best option: by adding a second aisle, as many as 10 seats across could be accommodated. introduced in 1974 was the first twin-engined wide bodyThe first true wide-body airliner was the four-engined Boeing
Boeing 747; it debuted in 1969 and remains the largest in passenger service (due to lose that title to the
Airbus A380 when it enters service on 25th October, 2007), seating over 400 passengers. The main deck of the 747 features twin aisles and seating 10-abreast, while the upper deck "hump" seats 6-abreast along a single aisle. Its fuselage is 256 inches in diameter.
Other wide-bodies soon followed, including the
McDonnell Douglas DC-10 and the
Lockheed L-1011 Tristar, with 237 inch diameter fuselage. In 1974, Airbus introduced the
Airbus A300, the first twin-engined wide-body. Subsequent commercial wide-bodies include:{||valign=top|
- Ilyushin Il-86 (1980)
- Airbus A310 (a shortened A300) (1982)
- Boeing 767 (1982), 198 inch outside diameter
- McDonnell-Douglas MD-11 (1986)- a development of the DC-10, with 237 inch outside diameter
|valign=top|
|}Three wide-body designs are in development or testing:
- Airbus A380 (2007) - the world's largest passenger aircraft
- Boeing 787 (2008) - first aircraft to utilize monolithic composite fuselage, replacement for the Boeing 767. The outside diameter of its fuselage is 227 inches.
- Airbus A350 (2012-2013) - replacement for the Airbus A330/Airbus A340 line
Design considerations
. Note the twin aisles on both decks
in
Munich,
Germany.
Although a wide-body aircraft has a larger frontal area than a narrow-body of equivalent capacity, and thus greater form drag, it has several advantages:
- Lower ratio of surface area to volume, and thus (for equal volume) lower frictional drag.
- Twin aisles accelerate loading and unloading/evacuation relative to a single aisle
- Wider fuselage reduces the overall length of the aircraft, improving ground maneuverability and reducing the risk of tail strikes.
- Greater under-floor freight capacity.
- More structurally efficient than narrow-bodies for large aircraft
Operating considerations
Aircraft are categorised by
ICAO according to the amount of
wake turbulence they produce. Because wake turbulence is generally related to the weight of an aircraft, these categories are based on weight—aircraft with a maximum certificated take-off weight of 300,000 lb (136,000 kg) or more are classed as Heavy, those between 15,500 lb and 300,000 lb (7,000 kg and 136,000 kg) are classed as Medium, and those below 15,500 lb (7,000 kg) are classed as Light. Due to their weight, all current wide-body aircraft are categorised as Heavy.
The wake turbulence category is used to guide the separation of aircraft—a Heavy category aircraft will require greater separation behind it than a Medium category, which in turn requires more separation than a Light category. In some countries, such as the
United States, it is a requirement to suffix the aircraft's
call sign with the word "heavy" when communicating with Air traffic control in the
Terminal Radar Service Area. If the aircraft is on an ARTCC (Air Route Traffic Control Center Frequency), they are not required to say "heavy" at the end of the callsign. For example, flight UAL342 operated by
United Airlines using a wide bodied aircraft would use the call sign "United 342 Heavy" while in the
USA.
References
- official boeing company website]
is the world's largest and broadest passenger aircraft
A
wide-body aircraft is a large airliner with a fuselage diameter of 5 to 6 metres (16 to 20 ft). In common terms, it refers to an aircraft with twin aisles inside the cabin.
Passengers are usually
airline seat 7 to 10 abreast. For comparison, a traditional
Narrow-body aircraft airliner has a diameter of 3 to 4 metres (10 to 13 ft), a single aisle, and
seats arranged 2 to 6 abreast. Typical wide-body aircraft can accommodate between 200 and 600 passengers, while the largest narrow-bodies carry about 280.
Freight or cargo wide-bodies also exist.
History
, the first wide-body, operated by
Pan American World Airways, with a fuselage diameter of 256 inches in the constant sectionFollowing the success of the Boeing 707 (with 148 inch fuselage) and
Douglas DC-8 (with 163 inch fuselage) in the late 1950s, airlines began asking for larger aircraft to meet the rising demand for air travel. Engineers were faced with many challenges as airlines wanted more seats, more range, and lower operating cost. One of the most significant difficulties was selecting a fuselage configuration suitable for more than 200 passengers.
Early jet aircraft like the 707 and DC-8 seated passengers either side of a single aisle, with no more than 6 seats per row. Larger aircraft would have to be longer, higher (i.e. double-deck) or wider in order to accommodate the proposed passenger numbers. Engineers realized that lengthening the fuselage would have resulted in aircraft that would be too long to be handled by airports, while having two decks caused difficulties meeting emergency evacuation regulations which were extremely challenging with the technology available at the time. This left a wider fuselage as the best option: by adding a second aisle, as many as 10 seats across could be accommodated. introduced in 1974 was the first twin-engined wide bodyThe first true wide-body airliner was the four-engined
Boeing Boeing 747; it debuted in 1969 and remains the largest in passenger service (due to lose that title to the Airbus A380 when it enters service on 25th October, 2007), seating over 400 passengers. The main deck of the 747 features twin aisles and seating 10-abreast, while the upper deck "hump" seats 6-abreast along a single aisle. Its fuselage is 256 inches in diameter.
Other wide-bodies soon followed, including the
McDonnell Douglas DC-10 and the
Lockheed L-1011 Tristar, with 237 inch diameter fuselage. In 1974,
Airbus introduced the Airbus A300, the first twin-engined wide-body. Subsequent commercial wide-bodies include:{||valign=top|
|valign=top|
|}Three wide-body designs are in development or testing:
- Airbus A380 (2007) - the world's largest passenger aircraft
- Boeing 787 (2008) - first aircraft to utilize monolithic composite fuselage, replacement for the Boeing 767. The outside diameter of its fuselage is 227 inches.
- Airbus A350 (2012-2013) - replacement for the Airbus A330/Airbus A340 line
Design considerations
. Note the twin aisles on both decks
in
Munich, Germany.
Although a wide-body aircraft has a larger frontal area than a narrow-body of equivalent capacity, and thus greater
form drag, it has several advantages:
- Lower ratio of surface area to volume, and thus (for equal volume) lower frictional drag.
- Twin aisles accelerate loading and unloading/evacuation relative to a single aisle
- Wider fuselage reduces the overall length of the aircraft, improving ground maneuverability and reducing the risk of tail strikes.
- Greater under-floor freight capacity.
- More structurally efficient than narrow-bodies for large aircraft
Operating considerations
Aircraft are categorised by
ICAO according to the amount of
wake turbulence they produce. Because wake turbulence is generally related to the weight of an aircraft, these categories are based on weight—aircraft with a maximum certificated take-off weight of 300,000 lb (136,000 kg) or more are classed as Heavy, those between 15,500 lb and 300,000 lb (7,000 kg and 136,000 kg) are classed as Medium, and those below 15,500 lb (7,000 kg) are classed as Light. Due to their weight, all current wide-body aircraft are categorised as Heavy.
The wake turbulence category is used to guide the separation of aircraft—a Heavy category aircraft will require greater separation behind it than a Medium category, which in turn requires more separation than a Light category. In some countries, such as the
United States, it is a requirement to suffix the aircraft's
call sign with the word "heavy" when communicating with
Air traffic control in the
Terminal Radar Service Area. If the aircraft is on an ARTCC (Air Route Traffic Control Center Frequency), they are not required to say "heavy" at the end of the callsign. For example, flight UAL342 operated by
United Airlines using a wide bodied aircraft would use the call sign "United 342 Heavy" while in the
USA.
References
- official boeing company website]
