Seem to recall high wing produces more lift because the fuse doesn't get in the way.
In fact, the low wing/high speed config gives loads of design problems. The DC-8 (mid-1950s) was the first such airframe to employ an inverted inboard section (flat top, curved bottom; actually the camber still follows Bernouli principles, but is skewed). This was necessitated by interference between fuse and wing. Douglas rightly assumed the fuse produced some lift anyway, so they dumped much wing lift to help cut drag.
Also look at the Convair 880/990's troubled wing/fuse fairings (et ceterea, coz there was LOADS of other issues!).
Most of these woes never rear their head in high wing configs.
Buuut...
- high wing is problematic in crashworthiness (no structural cushion beneath your feet, and loads of weight over your head);
- high wing doesn't reduce the cross sectional area and doesn't cut drag in that way (profile drag, that it; y'know -- Cd).
So mid-wing is best.
One BIG advantage of mid-wing that hits me rightaway is, stewardesses climbering over the spar as they walk the aisle. Let's get the Vickers Viking back into service again
