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Aviation History
1961
1961 - 0663.PDF
> 1961 BAC ONE-ELEVE Jet Viscount-replacement DETAILS may now be divulged of the British Aircraft Corpor-ation's new short-hauler, the twin-jet BAC-111, or "One-Eleven." As previously reported, the aircraft is a develop- ment of the BAC-107 (previously the Hunting H-107), and is sizedto meet the Viscount-replacement market. There will, in fact, be two BAC short-range jet transports, since the smaller and lighter BAC-107 is to be continued, but to a time scale about one year later. (As previously reported, the VC11 has been discontinued.) The One-Eleven is powered by two Rolls-Royce RB.163 Speyturbofans with a guaranteed minimum static thrust of 9,8501b at sea level; the BAC-107 has two Bristol Siddeley BS.75s of 7,3501b.It is natural to compare these aircraft with, respectively, the Vis- count 810 and Viscount 700, which stand in a similar complementaryrelationship. The One-Eleven is the first aircraft to be designed and planned wholly by BAC. Under Vickers leadership, construction isalready under way; the first flight is scheduled for the "spring of 1963," with deliveries to airlines from the "autumn of 1964." Finalassembly is to be undertaken at Hum, but Luton, Weybridge and Filton are all sharing in design and manufacture. Simply stated, the BAC-111 is a short-haul jet, of 66,0001bmaximum weight, with only 20° wing sweep and a stubby fuselage which tapers off rather abruptly behind the engine intakes. Accom-modation is provided for up to 59 passengers seated five-abreast. Standard equipment will be more comprehensive than that of thesimpler BAC-107, and special provision will be made for quick turnround. For example, an a.p.u. will be standard, to provideground air-conditioning and starting. There are two passenger- loading doors, one forward to serve the first-class cabin in a mixed-class configuration, and a ventral door aft, a la Boeing 727 or Caravelle. Both are equipped with airsteps, and the rear entrancecan be used while one engine is running. Structural and systems design leans on Vanguard and VC10practice, machined wing panels being employed as part of a similar philosophy of low stress-levels and multiple load-paths. Systemsand systems components with which airline experience has already been accrued are also to be used, though no detailed informationhas yet been released. The control-surface layout is broadly similar to that employed onthe VC10, with a high-set tailplane, extensive flap area, spoilers in the upper surface of the wing, but no leading-edge slats. Provisionis to be made for autoflare, although, because control is manual, surfaces are not sub-divided into individually actuated sections asare those of the VC10. Air-conditioning intakes are located in the fuselage under the wing leading edge, directed to what is clearly anequipment bay between the front and rear freight holds. Although performance is considerably greater than that of theViscount, it is not obtained at the expense of field performance. Maximum cruising speed is 540 m.p.h. at altitudes between 20,000and 30,000ft, but BAC say that departures from both upper and lower limits are not heavily penalized, the increase in direct costswhen cruising at 10,000ft below the optimum height being only about 5 per cent. At the economy-cruise speed of 500 m.p.h. the maximumrange with reserves is extended by about 200 miles. Tyre pressure at maximum weight is 120lb/sq in and the LCN is 32. Full payload maybe carried over about 450 miles, the payload range curve from that point being fairly flat—so that, for instance, 57 mixed-class pas- (6,000 14,000 12,000 _J 0.000 08.OOO 3 6,000 ^ 4000 2.000 0 U80 01b h 600 800 (.000 RANGE (milit) (200 1400 1600 Payloadlrange curve (above) is drawn for maximum and economical cruising speeds, at 25,000-30,000ft, ISA, still air and with 2hr holding. (Below) Seven separate costing methods were used to plot these cost bands 200 150 o 50 ^ VISCOUNT 810-^—eg 6 AC 111 ai-w. !• , 7,
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