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Aviation History
1961
1961 - 0664.PDF
674 FLIGHT, 18 Ma)- 1961 BAC ONE-ELEVEN ... First British jet transport with ventral loading, the One-Eleven can seat 57 mixed-class passengers or 69 tourist five-abreast OALLtT *B NPOI-tUSS VOAT SPACE. 29 ECONOMY SEATS TOILET COFFEE BAR / SEATS VENTRAL AIRSTEPS FORWARD AIRSTEPS sengers can be carried over a stage length of 800 miles with reservesor 43 passengers 1,200 miles—a combination of range and load almost identical with that of the Viscount 800. The jet should,however, be cheaper to operate by an average of about 3.5d per aircraft-mile over stages longer than 300 miles. On US costs,and on ATA assumptions, direct operating costs per seat-mile are 2.6 cents (2.2d) at 100 miles and 1.4 cents (1.2d) at 750 miles.At a typical US revenue-rate of 7 cents per passenger mile, the aircraft should break-even on a 50 per cent load factor on stagesabove 200 miles. What is described as an "•intensive world-wide market survey"has been conducted, from which BAC conclude that there is a large potential demand for both the BAC-111 and BAC-107—in particu-lar as small partners to a big-jet fleet. It is claimed that no comparable aircraft is currently being built, although it is known that SudAviation are very busy with Caravelle Junior, which is very similar and has the same engines. But then it would be strange indeed if Vickers and their partners were allowed a second time to sell anaircraft in this class almost completely unopposed. BAC-III Two Rolls-Royce Spey turbofans of 9,8501b guaranteed thrust Dimensions: Span, 88ft 6in; length, 93ft 8in; wing area, 980 sq ft; aspect ratio, 8: track, 14ft 3in. Weights: Max ramp, 66,3001b; max take-off, 66,0001b; landing, 62,5001b; zero-fuel 56,0001b; design payload, 14,0001b. Payload accommodation: Total accommodation length, including toilets and galleys, 53ft 9in; between toilets, 44ft 6in; interior height, 6ft 6in; interior width at arm-rest height, 10ft 4.3in; dimensions of largest door, 5ft 6in x 20ft Sin; may passengers, 59; freight volume, 500 cu ft; dP, 7lb/sq in. Fuel capacity: 2.250 Imp gal (2,702 US gal, 18.0001b.). Performance: Max cruising speed, 540 m.p.h.; economy cruise, 500 m.p.h.; typical fuel consumption, 0.7761 b/hr/lb at 25,000ft, ISA, and M0.78; take-off field length, ISA, sea level, 4,600ft; max range with 2hr holding at 20,000ft, 1,550 st m. TEN ONE-ELEVENS FOR BUA ANY aircraft company ca n announce a new aircraft for the costof a press conference and a scale model; it is not so easy toannounce a new project with the backing of a firm order. This is what the British Aircraft Corporation did last week when, on May 9,they released first details of the BAC-111 and announced (as briefly reported in Flight last week) an initial order for ten fromBritish United Airways, Britain's biggest independent. Sir George Edwards, BAC's executive director (aircraft) andMr F. A. Laker, executive director of British United Airways, were the spokesmen for the two companies at a news conference inLondon. Sir George said that an initial batch of 20 aircraft was being built, and that the first would fly in the spring of 1963.Production would be sufficient to satisy the requirements of four or five customers by the summer of 1965 (British United will receivethe first of their ten in 1964). BAC had been authorized by the president of Continental Airlines of Denver, USA, to say thatContinental had evaluated the 111 and have expressed themselves interested enough to send a team to England to study the aircraftand with a possibility of an order within 90 days. Sir George said he had "seen less likely orders come to fruition." In addition, he The BAC-111 in British United Airways livery said, a letter of intent for five aircraft had been received from theUS local service airline Ozark. [Since then, on May 10, Ozark announced a firm order—see page 679.] "We are now quite satisfied," Sir George said, "that the 111 isthe formula that a lot of airlines are going to want." He was "especially happy" that the initial order was being placed by BritishUnited; BAC could now say "there you are, it is on the go. It is not just one of those things that we'll build if you'll buy it." Therewas undoubtedly a US domestic market for this type, amounting perhaps to a hundred aircraft. In a number of places the 111 would,he said, operate as a Viscount replacement, and in a number of other places it was a "natural growth" aeroplane. It was BAC's intention, said Sir George, to proceed also with thesmaller 107 project, powered by Bristol Siddeley 75s, "because our first indications show a market for a lighter, more austere aircraftthan the 111." Final assembly of the 111 would be at Hum, the wings would be built by Hunting and the tail and rear fuselage byBristol. Mr Laker, for British United, said that his airline took pride inthe fact that it carried all its fare-paying passengers in turboprops— the Britannia and the Viscount, both of which were BAC aircraft.It had given him great satisfaction to be able to place this order with BAC, and he hoped to order more. He wanted, he said, to anticipate the question "Why have we goneoff the Trident?" [Last January British United had announced their readiness to buy five DH Tridents.] There were a number ofreasons: (1) He believed that ten Ills would "give us more flexi- bility than five Tridents." British United's route-pattern was suchthat "if a Trident goes unserviceable on a Saturday morning that means 20 per cent of our capacity lost . . . with the BAC 1 i 1 itwould be only 10 per cent, less if we take up our option on five more"; (2) though the BAC-111 had less speed than the "souoed-up" Trident this would, he hoped, be regained on BUA's routes by the faster turn-round of the smaller aircraft; (3) noise-level w wldbe lower than that of other types; (4) field performance was " much superior" to that of other types such as the Caravelle amTrident—an important consideration in view of the types of ah BUA used; (5) "We are convinced that we can operate the 1' oa lower seat-mile cost than the other types I have mention i • (6) because the 111 was smaller "we will be able to offer the ^ mepersonal cabin service. We believe that passengers are getting sd- up with being herded into big aircraft." (Concluded on page ery the ield 1 at • •.81)
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