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Aviation History
1963
1963 - 0766.PDF
FLIGHT International, 23 May 1963 Til HEAVIER ONE-ELEVENS THIS week British Aircraft Corporation has announced two new versions of the One-Eleven short-haul airliner, known as the Model 300 and Model 400, which differ from the existing 200 series in having increased fuel capacity, more powerful engines and an airframe cleared for operation at increased weight. Externally the new models are identical to the One-Eleven 200 apart from having a trivial increase (4in) in the length of the engine nacelles. To put this development into perspective it is appropriate to recall how the One-Eleven evolved in the first place. Vickers-Armstrongs (Aircraft) and Hunting Aircraft worked together on the One-Eleven after obtaining the detailed views of 123 airlines throughout the world. No other design staff has any thing like the experience of BAC in the field of turbine-engined short-haul operation, and the One-Eleven was designed by and amongst engineers who were constantly worrying over the prob lems of fleets of Viscounts and Vanguards flying 30min sectors under every conceivable environment. Moreover, there was no "kiss of death" about the One-Eleven; BAC were left alone to produce the optimum aeroplane. Basically, the aircraft was designed to carry a payload of 14,0001b. This represents a full deck of five-abreast passengers, with the simplest possible catering facilities. The capacity payload is much greater than 14,0001b, but BAC's philosophy has been to keep the One-Eleven simple and match it precisely to operators' require ments. The only increase in payload in the Model 200 has resulted from the decision of US customers to delete the ventral door and minimize catering facilities. The One-Eleven is meant to be a bus (although, for the record, it makes a superb VIP machine). At an early stage in the design BAC were approached by British United Airways, who became the first customer. A little later came Braniff, a major US domestic and international airline. BAC could not have been more fortunate. Both airlines are run by compe tent and sensible people, and BAC gladly acknowledge the debt which the One-Eleven design owes them. The One-Eleven 200 was "firmed up" in the spring of 1961. In retrospect, the design appears to be amazingly correct—it is the right shape, the right size and the right weight, and it has yet to be seriously faulted by anyone. Maximum landing weight was set at 65,0001b (this is still MLW for the 200), and gross weight was initially fixed at 68,2501b in order to qualify for US operation with out fuel dumping (i.e., gross weight not more than five per cent above MLW). But BUA wanted more range, and the 73,5001b agreed for this operator has since become standard for the One- Eleven 200. The Braniff and Mohawk aircraft will be fitted with fuel dumping equipment. Design and manufacture of the One-Eleven has been spread throughout British Aircraft Corporation. Major centres are Luton, Payloadjrange comparison of the three &AC One-Eleven versions " 1 1 - - | I I I 200 Se sp« y- Assumptions:- ri«s 2 I ) | | | | | —'—' ;—j— NOminal Performance —rx!— -^b n >c x — Reserves = 2hoursat lOpOOlt at 1-1 Climb and descent at 300 Kt EAS Cruise at 3QOOO ft (440 kt TAS) I I oc 5C 50 •pa 3 P 00 ang /md 3 - *t 1 N. J_ fcX I «P NJU Ha <« IS M \ \\ 00 las ^ I \i poo In Y ] 1 j 300 Series Spay -25 1 1 Spay-25 2P 00 V, 1 9 Filton (Bristol), Weybridge and Hurn, and assembly takes place at the last-named. The first aircraft is about to be rolled out, and should fly within six weeks, and several others are on the line behind it; the static-test airframe is at Filton, and the fatigue speci men will go there shortly. The present order book is as follows: Model 200, BAC-owned, one aircraft; Model 201, ten for BUA; Model 202, ten for an un identified customer; Model 203, 12 for Braniff International; Model 204, four for Mohawk; Model 205, three for Kuwait; Model 206, reserved for Bonanza, who signed subject to satis factory financial arrangements being agreed; Model 207, two for Central African; Model 208, reserved for Hawaiian; and Model 209, probably for Aer Lingus, who have signed for four. Dis counting the company-owned machine, firm sales amount to 45, for seven operators. The international character of these sales is the reward for the international character of the aircraft. Throughout the design of the One-Eleven BAC have chosen components and accessories most acceptable to the world's airlines. The basic philosophy has been: "Fit the best. If there are two equal bests, fit British. If there is not a demonstrably superior British product, fit American." As a result, the One-Eleven has Rolls-Royce engines (but, if a customer so demanded, it could appear with Pratt & Whitney); it has Wes- tinghouse generators (made under licence by Plessey); it has a Bendix autopilot (made under licence by Elliotts); it has Dun- lop brakes (made under licence by Bendix); it has an AiRe- search APU; it has a Normalair air-conditioning and pressurization system; it has a choice of fuel-gauging system (Smiths or Sim- monds); it has a choice of fire-detection system (Graviner or Kidde); and in the field of electronics, the One-Eleven has communications radio from America (Collins) but British ADF (Marconi) and radar (Eked). ONE-ELEVEN MODELS Engine Min guaranteed thrust (lb) Max take-off weight (lb) Max landing weight (ib) Max zero-fuel weight (Ib) Max payload (Ib) Range with max payload and reserves Fuel* (Imp gal) (US gal) 200 Spey-2 10,400 73,500 65,000 58,000 13,800 930 n.m. 2,200 2,640 300 Spey-25 11,000 82,000 69,500 61,500 15,600 1,250 n.m. 3,050 3,660 400 Spey-25 11,000 78,500 69,500 61,500 15,400 920 n.m 3,050 3.660 "The 200 can be fitted with a centre-section tank if required, to give the same fuel capacity as the 300 and 400. Altogether, the Model 200 is exactly matched to the require ments of a large number of operators throughout the world. But its payload/range curve (reproduced on this page) falls off steeply beyond 1,100 n.m., and BAC accordingly have offered to seal the centre-section as an integral tank, to provide an additional 850 Imp gal at a weight penalty of some 2801b. This customer option has been chosen by Kuwait. But for many months it has been clear that the weight of the One-Eleven could be increased substantially with only very minor modifications to the airframe. For many operators the weight could be pushed over 80,0001b while retaining the existing powerplants, but the development by Rolls-Royce (largely at BAC's instigation) of the Spey 25 makes the heavier air craft even more flexible and attractive. BAC have produced the One-Eleven 300 as the optimum version for use on networks involving some sectors of the order of 1,500 n.m. Weight penalty, resulting from the heavier wing planks and shear webs, undercarriage legs, centre fuel tank, engines and ex tra equipment, is 1,8001b As a result, the difference in disposable load is 6,7001b, of which up to 1,8001b may be additional payload. The only other modifications worth recording are the addition of lift dumpers ahead of the flaps and an extra plate in the wheel brakes (for which provision has always been made). Tyre pressure rises to approximately lOOlb/sq in. The Model 400 is offered purely for the US market. At 78,5001b it allows for 1,5001b of customer options and future stretch without exceeding the FAA limit for two-crew operation. In BAC's view the flight deck for the 400 is "as good as any two-crew cockpit will
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