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Aviation History
1963
1963 - 1220.PDF
46 FLIGHT International, 11 July 1963 BAC ONE-ELEVEN The One-Eleven is designed for two-pilot operation and for highest crew comfort on short, busy routes usefully below the 80,0001b FAA limit (which may be relaxed if current US legislation proceeds). Detail design of the 300 and 400 began last November and is now virtually complete. The price of these versions will be about £50,000 more than the 200, which is about £875,000 excluding seats, and delivery will be a little later. Structure Primary structure is designed according to the fail safe concept. Alternative load paths are provided so that the failure or partial failure of a single main structural member will not in itself cause the collapse of the structure as a whole or reduce the strength of the structure below that required to sustain design flight loads. Where the use of multi-path structure is not practicable, the stress level is so low as to afford protection from catastrophic failure resulting from cracks. Light-alloy machined sections are used for the torque-box plating, some ribs and part of the shear webs, the flap support members, some fuselage frames and door surrounds and the flight deck window surround. The remainder of the structure is of the con ventional built-up type. The basic fuselage shell consists of rolled skin plating which is a minimum of 0.048in thick in the pressurized area, and of single heat-treated material, naturally aged. This is supported by Z- section stringers, the skin and stringer combinations being sup ported by fluted channel-section circular frames at approximately 20in pitch. Design is such that there are two rings of material round the fuselage at each frame position to provide a high crack-resistant and low crack-propagating structure. The centre section is an unpressurized cut-out to accommodate the wing torque-box structure and main undercarriages. A keel beam runs below the wing box and connects the front and rear fuselage sections. Three machined fuselage frames form the main attachment of the wing box to the fuselage. The side panels of the fuselage centre section are of integrally machined stiffened plate. Where the centre section is used as a fuel tank, a pressure floor is fitted with support stiffeners resting on the wing surface, thus pro viding an unpressurized and vented air gap over the wing box. The rear fuselage, with the engine mounting frames and fin frames, is built as one unit with the fin. The rear engine mounting frame is combined with and forms the flat rear pressure bulkhead. In the event of failure of either the front spar or rear spar web of the fin, both the leading-edge structure and the trailing-edge false-work and shrouds have been designed to carry the shear loads to provide a fail-safe structure. Passenger and service doors at the front are outward-opening plug-type. The rear passenger door, which is in the rear pressure bulkhead (except in the Braniff version), is a simple inward- opening plug-type. Two freight doors, one for each freight hold, are outward-opening plug type and operate by sliding out and down below the bottom of the fuselage. One freight hold is ahead of the wing and one behind, capacities being respectively 354 and 180 cu ft, these volumes being entirely usable. In the centre-section area of the fuselage the major reinforcings for the passenger windows and emergency exits are integrally formed in the machining of the side panels. Elsewhere window reinforcing is provided by continuous doublers Reduxed to the side
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