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Aviation History
1964
1964 - 0117.PDF
82 FUCHT ' International, 16 tenuary \/.V^ 1964 \\\Vi Boeing's first export 727, one of 12 aircraft for Lufthansa, will be handed over to the airline for crew training at the end of next month and will be delivered in mid-May. By July six will be in service on Lufthansa's European and Near East networks AIR COMMERCE . . . Douglas v BAC BETWEEN aircraft as similar as the BAC One-Eleven and theDouglas DC-9 a tough sales battle is inevitable, and sounds of knocking have been reaching the pages of the public print. It began on November 27 when the Aviation Daily reported that IATA's technical committee, which attended a DC-9 briefing recently, were told among other things that the DC-9 had 150 fewer systems components than the BAC One-Eleven. Douglas supported the statement with the following:— Systems Air Hydraulic Fuel Electrical power Flap support and actuating systems Total BAC One-Eleven 104 192 66 26 94 482 DC-9 83 130 61 25 24 323 BAC subsequently issued their version of the Douglas comparison of the two jets. The sensitive competitive areas are well highlighted in the BAC point-by-point answer:— Zero fuel weight The One-Eleven Series 400 has a z.f.w. of 64,0001b, not 61,5001b as credited to it by Douglas. Weight limited payload BAC One-Eleven is 17,9301b, not 15,4301b. BAC also revises DC-9 operating weight upwards from 45,9701b to 47,3001b to account for 1,0001b of expected weight growth to adjust for the a.p.u. in the One-Eleven which the DC-9 does not have. BAC One-Eleven comparable operating weight is 46,0701b. Payload/range performance BAC curve shows its -300 version with slightly higher payload than DC-9 out to about 620 miles at which point the DC-9 begins to trade payload for fuel while the One-Eleven holds maximum payload to 800 miles. BAC gives the One-Eleven a 2,0001b payload advantage over the DC-9 at this range. Operating cost BAC pegs the One-Eleven 400 series at about 12 cents per aircraft mile less than the DC-9 for ranges from 200 to 1,000 miles due to (1) lower first cost, (2) better fuel economy and (3) a smaller, therefore lighter, aircraft. BAC notes that the 10ft longer DC-9 fuselage results in a cabin only 2ft longer. Take-off distances BAC adjusts the DC-9 upward from 4,950ft to account for expected added operating weight and to correct for a.p.u. and ventral stair which the DC-9 does not have. It also adjusts One-Eleven downward from 5,500ft to account for added thrust of Spey 511 giving both aircraft a take-off distance of 5,400ft. BAC lists both aircraft with a 122kt approach speed but gives the edge in cruise to the One-Eleven at 354kt at sea level versus 350kt for the DC-9. System components BAC footnotes the Douglas comparison of system complexity with a caution on non-comparability of many systems. For example, the numbers cited by Douglas for the One- Eleven include an a.p.u., three generators instead of two and two sets of powered stairs, none of which is on the DC-9. On the flap system comparison, for example, BAC points out that 30 of the 54 maintenance points credited to the BAC One-Eleven by Douglas require no maintenance and therefore the respective figures for the BAC One-Eleven and DC-9 should be 24 versus 12. Warning lights BAC says the One-Eleven has 35 cockpit warning lights of which 26 require action. On the DC-9 the numbers are 46 and 35. Window maintenance The BAC One-Eleven has only four, not six, fewer windows than the DC-9, say BAC. It also features four quick-release clips which permit a window replacement in 30min and this compares with 24 bolts on each DC-9 window which will require an unknown number of hours to change a window. Fuel consumption BAC places the fuel consumption of the JT8D at 7 per cent above that of the Spey, with 0.8 per cent in lower s.f.c, 4.1 per cent from greater drag of the JT8D pod, 1 per cent from higher engine weight and 1.1 per cent from weight of additional block fuel, residual fuel and structural weight. In operation, BAC estimates the JT8D as 8 per cent higher in fuel consumption during high speed cruise, 7 per cent in average cruise, 8.3 per cent in long-range cruise, 11.4 per cent in holding at low altitide and 14 per cent at ground idle. BAC pegs the weight of the bare JT8D engine at 3,0211b and the Spey -25 at 2,3151b. For cruise s.f.c. its figures are 0.82221b/hr for the Spey and 0.8286 for the JT8D, a difference of 0.0064. Of the 23 "advantages" cited by Douglas for the DC-9 over the BAC One-Eleven, British Aircraft Corporation deducts 15 leaving only eight. However, its own list of BAC One-Eleven advantages over the DC-9, which now includes an item "100 per cent financial programme responsibility," totals 24. It will be recalled that an anonymous brochure on the DH Trident published last year was answered by a signed DH compari- son of the Trident and the Boeing 727. Footnote In a letter to Sir George Edwards of BAC Mr C. R. Smith, president of American Airlines, has written: "Don't worry about our confidence in the One-Eleven. Accidents in aviation are always regrettable and the accident to the One-Eleven especially so because you lost some fine and valued associates. But the problems that brought about the accident can and will be removed and the airplane will be a welcome addition to our fleet as soon as you can make it available. It is encouraging to learn that delays in deliveries to American may be quite modest."
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