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Aviation History
1964
1964 - 0194.PDF
FUGHT International, 23 January 1964 131 Design for the passenger is more than skin-deep. Behind the smooth interior surfaces is some of the most skilled plumbing of which aircraft systems designers are capable (I) I4in x 9|in elliptical windows at 20in pitch with single-piece blindi. (2) Heated wall panels. (3) Conditioned-air outlet. (4) Fluorescent cornice lighting (also gives "floating" effect to hat-rack). (5) Flush mounted moveable passenger-service panel: A, three passenger reading-lights and switches; B, three cool air outlets: C and O, one therapeutic ox/gen connection, one steward call button; E, three emergency oxygen drop-out masks; F, "No smoking" and "fasten seat belts" signs (written and pictorial). (6) Public address speakers behind perforated trim. (7) Main effect lighting. (8) Hat-rack lip suitable for baby cot attachment. (9) Carrycot shelf. (10) Rear passenger entrance door (ahead of wing leading edge). (II) Typical six abreast seating (cabin is I38in wide at seated elbow level). (12) Twin seat rails (20jin apart) with I in increments of movement. (13) Conditioned air extractor grille to down and around underfloor freight hold walls. own furnishing sections working in co-operation with an outside design consultant. The Douglas Aircraft Company's interior-design section, however, is self-sufficient. Airline operators* design policies vary considerably. The interaction between the three main design authorities—the manufacturer, the operator and the consultant—is best illustrated by reference to specific aircraft types, as no two interiors have evolved in precisely the same way. The Trident, in its present form, has been strongly influenced by its original sponsor, BEA. The airline has a large and experienced Project and Development Branch, and in drawing up a specifi- cation or stating a requirement it does so in much greater depth and detail than is customary among airlines. Within the P. & D. Branch, under Mr R. C. Morgan, is a passenger and freight equip- ment section, headed by Mr G. J. Moloney, and the corporation has retained Mr James Gardner as its design consultant for a period of several years covering the development of five new types of aircraft. The first feature of the Trident which will be appreciated by the passenger is the width of the fuselage—135.5in at elbow level. This dimension was stipulated by BEA and is regarded by the air- line as the most desirable one for six-abreast seating in a short/ medium-haul airliner. In the economy-class cabin it provides seat- widths of 17in between armrests and the mandatory minimum aisle width of 15in. Among the new interior features of the Trident are the concealed lighting under a broad, flat roof panel aimed at creating an effect of width; translucent plastic window blinds; and a perforated edge to the overhead rack so that articles in danger of being left behind can more easily be noticed by the passengers. The Trident economy seats were produced by Flight Equipment to a BEA specification and are mounted on the now conventional double floor tracks con- taining location holes at 1 in intervals. The Trident's passenger service panels, which Mr Moloney des- cribes as "a miracle of modern engineering," are almost entirely recessed into the hat-racks. The BEA Trident colour scheme employs white, greys and blues, and is intended to be "plain, mild and pleasant." To quote Mr Moloney, the aircraft has a "modern British" look, which should convey an impression of high quality through its clean, crisp lines and the restraint of its colours. In its export form, however, the Trident IE cabin has a new look styled by an American consultant, Mr Charles Butler, and the roof lines, racks, sidewalls and lighting arrangements have all been revised. As consultant to BAC and one of its predecessor companies, (I) I4in X 9±in elliptical windows at 20in pitch with single-piece blinds. (2) Fluores- cent cornice lighting. (3) Rigid moulded plastic trim panels easily removable and replaceable for maintenance and access to airconditioning ducts and airframe structure. (4) Fluted metal kick-strip panel. (5) Sidewall trim panel retaining strip. (6) Premoulded conditioned-air duct fits behind trim. (I I) Individual cool-air outlets. (12) Emergency drop-out oxygen masks (plus therapeutic oxygen connection 13). (14) Non-structural bulkhead. (15) Carrycot shelf. (16) Foot well. (17) Seat rails. Vickers-Armstrongs (Aircraft) Ltd over a period of ten years, Mr Butler has some interesting comments to make on the subject of design for the passenger: "The design consultant must not be merely equipped as an interior decorator and provide only a selection of colours and materials. While this is extremely important, it is still the 'icing on the cake.' He must be aware of the operator's and air- frame manufacturer's problems and guide his efforts accordingly. Many advantages result from this—proper handling of available, usable space; lightweight construction; extra revenue-providing seats; and, most important, ease of operation and maintenance ... One plus-factor has been the willingness of British materials manu- facturers to experiment and improve their products for the in- teriors. Five or six years ago it was almost impossible to procure British material for all parts of the interior, but this picture has changed, fortunately." Mr Butler's work for British Aircraft Corporation has included the interior "architecture" of the VC10, components of which have been adapted for the One-Eleven. The VC10 typifies the clean, modern interior line, an effect which has been achieved largely by refinement of detail. As in the Trident, the recessing of passenger service panels and the use of concealed lighting to "float" the hat-racks, so that they do not oppress the passenger, are important features. The One-Eleven was planned as an "international" aircraft without bias towards the furnishing idioms or preferences of any particular operator. It is natural that the result should have a somewhat North American look, as the majority of airlines have been influenced in their tastes by the products of Boeing, Convair, Douglas and Lockheed. The One-Eleven is intended to be an accept- able off-the-shelf product for a wide market, the operator's scope for interior design change being confined largely to choice of seats and the texture and colour of walls, floors and bulkheads. In this respect BAC's sales approach is comparable with long-established and successful American practice. The majority of One-Eleven customers have in fact taken up the option offered by BAC of having a Butler dicor designed to their individual requirements. Like the Trident, the VC10 was designed on the basis of a British corporation requirement. BOAC, however, through its purchase of Lockheed, Douglas and Boeing equipment, has been more exposed than BEA to West Coast influences, and in consequence has a different approach towards the manufacturer. BOAC would tend to specify requirements in detail but to allow the manufacturer more scope in developing equipment to meet the requirement. BOAC's highly satisfactory experience of the 707, for example, undoubtedly affected the specification for the VCIO; the corpor- ation wanted an aircraft which would offer improvements over the first-generation big jet wherever possible; but the 707 was the
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