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Aviation History
1964
1964 - 1736.PDF
FLIGHT International, II June 1964 955 AIR CO E R C E BETTER ONE-ELEVENS THE British Aircraft Corporation has announced important increases in the permitted weights for all versions of the One- Eleven short-haul jet. The improvements, which mean more pay- load over longer ranges, apply mainly to the 300 and 400 series aircraft and are available in all new One-Elevens ordered now for delivery in 1966. The new design weights (in pounds), with the former figures in parenthesis, are:— Max take-off weight, Ib Flax landing weight, Ib Max zero fuel weight, Ib Payload, Ib 200 series 74,500 (73,500)66,000 (65,000) 59,000(58,000) NA* (13,800) 300 series 85,000 (82,000)76,000 (69,000) 69,000(61,500) 19,200 (15,800) 400 series 78.500 (78,500)76,000 (69,000) 69,000(61,500) 19,200 (15.400) * Not yet available. The 7,5001b zero fuel weight-increase for the 300 and 400 series One-Elevens virtually removes all limitations in this respect. Maxi- mum payload is effectively only capacity limited—meaning that an airline can carry all the passengers and freight for which accom- modation is available for a full-tanks stage length of over 1,100 st. m. A 300-series aircraft with high density seating for 79 passengers can carry a full passenger load (plus 5,3401b of freight and excess baggage) with full tanks—to give a sector distance of 1,194 st. m. with airline reserves. The increased maximum permitted landing weight means that the One-Eleven now has outstanding ability to fly a succession of stages without refuelling—for example, three successive sectors of 835, 345, and 445 st. m. with 74 passengers, baggage and full reserves can be flown without intermediate refuelling. Pending the outcome of the FAA's investigations into where to draw the line regarding two-crew operations, BAC is offering the 400 series One-Eleven at a conservative gross weight of 78,5001b to stay within the present 80,0001b two-crew limit. To complete the Americanization of this model, most of the equipment is of US manufacture. With the higher permitted landing weight it is no longer necessary for the series 400 to have a fuel-dumping arrange- ment to meet the US certification requirement when the take-off weight is more than 5 per cent greater than the max permitted landing weight. Apart from the immediate advantages of the changes in conferring greater operational capability now, the One-Eleven is in a better position to gain from future increases in power from the Rolls- Royce Spey engines. (Spey thrust has already increased by about 15 per cent since the inception of the One-Eleven.) The manufac- turers have pointed oat that their short-haul jet now has payload potential in hand and, on the basis that the Spey will have what might be termed the usual Rolls-Royce curve of progress, plans already exist for the aircraft to turn extra power into extra carrying capacity. It is envisaged that the One-Eleven will continue its development in much the same way as did the Viscount. In all, five BAC One-Elevens have already flown and a sixth (the first for Braniff) was due to fly on June 8. On the final assembly line at Hum are six aircraft—all destined for British United Airways. Following them in the production sequence are the second and third aircraft for Braniff. Fuselages for another five Braniff One-Elevens have been completed and are out of the jigs, together with the first Aer Lingus and first 400 series fuselage. The produc- tion rate has now reached two aircraft a month and this will be doubled by early 1965. Tooling is under way for production of six One-Elevens a month in 1966. A new hangar is nearing completion at Hum and this will double the area of the final assembly lines. Improvement at a glance: the new payload-range performance of the 1966 One-Eleven series 300 shown under ISA still-air conditions and with reserves for 2hr holding at 10,000ft opoc //////•;,•'(•••;•.i • •*••; IS^OO i;/M:.-)k;,' 3F INCREASED DESIGN. < 2OO 4OO 6OO 8OO I.OOO 12OO STATUTE MILES WOO t6OO BOO 2DOO British United Airways' fifth BAC One-Eleven visited Gatwick Airport on May 28, and gave many &UA employees their first glimpse of the aircraft. Night flying trials were the principal reason for the visit
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