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Aviation History
1967
1967 - 0911.PDF
fLIGHT International, I June 1967 889 craft. There are no refraction problems with windows—only true images, without distortion. The instrument layout, controls and autopilots are good. You just couldn't re-design the cockpit to make it easier for two-crew operation. Trim calculations are extremely simple. Bad visibility becomes less of a problem —you can take it in your stride. The aircraft is good on the approach with a flat attitude and you drive it on to the runway. The engines are fine. The APU is marvellous, and makes you fully independent, especially in hot climates—for instance, Nicosia's—and it was especially noticeable on a demonstration stop at Lusaka. The twin nosewheel steering control is a must. No worries—all we have to do is fly it" Passenger handling, loading and load control aspects of the One-Eleven were summarised by Mr Michael Simons (manager, London stations). He said: 'The two doorways with integral airsteps and the APU are tremendous plus points—they reduce the rush of equipment to the aircraft on arrival. The ease of loading and unloading is excellent. With the One-Eleven it is much easier to trim-load within the limits when we give passengers a free choice when they select their seats at check-in. "Speed of start-up and ease of push-back are great advantages to us, particularly at Heathrow. The overall layout of the One-Eleven is especially convenient for ground handling —better than aircraft with underwing podded engines. Our ONE-ELEVEN v. VISCOUNT Studying inclusive-tour advertising material—from left to right, Mr Nigel Thompson, Mr Arthur Gibson and Mr James Eadie (see page 887) Viscount One-Eleven London-Liverpool Ihr 40min London- Newquay Ihr ISmin 55min London-Luxembourg Ihr 30min Ihr 5min London-Perpignan 2hr 40min Ihr 45min Eleven to worry him. He said: "The One-Eleven has given us back the jet image. It's a very good passenger aeroplane, operating like a clockwork mouse, and this summer will really prove it. "I often have to go to Glasgow in the morning (65min journey) and we serve a full breakfast plus two cups of coffee with ease. Similarly in the evening we serve drinks and a full meal service." Mr Grant reported very few troubles with such primary equipment items as the APU and the CSDS (constant-speed drive and starter) system, and little with radio. Toilets are good. The outside paintwork is standing up very well. He added: "The APU is undoubtedly a help. It's noise can be a bit disturbing to inexperienced passengers—they think the engines are running—but they wouldn't mind if they know what it was doing for them. It's very, very handy, and it's never let us down." Complementing Mr Grant's impressions of the One-Eleven's engineering showing, Mr Clacher (general manager, engineer- ing) said: "From the technical point of view the One-Eleven is a good aircraft with very few exceptions—nearly all our defects are with the ancillary equipment It's easy to handle and simple to operate. We have very few complaints about the basic aircraft The front steps are a boon to maintenance, providing easy access to the flight-deck area without the need for ground steps. The APU has got rid of the great welter of ground equipment which other aircraft need, especially abroad. The One-Eleven can get in and out with a minimum amount of ground support equipment, which is essential, for example, at Rimini on a summer weekend. The aircraft is reliable in itself and accessible. Maintenance costs are within the estimates we had budgeted. Apart from only two un- scheduled removals, one of these being due to the ingestion of a bolt on the runway, the engines are so good that we hardly know they're there." Mr Clacher summed up: "If the One-Eleven was causing more trouble I would have heard about it—but I rarely do." Perhaps the last word on British Eagle's One-Eleven opera- tion rightly belongs to its passengers—"Superb, as one of your aircraft is aptly named!" said a London - Glasgow passenger. passengers are very enthusiastic about the One-Eleven, comfort of ride being their main point Trickle loading is easy. "The positioning of service points means that the One-Eleven is well designed for getting equipment for all services there at one time and not getting in each other's way. The fuelling system is a tremendous asset, because it is completely indepen- dent of passenger servicing. Loading of additional fuel is easy and can be done at the last minute. Speed of fuelling and auto- matic shut-off are great points. The separate galley servicing door is also an advantage. Galley loading does not interfere with passenger boarding. Taxying is straightforward—a good turning circle, easy to push back if necessary (e.g., at Heath- row), and easy to marshal. Cabin clearing is the easiest of any aircraft we've had. The hard plastic trimmings impressed me as a very good idea from the cleaning point of view. "The One-Eleven is the first aircraft we've had with waist- high baggage loading, and it's made the job quicker. The holds, with their smooth linings and no irregular projections aree asy to work in, and baggage does not get damaged. We can handle underfloor loading and unloading quite easily with only two men, and the bags now often beat the passengers out of the aircraft. The door sill heights are just right and we are particularly glad of the sill and hinge protectors." Although Mr Ian Grant (general manager, production) is Primarily concerned with operational problems rather than virtues, he has found little of any significance on the One- G~ATTP "Swift" on the apron at Carthage Airport, Tunis
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