FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1967
1967 - 2247.PDF
r 47m 842-843 FLIGHT International, 23 November 25-seat layout of the tandem-rotor Boeing-Vertol 107 COMMERCIAL AIRCRAFT SURVEY . . . BOEING-VERTOL -; r - The Boeing Company Vertol Division, Morton, Pennsylvania, USA. Boeing-Vertol 107 Model 11 is the civil version of the CH-46, widely used by the US Navy and Marines. Powered by the 1,250 s.h.p. GE CT58-11O-1, the standard version is offered with a clip-in end-loading baggage pack or a normal rear ramp entrance. The 1,400 s.h.p. CT58-140-1 is optionally available to give sufficient engine-out performance for city-centre operation. The 107 Model 11 is the latest development of the twin-engined tandem-rotor family which was conceived in the mid-fifties, first flew in April 1958, and entered military service in 1961. The civil version was certificated in January 1962 and six have been in use with New York Airways since July 1962. Pan American has two, leased to New York Airways, for operation from and to the New York Pan Am building. The Japanese Kawasaki Aircraft company are licensees of the type and are the sole producers of the commercial versions. A (larger and more powerful derivative of the family is the Model 114 (known as the CH-47 Chinook to the US Army), and a civil version has been proposed but not yet pursued. This project, the 157B, with an extended fuselage for 55 passengers, and powered by two P&W JFTD12 shaft turbines, would gross 41,0001b and cruise at 200 m.p.h. Boeing-Vertol 107 Model II Data Powerplant: two General Electric CT58-11O-1 of 1,250 s.h.p. (t-o) and 1,050 s.h.p. (normal), or two CT58-140-1 of 1,400 s.h.p. (t-o) or 1,250 s.h.p. (normal). Dimensions: rotor diameter, 50ft; overall length, 83.3ft; height, 16.9ft; total disc area, 3,495 sq ft. Weights: take-off gross and max land, 19,0001b; max zero fuel, 16,7251b; equipped empty, 11,7251b. Fuel capacity: 292 Imp gal. Accommodation: cabin length, 24.2ft; cabin volume, 869 cu ft; max seating, 25 (32-in pitch). Performance: FAR take-off distance (ISA, s.L, g.w.), 430ft; take-off speed, 46kt; FAR landing field length (ISA, s.I., max land wt), 275ft; approach speed, 32kt; normal cruise speed, 135kt at sea level; max permitted operating altitude, 13,000ft; engine-out service ceiling, sea level (-110 engine), 2,900ft (-140 engine); max payload-range (ISA, still air, no reserves), 5,0001b over 215 n.m. (-110), 5,0001b over 200 n.m. (-140); full- tanks range (same conditions), 225 n.m. (-110), 210 n.m. (-140). BRITISH AIRCRAFT CORPORATION British Aircraft Corporation (Operating) Ltd, Weybridge Division, Brookland Road, Weybridge, Surrey. (Telephone: Weybridge 45555) BAC One-Eleven The BAC One-Eleven was conceived as a jet replacement for the Viscount, similar in seating capacity and range, but cruising 180 m.p.h, faster than the fastest Viscount, the 810. Subsequent developments, notably of the 500 Series announced within the last year, have considerably widened the appeal of the type. The decision to go ahead with an initial batch of 20 aircraft was taken in April 1961 on the strength of a BUA order for ten. The initial version, the 200 Series, was certificated in April 1965 and soon afterwards entered service with BUA and Braniff. The produc- tion line at Hurn is now in full swing and able to offer very competitive delivery (orders are currently met well in advance of contract dates). The total order list stands at 132 aircraft of which 95 had been delivered by mid-October. 200 Series is the original production One-Eleven with 10,4101b- thrust Rolls-Royce Spey 506-14s. In some two-and-a-half years of service the type has established a first-class reputation for reliability and efficiency. In many situations it has demonstrated the lowest operating costs per aircraft-mile of any jet, while showing a level of seat-mile costs comparable with that of much larger aircraft Although BAC sales effort is directed mainly at the developed versions of the One-Eleven, the 200 series is still available to order for those airlines wishing to standardise on the Spey 506 (Mohawk placed its sixth re-order for this version last May). One-Eleven 200-Series Orders: BUA, 10; Braniff,'14; Mohawk, 14; Zambia (originally CAA), 2; Aer Lingus, 4; Aloha Airlines, 3; Government, corporate and military, 4. Total, 51. 200-Seriea Data Powerplant: two 10,4101b-thrust Rolls-Royce Spey Mk 506-14 with optional water methanol injection. Dimensions: span, 88ft 6in; length, 93ft 5in ; height, 24ft 5in; wing area, 980 sq ft; wing sweep (i-chord), 20°; wheel track, 14ft 3in; wheelbase, 33ft lin. Weights: ramp gross, 79,0001b; take-off gross, 78,5001b; max landing, 69,0001b; max zero fuel, 64,0001b; equipped empty, 45,3001b (79-seater). Fuel capacity: 2,250 Imp gal (std), 3,100 Imp gal (opt). Accommodation: cabin length, 56ft 9in; front belly hold volume, 354 cu ft and length, 17ft 9in; rear belly hold volume, 180 cu ft and length, lift 6in; max seating capacity, 79 at 33/34-in pitch; cabin pressure differential, 7.51b/sq in. Perform- ance: FAR factored take-off field length (ISA, s.I., g-w), 6,860ft; take-off speed, 135kt; FAR factored landing field length (ISA, s.I, max land wt), 4,970ft; approach speed, 122 kt; max cruising speed, 469kt at 25,000ft; long-range cruise speed, 407kt at 35,000ft; max permitted operating altitude, 35,OOOft; engine-out service ceiling, 10,900ft; max payload-range (ISA, still air, no reserves), 18,3751b over 1,312 n.m.; full tanks payload-range (same conditions), 14,6001b over 1,750 n.m. (std tanks), 7,5901b over 2,622 n.m. (opt tanks). 400 Series In May 1963 BAC announced the more powerful, heavier and longer-range 300 and 400 series One-Elevens designed to extract the maximum potential from the Spey 25 Mk 511. The airframe was virtually unchanged, but the higher permitted opera- ting weights were the outcome of encouraging experience during structural testing. The 400 (at first with a gross weight of less than 80,0001b to conform with the then American upper weight limit for two-crew operation) received a big boost from an American Airlines order in July 1963. When the arbitrary weight limit was abolished the 400 series was re-certificated at the higher gross weight introduced with the otherwise identical 300 series. The latter type is no longer separately identified. The first 400 series flew in July 1965 and the type entered service with American Airlines in March 1966. 400-Series Orders: American Airlines, 30; Philippine Air Lines, 4; British Eagle, 5 ; TACA International, 2; LACSA, 1; Laker Air- ways, 4; LANICA, 1; .Channel Airways, 6; Autair, 2; Austral, 4 • VASP, 2; corporations, 2. TotaL 63. 400 Series Data Powerplant: two 11,4001b-thrust Rolls-Royce Spey 25 Mk 511 with optional water methanol injection. Dimensions: as 200 series. Weights: ramp gross, 87,5001b; take-off gross, 87,0001b; max land- ing, 78,0001b; max zero fuel, 71,0001b; equipped empty, 48,250lb (79-seater). Fuel capacity: 3,100 Imp gal std. Accommoda- tion: as 200 series. Performance: FAR factored take-off field British Eagle leased this One-Eleven 400 to Scandinavian Airlines last summer
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
