Access the full text.
Sign up today, get DeepDyve free for 14 days.
Loading next page...
/lp/emerald-publishing/british-aircraft-corporation-oneeleven-Bw64TuOqnb
References
References for this paper are not available at this time. We will be adding them shortly, thank you for your patience.
- Publisher
- Emerald Publishing
- Copyright
- Copyright © Emerald Group Publishing Limited
- ISSN
- 0002-2667
- DOI
- 10.1108/eb033727
- Publisher site
- See Article on Publisher Site
Abstract
Aircraft Engineering AERONAUTICA L ENGINEERING TH E MONTHLY JOURNAL OF T was in March 1961 that the British Aircraft Corporation interest in this project prompted the Corporation to reorientate decided to proceed with the detail design and construction of a the design and concentrate upon a twin-turbofan short-haul air twin turbofan-powcred short-haul airliner—the BAC One-Eleven liner intended to replace Viscount, Martin 202/404 and Convair —and seven weeks later, on May 9, 1961, the first firm order for 240/340/440 aircraft. A worldwide sales survey carried out in mid-1960 confirmed that many short-haul operators were positively ten One-Elevens for British United Airways was announced. Now, some twenty-six months after the 'go-ahead' decision was taken, interested in such an aircraft. the order book for the One-Eleven stands at forty-five aircraft In settling the final design of the One-Eleven, British Aircraft for seven operators with the first flight little more than a month away. Corporation were able to call upon their substantial and unrivalled This near astonishing rate of progress with a major airliner experience with another short-range airliner—the Viscount, and project underlines the strength and determination of the com this experience confirmed above all else that simplicity and reliability paratively young British Aircraft Corporation, and emphasizes that were the key factors in producing a successful aircraft capable of the lessons which the member Companies of the Corporation have economic short-haul operation. The basic One-Eleven has emerged learnt from their earlier experiences with the Viscount, Vanguard, as an airliner with a maximum take-on" weight of 73,500 lb. VC10 and Britannia are being vigor capable of carrying a payload of ously applied. The resources of the 13,800 lb. (about 70 passengers plus British Aircraft Corporation have freight) at a cruising speed of 550 A Message from Major Oliver Stewart, M.C., A.F.C. been co-ordinated in support of m.p.h. over ranges up to 1,000 the One-Eleven production pro TODAY more than at any time in its history, British miles. The wing is swept back by gramme so that Vickers at Wey- aviation stands in need of a strong and independent press. a modest 20 deg. at the quarter- As government departments encroach upon the provinces bridge are responsible for the chord line and this feature along of the aeronautical engineer and constructor, so the im machined wing skins and fuselage with a choice of aspect ratio of 8, portance of the uncommitted observer and critic increases. panels, wing centre-section and a thickness/chord ratio of 11 and There must be platforms from which technical and other Fowler flaps enables the One- landing gear, Hunting at Luton ideas can be disseminated and opinions, popular and un Eleven to operate into and out of .ire responsible for port and star popular, expressed. The difficulties facing those who pre 5,000 ft. airfields at an approach board wings, Bristol at Filton are pare and publish independent and fearless aviation periodi speed of 114 knots. cals have multiplied and it is my view that their efforts- constructing the rear fuselage, fin, deserve wider recognition. Milplane, elevators and rudders, In this issue we describe the AIRCRAFT ENGINEERING has always been a great paper. engineering features of the BAC Ahile Vickers at Hum are building It is a constant stimulus to technical thought and a powerful One-Eleven in detail. Commencing :he forward fuselage, centre fuse- and challenging organ of opinion. I am familiar with the with a review of the economic !agc and systems as well as being aviation publications of America, France and the British advantages of the airliner we cover responsible for the final assembly Commonwealth and I know of none which has consistently in turn basic design philosophy, of complete aircraft. shown greater integrity and a higher sense of purpose in system, engineering, structural and The decision to build the One- serving its chosen field. Allow me to offer AIRCRAFT aerodynamic design, the Rolls- tlleven followed some six years of ENGINEERING my best wishes for the future. Royce Spey by-pass engines, and Toject design studies by Hunting Oliver Stewart equipment. It will be noted that \ircraft and Vickers-Armstrongs Mr Carline's article describing the -n various versions of the H.107 One-Eleven systems is the most extensive of these descriptions for hort-range aircraft and VC11 medium-range airliner respectively, the very good reason that the systems are the most important nd about the same time that Vickers, Hunting, Bristol and English part of an aircraft which is based upon a philosophy of making the Electric Aviation were brought together to form the British Air- maximum use of available knowledge and proven equipment and .raft Corporation the H.107 was adopted as the basis for a joint specifically avoiding the adoption of novel aerodynamic and -roject. At this stage the aircraft was envisaged as a Varsity replace structural design techniques. ment for the Royal Air Force which in its initial form would be owered by two Bristol Orpheus turbojets while a later version Despite the belated arrival of a direct competitor, there is every ould enjoy the advantages of turbofan power when the Bristol indication that the BAC One-Eleven is well on the way to becoming ddcley BS.75 became available. However, lack of Government the brightest star in the British aeronautical firmament.
Journal
Aircraft Engineering and Aerospace Technology – Emerald Publishing
Published: May 1, 1963