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weight and performance calculations for the BAC 1-11 srs 200
***** PRELIMINARY FILE ****
British Caledonian BAC 1-11 srs 200 G-ASJH at Schiphol airport, note the entrance in the tail
BAC 1-11 srs 200
importance : ****
first flight : 20 August 1963 operational : April 1965 (with BUA)
country : United-Kingdom
design :
production : 56 aircraft (total 1-11 production : 244)
general information :
The One-Eleven prototype, flown by test pilot Mike Lithgow , crashed on 22 October during stall testing, with the loss of all on board. The investigation led to the discovery of what became known as deep stall or superstall, a phenomenon caused by reduced airflow to the tailplane caused by the combined blanking effects of the wing and the aft-mounted engine nacelles at high angles of attack , which prevents recovery of normal (nose-down) flight. To prevent such stalls, BAC designed and added devices known as stick shakers and stick pushers to the One-Eleven's control system. It also redesigned the wing's leading edge to smooth airflow into the engines and over the tailplane.
primary users : Braniff, British Caledonian, British United Airways, Mohawk
Accommodation:
flight crew : 2 cabin crew : 3
passengers : seating for 79 in all- economy class seats ( 32 -in pitch)
high density seating for 89 passengers
engine : 2 Rolls Royce Spey Mk.506 turbofan engines of 46.3 [KN](10408.5 [lbf])
dimensions :
wingspan : 26.97 [m], length : 28.5 [m], height : 7.47 [m]
wing area : 93.18 [m^2]
weights :
operating empty weight : 21007 [kg] max. structural payload : 8023 [kg]
Zero Fuel weight (ZFW) : 29030 [kg] max. landing weight (MLW) : 0 [kg]
max.take-off weight : 35600 [kg]
performance :
Max. operating Mach number (Mmo) : 0.78 [Mach] (882 [km/hr]) at 6400 [m]
normal cruise speed : 830 [km/hr] (Mach 0.77 ) at 10000 [m] (34 [%] power)
service ceiling : 11000 [m]
range with max fuel : 2380 [km] and allowance for 206.0 [km] diversion and 30 [min] hold
description :
low-wing cantilever monoplane with retractable landing gear with nose wheel
tapered multi-cellular wing with flush-riveted stressed skin
with Fowler flaps airfoil : NACA
sweep angle 3/4 chord: 20.0 [°]
engines attached to the tail, landing gear attached to the wings, fueltanks in the wings
construction : all-metal aluminium-alloy stressed-skin construction with pressurized fuselage
fuselage shape : 0
calculation : *1* (dimensions)
measured wing chord : 3.19 [m] at 50% wingspan
mean wing chord : 3.45 [m]
calculated average wing chord tapered wing with rounded tips: 3.50 [m]
wing aspect ratio : 7.81 []
seize (span*length*height) : 5742 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 46.3 [kg/hr]
fuel consumption (econ. cruise speed) : 2782.9 [kg/hr] (3478.6 [litre/hr]) at 34 [%] power
distance flown for 1 kg fuel : 0.30 [km/kg] at 10000 [m] height, sfc : 88.6 [kg/KN/h]
estimated total fuel capacity : 11322 [litre] (9057 [kg])
calculation : *3* (weight)
weight engine(s) dry : 3600.0 [kg] = 38.88 [kg/KN]
weight 179.4 litre oil tank : 15.25 [kg]
oil tank filled with 0.6 litre oil : 0.5 [kg]
oil in engine 15.5 litre oil : 13.9 [kg]
fuel in engine 11.4 litre fuel : 8.33 [kg]
weight fuel lines 11.3 [kg]
weight engine cowling 277.8 [kg]
total weight propulsion system : 3927 [kg](11.0 [%])
***************************************************************
fuselage aluminium frame : 4381 [kg]
typical cabin layout for 79 passengers : economy : pitch : 81 [cm] ( 3+2 ) seating in 15.8 rows
pax density (normal seating) : 0.62 [m2/pax]
high density seating passengers : 89 at 5 -abreast seating in 17.8 rows, pitch 81 [cm]
Mohawk BAC 1-11 srs 203AE N1136J
weight 2 toilets : 35.9 [kg]
weight 4 hand fire extinguisher : 12 [kg]
weight 1 galleys : 50.7 [kg]
weight overhead stowage for hand luggage : 27.6 [kg]
weight 2 closets : 7.9 [kg]
weight 34 windows : 30.2 [kg]
weight 2 overwing emergency exits : 32.1 [kg]
weight lifejackets : 35.6 [kg]
weight oxygen masks & oxygen generators : 51.4 [kg]
weight tail entrance stairs : 85.0 [kg]
weight emergency flare installation : 10 [kg]
weight 2 emergency evacuation slides : 22.4 [kg]
weight 3 entrance/exit doors : 112.5 [kg]
weight 2 freight doors (belly) : 53.6 [kg]
cabin volume (usable), excluding flight deck : 94.84 [m3]
passenger cabin max.width : 3.16 [m] cabin length : 17.32 [m] cabin height : 1.98 [m]
floor area : 49.3 [m2]
pressure difference :0.58 [kg/cm2]
weight rear pressure bulkhead : 91.1 [kg]
weight air pressurization system : 27.1 [kg]
fuselage covering ( 204.5 [m2] duraluminium 1.95 [mm]) : 1049.3 [kg]
weight floor beams : 181.3 [kg]
weight cabin furbishing : 330.1 [kg]
weight cabin floor : 646.7 [kg]
fuselage (sound proof) isolation : 147.7 [kg]
weight radio transceiver equipment : 7.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight radio direction finding (RDF) equipment : 5.0 [kg]
weight Sperry Integrated Flight System : 11.0 [kg]
weight artificial horizon : 1.1 [kg]
weight instruments. : 36.0 [kg]
weight APU / engine starter: 23.1 [kg]
weight lighting : 19.8 [kg]
weight electricity generator : 19.8 [kg]
weight controls : 12.0 [kg]
weight seats : 420.0 [kg]
weight air conditioning : 118 [kg]
weight engine mounts : 46 [kg]
total weight fuselage : 7957 [kg](22.4 [%])
***************************************************************
total weight aluminium ribs (526 ribs) : 1270 [kg]
weight fuel tanks empty for total 11322 [litre] fuel : 634 [kg]
weight wing covering (painted aluminium 3.19 [mm]) : 1603 [kg]
total weight aluminium spars (multi-cellular wing structure) : 1587 [kg]
weight wings : 4459 [kg]
weight wing/square meter : 47.85 [kg]
weight rubber de-icing boots : 29.7 [kg]
weight fin & rudder (8.4 [m2]) : 405.3 [kg]
weight stabilizer & elevator (10.5 [m2]): 502.3 [kg]
weight fowler flaps (6.5 [m2]) : 160.8 [kg]
total weight wing surfaces & bracing : 6191 [kg] (17.4 [%])
*******************************************************************
wheel pressure : 7832.0 [kg]
weight 4 Dunlop main wheels (1130 [mm] by 174 [mm]) : 874.7 [kg]
weight 2 Dunlop nose wheels : 218.7 [kg]
weight hydraulic wheel-brakes : 29.0 [kg]
weight pneumatic-hydraulic shock absorbers : 38.7 [kg]
weight wheel hydraulic operated retraction system : 446.5 [kg]
weight undercarriage struts with axle 602.7 [kg]
total weight landing gear : 2210.3 [kg] (6.2 [%]
*******************************************************************
********************************************************************
calculated empty weight : 20286 [kg](57.0 [%])
weight oil for 3.4 hours flying : 159.3 [kg]
weight catering : 90.6 [kg]
weight water : 36.2 [kg]
weight crew : 405 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 30 [kg]
operational weight empty : 21007 [kg] (59.0 [%])
********************************************************************
weight 79 passengers : 6083 [kg]
weight luggage : 1264 [kg]
weight cargo : 676 [kg]
zero fuel weight (ZFW): 29030 [kg](81.5 [%])
weight fuel for landing (1.0 hours flying) : 2783 [kg]
max. landing weight (MLW): 31813 [kg](89.4 [%])
max. fuel weight : 30064 [kg] (84.5 [%])
payload with max fuel : 60 passengers+luggage 5536 [kg]
published maximum take-off weight : 35600 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 384 [kg/KN]
power loading (operational without useful load) : 364 [kg/kN]
power loading (Take-off) 1 PUF: 769 [kg/KN]
max. total take-off power : 92.6 [KN]
US Air 1-11 srs 204AF reg. N2111J
calculation : *5* (loads)
manoeuvre load : 6.9 [g] at 1000 [m]
limit load : 3.0 [g] ultimate load : 4.5 [g] load factor : 1.6 [g]
design flight time : 2.29 [hours]
design cycles : 9888 sorties, design hours : 22682 [hours]
operational wing loading : 3544 [N/m^2]
wing stress (3 g) during operation : 222 [N/kg] at 3g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.77 ["]
max. angle of attack (stalling angle, clean) : 11.76 ["]
angle of attack at max. speed : 0.44 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.19 [ ]
lift coefficient at max. angle of attack : 1.15 [ ]
max. lift coefficient full flaps : 1.42 [ ]
induced drag coefficient at max.speed : 0.0019 [ ]
drag coefficient at max. speed : 0.0202 [ ]
drag coefficient (zero lift) : 0.0183 [ ]
lift/drag ratio at max. speed : 9.28 [ ]
calculation : *8* (speeds
stalling speed at sea-level (OW loaded : 32817 [kg]): 252 [km/u]
stalling speed at sea-level with full flaps (normal landing weight): 223 [km/u]
V : 379.05 te laag, Cl > Clmax berekening PR nodig klopt niet meer cl : 1.51 line 216
flying weight (fw) : 33030.457134781
landing speed at sea-level (normal landing weight : 31749 [kg]): 257 [km/hr]
max. rate of climb speed : 631 [km/hr] at sea-level
max. endurance speed : 379 [km/u] min. fuel/hr : 1710 [kg/hr] at height : 1829 [m]
max. range speed : 745 [km/u] min. fuel consumption : 2.649 [kg/km] at cruise height : 9144 [m]
Length : 93 ft 6 inch = 28.50m = srs 200-400
cruising speed : 830 [km/hr] at 10000 [m] (power:25 [%])
max. operational speed (Mmo) : 882.00 [km/hr] (Mach 0.78 ) at 6400 [m] (power:38.3 [%])
airflow : 123.0 [kg/s]
speed of thrust jet : 1750 [km/hr]
climbing speed at sea-level (loaded) : 1819 [m/min]
climbing speed at 1000 [m] with 1 engine out (PUF / MTOW) : 1687 [m/min]
calculation : *9* (regarding various performances)
take-off speed : 315.3 [km/u]
high wheel pressure, can only take off from paved runways
take-off distance at sea-level concrete runway : 1423 [m]
take-off distance at sea-level over 15 [m] height : 1510 [m]
landing run : 1305 [m]
landing run from 15 [m] : 2212 [m]
lift/drag ratio : 15.78 [ ]
max. theoretical ceiling : 17700 [m] with flying weight :32817 [kg] line 3359
climb to 1000m with max payload : 0.56 [min]
climb to 2000m with max payload : 1.09 [min]
climb to 3000m with max payload : 1.59 [min]
climb to 5000 [m] with max payload : 2.49 [min]
minimum flying speed at 11000 [m] : 532 [km/hr]
theoretical ceiling fully loaded (mtow- 60 min. fuel:32817 [kg] ) : 17700 [m]
calculation *10* (action radius & endurance)
published range : 2380 [km] with 5 crew and 6613 [kg] useful load and 88.1 [%] fuel
range : 1959 [km] with 8023.0 [kg] max. useful load (72.5 [%] fuel)
range : 2161 [km] with 79.0 passengers with each 16 [kg] luggage and 80.0 [%] fuel
range max. fuel : 2701 [km] with 5535.4 [kg] useful load and 100.0 [%] fuel
Available Seat Kilometres (ASK) : 170728 [paskm]
max range theoretically with additional fuel tanks total 18241.2 [litre] fuel : 5510 [km]
useful load with range 500km : 12917 [kg]
useful load with range 500km : 79 passengers
production (theor.max load): 10721 [tonkm/hour]
production (useful load): 6659 [tonkm/hour]
production (passengers): 65570 [paskm/hour]
oil and fuel consumption per tonkm : 0.264 [kg]
fuel cost per paskm : 0.043 [eur]
crew cost per paskm : 0.009 [eur]
economic hours : 22300 [hours] is less then design hours
time between engine failure : 962 [hr]
can continue fly on 1 engine, low risk for emergency landing for PUF
writing off per paskm : 0.012 [eur]
insurance per paskm : 0.0012 [eur]
maintenance cost per paskm : 0.005 [eur]
direct operating cost per paskm : 0.071 [eur]
direct operating cost per tonkm (max. load): 0.431 [eur]
direct operating cost per tonkm (normal useful load): 0.694 [eur]
Literature :
Verkeersvliegtuigen Moussault
BAC1-11 | BAE Systems | International
HOME OF THE BAC 1-11 ON THE WEB (bac1-11jet.co.uk)
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 27 June 2022 contact : info.aircraftinvestigation@gmail.com python 3.7.4
notes :
According Wikipedia cabin length is 15.24m for srs 200/300/400 length for srs 475 is 17.32m > 2 m more with the same fuselage length, not clear why there is this difference in cabin length