Just updated my BAC1-11 collection just to find I am out of date already since the -510ED is now out hee hee
Nice work.
A couple of comments if I may
A small bug for the BAC 1-11 -200 overhead
Right hand engine fuel line low pressure light does not illuminate on switch off (left one does)
I notice all BAC 1-11s have the same fuel
Its my understanding that the -200 did not have the center fuel tank. And the 300 did (the essential difference between variants). Easily sorted in that I don’t fill the center tank for the -200
The -500 also had a difference in fuel
Now that you have split the 510 from the 500 I thought I might mention it
Gross weights changed from something like 98,000lb to something like 105,000lb.
The higher figure was to accommodate for the 4th fuel tank option fitted in the rear cargo bay. Two fuel tank models that I can determine, one slightly under 5000lbs and ones slightly over 5000lbs depending on who made it. So for all practical purposes 5000lbs of extra fuel
If I knew how to add the extra fuel I surely would.
If you ever feel the urge to tweak the fuel system …..
I believe both the super 1-11 and tridents had extra fuel though I don’t know how much in the Tridents case
Anyway damm fine work as always I have spent many an hour flying both the 1-11 and Trident of which the Trident has to be the most challenging to fly right.
Have to have a separate pilot when using FSP since if I am not current on Trident my rating goes right down the toilet.
I’ll be driving RP’s Argosy around this weekend, the first aircraft type I ever worked on
Having seen Flynet I suspect even more flying coming my way if that works how I think it works.. about time someone did that its long overdue
Good to see the British classic scene is the best out their, good work guys
life the universe and the BAC 1-11
Moderators: Guru's, The Ministry
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Garry Russell
- The Ministry
- Posts: 27180
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One small thing
You are grouping the 200 with the 300
They are very different
The 300 is an improved One-Eleven with uprated engines
The 400 is an Americanised 300
The certified weights were a bit different
The extras that the 400 had over the 300 like lift dumpers and fuel jettesoning were options on the 300 and structual provision was made
These were either taking up at man.ufacture or added later making 300's and 400 essentially the same or at least no different than the same type operated by a different airline would be.
So the 300 and 400 can be grouped together, the 200 , 500, 475 and 670 are seperate althougth the differences in the 510 effectively puts it in a group of it's own.
Don't know for sure about the centre tanks, but the differences between the 200 and 300 are many
Garry
You are grouping the 200 with the 300
They are very different
The 300 is an improved One-Eleven with uprated engines
The 400 is an Americanised 300
The certified weights were a bit different
The extras that the 400 had over the 300 like lift dumpers and fuel jettesoning were options on the 300 and structual provision was made
These were either taking up at man.ufacture or added later making 300's and 400 essentially the same or at least no different than the same type operated by a different airline would be.
So the 300 and 400 can be grouped together, the 200 , 500, 475 and 670 are seperate althougth the differences in the 510 effectively puts it in a group of it's own.
Don't know for sure about the centre tanks, but the differences between the 200 and 300 are many
Garry
Garry
"In the world of virtual reality things are not always what they seem."
"In the world of virtual reality things are not always what they seem."
Re: life the universe and the BAC 1-11
The 201's had a centre fuel tank with two boost pumps in it.Tomb wrote:
Its my understanding that the -200 did not have the center fuel tank. And the 300 did (the essential difference between variants). Easily sorted in that I don’t fill the center tank for the -200
The -500 also had a difference in fuel
Now that you have split the 510 from the 500 I thought I might mention it
Gross weights changed from something like 98,000lb to something like 105,000lb.
The higher figure was to accommodate for the 4th fuel tank option fitted in the rear cargo bay. Two fuel tank models that I can determine, one slightly under 5000lbs and ones slightly over 5000lbs depending on who made it. So for all practical purposes 5000lbs of extra fuel
The 501/509/530 had centre fuel tanks that used jet pumps to get the fuel out.
I don't know about extra fuel tanks in the aft hold, apart from the 'exec' models, are you getting it confused with the water injection tank located fwd of the the aft hold fwd bulkhead?
Paul
If God had meant us to fly, he would have given us tickets.
Good spot on the overhead fuel pressure warning. That one has already been fixed in the latest download file dated 31Oct - the bulb had gone. 
I'll have to check this other stuff out some more.
My main 1-11 reference book has all the fuel listed the same for all marks, but with the 475 & 500 having 80kg more.
Books are not always right though.
I do vaguely remember reading about 200s without centre tank, I don't think it was standard though. I'm not sure if it was one of the American operators that opted to go without it.
Certainly if you're only using it short haul, there's no need for a centre tank on any 1-11, especially a 200 because you'd have to start cutting the payload to take much fuel in the centre tank anyway.
A lot of the American 200 series didn't have the rear stairs either, to save weight. I guess you could save even more weight without a centre fuel tank that you'd never use.
There's a photo of a 200 cockpit on Airliners.net & that has a centre tank fuel gauge.
I'm quite prepared to accept that some 500s could have carried extra fuel, but I'd be surprised if that was common across the series either.
Most 1-11 routes didn't even need the existing centre tank capacity.
Some 500s were fitted with high density seating for 119, so the increased 104,500lb MTOW was obviously put to use on payload too.
If anyone can convine me that the models need altering then I'll try to do it. At the moment I think they are fine as general examples of the different types.
I think differences like these are just down to variations & options. Every order was tailored to suit the buyer. :think:
DM
I'll have to check this other stuff out some more.
My main 1-11 reference book has all the fuel listed the same for all marks, but with the 475 & 500 having 80kg more.
Books are not always right though.
I do vaguely remember reading about 200s without centre tank, I don't think it was standard though. I'm not sure if it was one of the American operators that opted to go without it.
Certainly if you're only using it short haul, there's no need for a centre tank on any 1-11, especially a 200 because you'd have to start cutting the payload to take much fuel in the centre tank anyway.
A lot of the American 200 series didn't have the rear stairs either, to save weight. I guess you could save even more weight without a centre fuel tank that you'd never use.
There's a photo of a 200 cockpit on Airliners.net & that has a centre tank fuel gauge.
I'm quite prepared to accept that some 500s could have carried extra fuel, but I'd be surprised if that was common across the series either.
Most 1-11 routes didn't even need the existing centre tank capacity.
Some 500s were fitted with high density seating for 119, so the increased 104,500lb MTOW was obviously put to use on payload too.
If anyone can convine me that the models need altering then I'll try to do it. At the moment I think they are fine as general examples of the different types.
I think differences like these are just down to variations & options. Every order was tailored to suit the buyer. :think:
DM
thanks for the reply
[img]
not sure if this picture will show but its an original 1-11 -200 before modifications over time have altered it.
you can see only two fuel gauges and a simpler hydraulic control panel
for fuel contents for the 200 and early american 400 series, 10,161 Liters
for the 300 series + and later american 400 series 14,024 liters
notes
One-Eleven Series 200
The initial production version was the Series 200, powered by 46.3 KN Rolls-Royce RB163 Spey 506-14 turbofans. The aircraft (G-ASHG cn 004) first flew from Hurn on the 20 August 1963. First delivery went to Braniff Airways (N1543 cn 017) on 11 March 1965, while British United Airways received their first aircraft (G-ASJJ cn 014) on 6 April 1965. Other customers for this version were Braniff Airways, Mohawk Airlines, Aer Lingus, and Aloha Airlines. Three aircraft were also supplied new as corporate jets to Helmut Horten GmbH and Tenneco Inc, while two others were delivered to the Royal Australian Air Force. The last aircraft (N503T cn 183) was delivered to Tenneco on the 8 July 1969. A total of 58 Series 200 aircraft were built.
One-Eleven Series 300
In May 1963 BAC announced two new versions of the One-Eleven; the Series 300 and Series 400, both of which offered more powerful Spey 511-14s of 50.7 kN thrust, fitted into lengthened nacelles. Although dimensions were the same as the Series 200, the Series 300 offered longer range by virtue of an additional centre section fuel tank and a higher maximum take-off weight. The aircraft (G-ATPJ cn 033) first flew from Weybridge on the 20 May 1966. First delivery went to British Eagle International Airways (G-ATPJ cn 033) on 8 June 1966 while Laker Airways received their first aircraft on the 25 February 1967. The Series 300 was only ordered by three customers, British Eagle, Laker and Kuwait Airways who cancelled their order. The last aircraft was delivered to Laker (G-AVYZ cn 133) on the 11 April 1968. A total of 9 Series 300 aircraft were built.
One-Eleven Series 400
The Series 400 was originally configured with a maximum take-off weight of 36060 kgs, which was lower than the Series 300’s 40000 kgs due to US restrictions on the gross weight for two-crew operation. With the easing of the restrictions, the maximum take-off weights of US-operated Series 400s were brought into line with those of the Series 300 through adoption of 300’s additional centre-section fuel tank and the two models became effectively indistinguishable. The aircraft (G-ASYD cn 053) first flew from Hurn on the 13 July 1965. First delivery went to American Airlines (N5015 cn 055) on 23 December 1965. Other Series 400 customers included Austral, Autair, Bahamas Airways, Bavaria Flug, Channel Airways, Lacsa, Philippine Airlines, Quebecair, Tarom and VASP. One aircraft was supplied new as a corporate jet to Engelhard Industries, and two were delivered as transports to the Brazilian Air Force. The last Series 400 was delivered to Bavaria Flug (D-ANNO cn 160) on the 22 December 1970. A total of 70 Series 400 aircraft were built. Many former airline aircraft were subsequently converted to executive configuration and in particular 16 former American Airlines aircraft were converted by the Dee Howard Company at San Antonio for National Aircraft Leasing Inc. it is these aircraft that make up the great majority of the still active Series 400 fleet.
One-Eleven Series 475
The Series 475 was the last UK-built version of the One-Eleven, conceived to bring improved field performance to the One-Eleven range, in addition to the capability to operate from unprepared runways. These goals were achieved by combining the standard length fuselage of the Series 400 with the increased wingspan and more powerful engines of the Series 500 and a new undercarriage fitted with larger low pressure tyres. The Series 475’s maximum take-off weight was 44678 kg. The Aircraft (G-ASYD cn 053) first flew from Hurn on the 27 August 1970. The first delivery went to Faucett of Peru (OB-R-953 cn 239) on 23 July 1971. Further airline orders for the Series 475 came from Air Malawi, Air Pacific and Tarom. Three were fitted out as corporate jets and three more were supplied to the Air Force of the Sultanate of Oman, all of which were eventually fitted with a large cargo door (3.05m x 1.85m) on the port forward fuselage. The last two Series 475 (G-BLHD cn 260 and G-BLDH cn 262) were delivered to McAlpine Aviation on the 9 July 1984 A total of 13 Series 475 aircraft were built.
One-Eleven Series 500
The Series 500 was launched on the strength of an order placed on the 27th January 1967 by British European Airways. This version had the fuselage extended by 13ft 6in (4.11m) by the insertion of two plugs. This allowed for four more seat rows to be installed and therefore increased passenger capacity by twenty. Overwing emergency exits had to be doubled to four. Underfloor hold volume was increased. Various structural changes were also required and higher rated Speys were fitted. This gave the aircraft a maximum take-off weight of 47400 kg. The aircraft (G-ASYD cn 053) first flew from Hurn on the 30 June 1967. First delivery (G-AVMJ cn 138) went to British European Airways on the 29 August 1968. Other Series 500 customers included British United Airways, Caledonian Airways, Panair / Paninternational, Aviateca, Bahamas Airways, Court Line, Sadia / Transbrasil, ALA / Austral, British Midland Airways, Germanair, Tarom, Philippine Airlines, Bavaria, Phoenix Airways, Lacsa, Cyprus Airways and Britsh Airways. The last delivery went to Tarom (YR-BCO cn 272) on the 12 Mar 1982 and was the last ever airliner to be constructed at Hurn! A total of 87 Series 500 aircraft were built.
One-Eleven Series 670
A plan to supply a Series 475 derivative, the Series 670, as a YS-11 replacement to Japanese carriers resulted in one aircraft (G-ASYD cn 053) being developed and flown from Hurn on the 13 September 1977 as such, but hopes of a significant sales break through were ultimately frustrated, despite major improvements in performance, due to the Japanese authorities introducing more stringent regulatory requirements.
Rombac One-Eleven Series 560
An agreement for the licenced production of the One-Eleven at the Romanian Government aircraft (IRMA) factory in Baneasa, Romania on was signed 9 June 1979. As the first step towards the transfer of One-Eleven production, BAC produced two Series 525 passenger aircraft and a single windowless freighter Series 485 which were supplied to CNIAR as training models. A further 22 One-Elevens were then to be supplied in kit form from the UK and assembled locally with gradually increasing Romanian content. The first Rombac One-Eleven, (YR-BRA cn 401) a series 561RC was rolled out at Baneasa on 27 August 1982, and flew for the first time on 18 September 1982. Plans for the production of 80 One-Elevens in the country were however curtailed by political and social unrest and in the end only 9 Series 561s were produced between September 1982 and April 1989. The first aircraft was delivered to Tarom on 29 December 1982. The Romanian carrier took delivery of all but two of the aircraft produced, with the remaining two going to Romavia, the last of which (YR-BRI cn 409) was delivered on 1 January 1993. Two further aircraft were partially completed when production was abandoned and scrapped.
paints an interesting picture dont you think
the early 400's were closer to the 200's and the later 400's the 300's
on wieghts the series 500 was certified for BEA at 92,483 and recertified to to 99,650lbs with spey 512 -14DW engines (water injection) or to permit use of a suplimentry fuel tank fitted in the aft end of the rear frieght hold 104,400lbs
no pictures of the 4 tank fit cockpit, was thier an extra gauge or did it just top off the center tank which had a greater fuel contents scale intrument , i dont know.
damm the cockpit picture does not seem to have come out, something i am missing ?
regards
tomb[/img]
[img]
not sure if this picture will show but its an original 1-11 -200 before modifications over time have altered it.
you can see only two fuel gauges and a simpler hydraulic control panel
for fuel contents for the 200 and early american 400 series, 10,161 Liters
for the 300 series + and later american 400 series 14,024 liters
notes
One-Eleven Series 200
The initial production version was the Series 200, powered by 46.3 KN Rolls-Royce RB163 Spey 506-14 turbofans. The aircraft (G-ASHG cn 004) first flew from Hurn on the 20 August 1963. First delivery went to Braniff Airways (N1543 cn 017) on 11 March 1965, while British United Airways received their first aircraft (G-ASJJ cn 014) on 6 April 1965. Other customers for this version were Braniff Airways, Mohawk Airlines, Aer Lingus, and Aloha Airlines. Three aircraft were also supplied new as corporate jets to Helmut Horten GmbH and Tenneco Inc, while two others were delivered to the Royal Australian Air Force. The last aircraft (N503T cn 183) was delivered to Tenneco on the 8 July 1969. A total of 58 Series 200 aircraft were built.
One-Eleven Series 300
In May 1963 BAC announced two new versions of the One-Eleven; the Series 300 and Series 400, both of which offered more powerful Spey 511-14s of 50.7 kN thrust, fitted into lengthened nacelles. Although dimensions were the same as the Series 200, the Series 300 offered longer range by virtue of an additional centre section fuel tank and a higher maximum take-off weight. The aircraft (G-ATPJ cn 033) first flew from Weybridge on the 20 May 1966. First delivery went to British Eagle International Airways (G-ATPJ cn 033) on 8 June 1966 while Laker Airways received their first aircraft on the 25 February 1967. The Series 300 was only ordered by three customers, British Eagle, Laker and Kuwait Airways who cancelled their order. The last aircraft was delivered to Laker (G-AVYZ cn 133) on the 11 April 1968. A total of 9 Series 300 aircraft were built.
One-Eleven Series 400
The Series 400 was originally configured with a maximum take-off weight of 36060 kgs, which was lower than the Series 300’s 40000 kgs due to US restrictions on the gross weight for two-crew operation. With the easing of the restrictions, the maximum take-off weights of US-operated Series 400s were brought into line with those of the Series 300 through adoption of 300’s additional centre-section fuel tank and the two models became effectively indistinguishable. The aircraft (G-ASYD cn 053) first flew from Hurn on the 13 July 1965. First delivery went to American Airlines (N5015 cn 055) on 23 December 1965. Other Series 400 customers included Austral, Autair, Bahamas Airways, Bavaria Flug, Channel Airways, Lacsa, Philippine Airlines, Quebecair, Tarom and VASP. One aircraft was supplied new as a corporate jet to Engelhard Industries, and two were delivered as transports to the Brazilian Air Force. The last Series 400 was delivered to Bavaria Flug (D-ANNO cn 160) on the 22 December 1970. A total of 70 Series 400 aircraft were built. Many former airline aircraft were subsequently converted to executive configuration and in particular 16 former American Airlines aircraft were converted by the Dee Howard Company at San Antonio for National Aircraft Leasing Inc. it is these aircraft that make up the great majority of the still active Series 400 fleet.
One-Eleven Series 475
The Series 475 was the last UK-built version of the One-Eleven, conceived to bring improved field performance to the One-Eleven range, in addition to the capability to operate from unprepared runways. These goals were achieved by combining the standard length fuselage of the Series 400 with the increased wingspan and more powerful engines of the Series 500 and a new undercarriage fitted with larger low pressure tyres. The Series 475’s maximum take-off weight was 44678 kg. The Aircraft (G-ASYD cn 053) first flew from Hurn on the 27 August 1970. The first delivery went to Faucett of Peru (OB-R-953 cn 239) on 23 July 1971. Further airline orders for the Series 475 came from Air Malawi, Air Pacific and Tarom. Three were fitted out as corporate jets and three more were supplied to the Air Force of the Sultanate of Oman, all of which were eventually fitted with a large cargo door (3.05m x 1.85m) on the port forward fuselage. The last two Series 475 (G-BLHD cn 260 and G-BLDH cn 262) were delivered to McAlpine Aviation on the 9 July 1984 A total of 13 Series 475 aircraft were built.
One-Eleven Series 500
The Series 500 was launched on the strength of an order placed on the 27th January 1967 by British European Airways. This version had the fuselage extended by 13ft 6in (4.11m) by the insertion of two plugs. This allowed for four more seat rows to be installed and therefore increased passenger capacity by twenty. Overwing emergency exits had to be doubled to four. Underfloor hold volume was increased. Various structural changes were also required and higher rated Speys were fitted. This gave the aircraft a maximum take-off weight of 47400 kg. The aircraft (G-ASYD cn 053) first flew from Hurn on the 30 June 1967. First delivery (G-AVMJ cn 138) went to British European Airways on the 29 August 1968. Other Series 500 customers included British United Airways, Caledonian Airways, Panair / Paninternational, Aviateca, Bahamas Airways, Court Line, Sadia / Transbrasil, ALA / Austral, British Midland Airways, Germanair, Tarom, Philippine Airlines, Bavaria, Phoenix Airways, Lacsa, Cyprus Airways and Britsh Airways. The last delivery went to Tarom (YR-BCO cn 272) on the 12 Mar 1982 and was the last ever airliner to be constructed at Hurn! A total of 87 Series 500 aircraft were built.
One-Eleven Series 670
A plan to supply a Series 475 derivative, the Series 670, as a YS-11 replacement to Japanese carriers resulted in one aircraft (G-ASYD cn 053) being developed and flown from Hurn on the 13 September 1977 as such, but hopes of a significant sales break through were ultimately frustrated, despite major improvements in performance, due to the Japanese authorities introducing more stringent regulatory requirements.
Rombac One-Eleven Series 560
An agreement for the licenced production of the One-Eleven at the Romanian Government aircraft (IRMA) factory in Baneasa, Romania on was signed 9 June 1979. As the first step towards the transfer of One-Eleven production, BAC produced two Series 525 passenger aircraft and a single windowless freighter Series 485 which were supplied to CNIAR as training models. A further 22 One-Elevens were then to be supplied in kit form from the UK and assembled locally with gradually increasing Romanian content. The first Rombac One-Eleven, (YR-BRA cn 401) a series 561RC was rolled out at Baneasa on 27 August 1982, and flew for the first time on 18 September 1982. Plans for the production of 80 One-Elevens in the country were however curtailed by political and social unrest and in the end only 9 Series 561s were produced between September 1982 and April 1989. The first aircraft was delivered to Tarom on 29 December 1982. The Romanian carrier took delivery of all but two of the aircraft produced, with the remaining two going to Romavia, the last of which (YR-BRI cn 409) was delivered on 1 January 1993. Two further aircraft were partially completed when production was abandoned and scrapped.
paints an interesting picture dont you think
the early 400's were closer to the 200's and the later 400's the 300's
on wieghts the series 500 was certified for BEA at 92,483 and recertified to to 99,650lbs with spey 512 -14DW engines (water injection) or to permit use of a suplimentry fuel tank fitted in the aft end of the rear frieght hold 104,400lbs
no pictures of the 4 tank fit cockpit, was thier an extra gauge or did it just top off the center tank which had a greater fuel contents scale intrument , i dont know.
damm the cockpit picture does not seem to have come out, something i am missing ?
regards
tomb[/img]
-
Garry Russell
- The Ministry
- Posts: 27180
- Joined: 29 Jan 2005, 00:53
- Location: On the other side of the wall
As Dave points out
There are so many variation of the One-Eleven the model have to represent the different marks as widely as possible
That almost certainly means that they are not like any particular single example
They are generic
Garry
There are so many variation of the One-Eleven the model have to represent the different marks as widely as possible
That almost certainly means that they are not like any particular single example
They are generic
Garry
Garry
"In the world of virtual reality things are not always what they seem."
"In the world of virtual reality things are not always what they seem."
Quoteing from the Air Britain book "The One-Eleven Story" -
"Integral wing tanks of 10,160 Ltrs capacity are standard on all versions. A centre-section tank of 3,864 Ltrs capacity is standard on all versions except the Series 200 where it was an option. Additional extra tankage of either 1,591 or 3,182 Ltrs capacity is a further option. These further tanks are accommodated in the rear of the forward underfloor hold."
Having been a CAA type rated Licensed Engineer on the One-Eleven I can confirm the 201 series had a centre tank. I was questioned on it during my CAA license oral exam.
"Integral wing tanks of 10,160 Ltrs capacity are standard on all versions. A centre-section tank of 3,864 Ltrs capacity is standard on all versions except the Series 200 where it was an option. Additional extra tankage of either 1,591 or 3,182 Ltrs capacity is a further option. These further tanks are accommodated in the rear of the forward underfloor hold."
Having been a CAA type rated Licensed Engineer on the One-Eleven I can confirm the 201 series had a centre tank. I was questioned on it during my CAA license oral exam.
If God had meant us to fly, he would have given us tickets.
Had a look through some old BAC 1-11 brochures.
Standard fuel is 1320 US gal in each wing & 1020 US gal in centre tank.
The 200 could indeed be had with or without a centre tank.
300, 400, 500, 475 all had the same three fuel tanks as standard.
The final 104,500lb MTOW 500 series had an option for an extra 420 US gal (350 Imp Gal) long range tank added to the centre total.
Some VIP transport types were fitted with bigger long range tanks, more like the size Tomb mentioned.
BAC would give the buyer any reasonable combination they wanted though.
Tomb, your article seems to be saying that the centre tank was introduced with the 300 series & that's why it had a greater range. That certainly isn't right, 200s could have the centre tank & the 300/400 had no extra fuel capacity.
The extra range of the 300/400 was only a result of the increased MTOW. With typical payloads the 300/400 could carry far more fuel than any 200 could.
In fact with no payload, the 200 (with centre tank) & 400 had practically identical range (payload v range graphs in BAC brochure). But a 200 with 17,000lb payload could only do about 800nm, while a 400 could do more like 1400nm.
I hadn't paid much attention to these fuel tank options before, so this stuff is good to know.
If you want your 1-11 500 model to have the extra fuel tank, just add 420 to the centre tank in the [fuel] section of aircraft.cfg
change 1020 to be 1440 (this is in US Gal)
Center1= 0.000, 0.000, 0.000, 1020.000, 0.000
The bigger long range tank would be more like an extra 1600 US Gal, but that has to be 'biz jet' types only. I can't see how that would ever be a practical option for an airline.
Something interesting in that 'Whole Story' book about the 300 & 400 series.
Apparently they were the same aircraft & the 400 was specified just to get around a stupid FAA ruling based on MTOW limits. The 300 was slightly over the American short haul limit, so they artificially created the 400 at a lower MTOW for the American market.
The FAA ruling was later relaxed to benefit the DC-9 & the 400 MTOW was then increased to the same as the 300.
No 300s were made after that, only 400s. :roll:
DM
Standard fuel is 1320 US gal in each wing & 1020 US gal in centre tank.
The 200 could indeed be had with or without a centre tank.
300, 400, 500, 475 all had the same three fuel tanks as standard.
The final 104,500lb MTOW 500 series had an option for an extra 420 US gal (350 Imp Gal) long range tank added to the centre total.
Some VIP transport types were fitted with bigger long range tanks, more like the size Tomb mentioned.
BAC would give the buyer any reasonable combination they wanted though.
Tomb, your article seems to be saying that the centre tank was introduced with the 300 series & that's why it had a greater range. That certainly isn't right, 200s could have the centre tank & the 300/400 had no extra fuel capacity.
The extra range of the 300/400 was only a result of the increased MTOW. With typical payloads the 300/400 could carry far more fuel than any 200 could.
In fact with no payload, the 200 (with centre tank) & 400 had practically identical range (payload v range graphs in BAC brochure). But a 200 with 17,000lb payload could only do about 800nm, while a 400 could do more like 1400nm.
I hadn't paid much attention to these fuel tank options before, so this stuff is good to know.
If you want your 1-11 500 model to have the extra fuel tank, just add 420 to the centre tank in the [fuel] section of aircraft.cfg
change 1020 to be 1440 (this is in US Gal)
Center1= 0.000, 0.000, 0.000, 1020.000, 0.000
The bigger long range tank would be more like an extra 1600 US Gal, but that has to be 'biz jet' types only. I can't see how that would ever be a practical option for an airline.
Something interesting in that 'Whole Story' book about the 300 & 400 series.
Apparently they were the same aircraft & the 400 was specified just to get around a stupid FAA ruling based on MTOW limits. The 300 was slightly over the American short haul limit, so they artificially created the 400 at a lower MTOW for the American market.
The FAA ruling was later relaxed to benefit the DC-9 & the 400 MTOW was then increased to the same as the 300.
No 300s were made after that, only 400s. :roll:
DM
thanks Dave,
the large tank data i saw was for the 510 ED varient so i may well add it to this
the RAE BAC 111 seems to have multiple extra tanks fitted so that is up for altering.
i came across the engine varients for the BAC 111, now thier is a can of worms
basically some had water injection, some did not.
if i recall some built for america had an extra stage in the compressor to give 15% more power from basic. thier seems to have been resistance to having water injection in the 400 series while some engines had the facility removed for this market.
for all practical purposes in flight sim the thrust levals are about the same however the extra compressor stage does not run out like the water.
anyways thanks for firing up my interest in the older Brit jets, my first ever flight was in a bristol britainia, the first plane i ever worked on was an argosy and my first jet flight was in a VC10.
so its nice to see the old iron in FS.
regards
Tomb
the large tank data i saw was for the 510 ED varient so i may well add it to this
the RAE BAC 111 seems to have multiple extra tanks fitted so that is up for altering.
i came across the engine varients for the BAC 111, now thier is a can of worms
basically some had water injection, some did not.
if i recall some built for america had an extra stage in the compressor to give 15% more power from basic. thier seems to have been resistance to having water injection in the 400 series while some engines had the facility removed for this market.
for all practical purposes in flight sim the thrust levals are about the same however the extra compressor stage does not run out like the water.
anyways thanks for firing up my interest in the older Brit jets, my first ever flight was in a bristol britainia, the first plane i ever worked on was an argosy and my first jet flight was in a VC10.
so its nice to see the old iron in FS.
regards
Tomb