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BAC One-Eleven

March 10, 2023

"One Eleven" and "1-11" redirect here. For the record label, see One Eleven Records. For other uses, see 1/11.

The BAC One-Eleven (or BAC-111/BAC 1-11) was an early jet airliner produced by the British Aircraft Corporation (BAC). Originally conceived by Hunting Aircraft as a 30-seat jet, before its merger into BAC in 1960, it was launched as an 80-seat airliner with a British United Airways order on 9 May 1961. The prototype conducted its maiden flight on 20 August 1963, and it was first delivered to its launch customer on 22 January 1965. The 119-seat, stretched 500 series was introduced in 1967. Total production amounted to 244 until 1982 in the United Kingdom and between 1982 and 1989 in Romania where nine Rombac One-Eleven were licence-built by Romaero.

One-Eleven
A TAROM One-Eleven: a low wing airliner powered by two aft-mounted engines
Role Short-range jet airliner
National origin United Kingdom
Manufacturer British Aircraft Corporation
Romaero
First flight 20 August 1963[1]
Introduction 1965 with British United Airways
Retired 7 May 2019
Status Retired[2]
Primary users British Airways
American Airlines
Braniff Airways
British United Airways
Produced 1963–1982 (United Kingdom)
1982–1989 (Romania)
Number built 244

The short haul, narrowbody aircraft was powered by aft-mounted Rolls-Royce Spey low-bypass turbofans, a configuration similar to the earlier Sud Aviation Caravelle and later Douglas DC-9. It also competed with early Boeing 737 variants and was used by several US carriers, as well as multiple British, overseas and European airlines, including Romanian operators. It was replaced by the newer Airbus A320 and later 737 variants, as well as by the Bombardier CRJ200 regional jet. Noise restrictions accelerated its transition to African carriers in the 1990s, and the last BAC One-Eleven was retired in 2019.

Development

Early development

 
The initial Hunting 107 concept from Hunting Aircraft

In the 1950s, although the pioneering de Havilland Comet had suffered disasters in service, strong passenger demand had been demonstrated for jet propulsion. Several manufacturers raced to release passenger jets, including those aimed at the short-haul market, such as the Sud Aviation Caravelle.[3] In July 1956, British European Airways published a paper calling for a "second generation" jet airliner to operate beside their existing turboprop designs. This led to a variety of designs from the British aerospace industry. Hunting Aircraft started design studies on a jet-powered replacement for the successful Vickers Viscount, developing the 30-seat Hunting 107. Around the same time, Vickers started a similar development of a 140-seat derivative of its VC10 project, the VC11. Many other aviation firms also produced designs.[4]

In 1960 Hunting, under British government pressure, merged with Vickers-Armstrongs, Bristol, and English Electric to form British Aircraft Corporation (BAC). The new BAC decided that the Hunting project had merit, but that there would be little market for a 30-seat jet airliner.[5] The design was reworked into the BAC 107, a 59-seat airliner powered by two 7,000 pounds-force (31 kN) Bristol Siddeley BS75 turbofan engines.[6] BAC also continued development of the larger, 140-seat VC-11 development of the Vickers VC10 which it had inherited.[7] Other competing internal projects, such as the Bristol Type 200, were quickly abandoned following absorption of Hunting into BAC.[8]

 
The selected Rolls-Royce Spey low-bypass turbofan

Market research showed the 59-seat BAC 107 was too small, and the design was reworked in 1961, with passenger capacity growing to 80 seats, and BS75s being discarded in favour of Rolls-Royce Speys.[9] The revised design was redesignated the BAC 111 (later known as the One-Eleven), with BAC abandoning the VC11 project to concentrate on the more promising One-Eleven. Unlike contemporary British airliners such as the Hawker Siddeley Trident, the One-Eleven was not designed specifically to meet the needs of the state-owned British European Airways or British Overseas Airways Corporation, but on the needs of airlines around the world, and BAC expected orders for as many as 400.[10]

On 9 May 1961 the One-Eleven was publicly launched when British United Airways (BUA) placed the first order for ten One-Eleven 200s.[11] On 20 October Braniff International Airways in the United States ordered six.[12] Mohawk Airlines sent representatives to Europe seeking out a new aircraft to bring them into the jet era, and on 24 July 1962 concluded an agreement for four One-Elevens.[13] Orders followed from Kuwait Airways for three, and Central African Airways for two. Braniff subsequently doubled their order to 12, while Aer Lingus ordered four. Western Airlines ordered ten but later cancelled.[12] Bonanza Air Lines also ordered three in 1962[14] but was stopped by the US Civil Aeronautics Board (CAB), which claimed that subsidies would be needed to operate a jet on Bonanza's routes, an action claimed by some at the time to be protectionism.[15] The CAB also stopped Frontier Airlines and Ozark Air Lines from ordering One-Elevens, although allowing Ozark to order the similar Douglas DC-9 and Frontier to order Boeing 727-100s. The CAB had also unsuccessfully tried to block Mohawk's orders.[12][16]

In May 1963, BAC announced the One-Eleven 300 and 400. The new versions used the Mk. 511 version of the Spey with increased power, allowing more fuel upload and hence longer range. The difference between the 300 and 400 lay in the equipment and avionics, the 400 intended for sales in the United States and thus equipped with US instruments.[12] On 17 July 1963, American Airlines ordered 15 aircraft, bringing the total to 60, plus options for 15.[17][18] American Airlines eventually bought 30 of the 400-series, making the airline the largest customer of One-Elevens.

Prototypes

 
The first delivery was to British United Airways on 22 January 1965

The prototype (G-ASHG) rolled out of Hurn assembly hall on 28 July 1963, at which point BAC had received orders for the type from a number of operators. On 20 August 1963, the prototype conducted its first flight, painted in BUA livery. The first flight had taken place almost a year before the Douglas DC-9, a rival American jetliner; BAC considered the One-Eleven to hold a technological edge.[1] The One-Eleven's lead was of significant importance commercially, since, as shown by the Bonanza Air Lines case, US authorities could refuse to approve sales of foreign aircraft to domestic airlines where an American alternative existed (Bonanza ended up ordering and operating the DC-9). Test flying was conducted by Squadron Leader Dave Glaser.

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.[19] To prevent such stalls, BAC designed and added devices known as stick shakers and stick pushers to the One-Eleven's control system.[20] It also redesigned the wing's leading edge to smooth airflow into the engines and over the tailplane. The specially modified aircraft used for testing this problem is now preserved at Brooklands Museum.

Despite the crash, testing continued and customer confidence remained high. American Airlines and Braniff took up their optional orders and placed more in February 1964. Further orders came from Mohawk, Philippine Airlines and German businessman Helmut Horten, who ordered the first executive modification of the aircraft. By the end of 1964, 13 aircraft had rolled off the production line. The One-Eleven was certified and the first handover, of G-ASJI to BUA, was on 22 January 1965. After several weeks of route-proving flights, the first revenue service flew on 9 April from Gatwick to Genoa. Braniff took delivery of its first aircraft on 11 March, while Mohawk received its first on 15 May. Deliveries continued, and by the end of 1965 airlines had received 34 aircraft. Demand remained buoyant, with a second production line set up at Weybridge - producing 13 1-11s between 1966 and 1970.

The One-Eleven 500, 510ED and 475

 
Introduced in 1967, the 500 series are stretched by 13.5 ft (4.1 m)

In 1967 a larger 119-seat version was introduced as the One-Eleven 500 (also known as Super One-Eleven). This "stretched" version was delayed for at least a year while its launch customer BEA assessed its requirements. This gave competing US aircraft (the Douglas DC-9 and Boeing 737) the opportunity to compensate for the One-Eleven's early penetration of the US domestic market. The British aircraft's initial one-year advantage now turned into a one-year delay, and the stretched series 500 failed to sell in the US. The type saw service with Cayman Airways and Leeward Islands Air Transport (LIAT) in the Caribbean with Cayman Airways operating the series 500 on scheduled services to Houston, Texas (IAH) and Miami, Florida (MIA), and LIAT flying its series 500s into San Juan, Puerto Rico (SJU). Bahamasair also operated the stretched 500 model with service between Nassau (NAS) and Miami among other routes while Guatemalan carrier Aviateca operated its series 500 aircraft into both Miami and New Orleans, Louisiana (MSY).[21] Costa Rican airline LACSA operated the series 500 as well on its services to Miami.[22] Another air carrier which operated the series 500 into Miami was Belize Airways Ltd.[23]

Compared with earlier versions, the One-Eleven 500 was longer by 8 ft 4in (2.54 m) ahead of the wing and 5 ft 2in (1.57 m) behind it. The wing span was increased by 5 ft (1.5 m), and the latest Mk. 512 version of the Spey was used. The new version sold reasonably well across the world, particularly to European charter airlines. In 1971 it received an incremental upgrade to reduce drag and reduce runway requirements.

 
The 510ED cockpit, similar to the Hawker Siddeley Trident

BEA/British Airways 500 series aircraft (denoted One-Eleven 510ED) varied significantly from other One-Elevens, at BEA's request. The One-Eleven 510ED had a modified cockpit which incorporated instrumentation and avionics from or similar to that of the Hawker Siddeley Trident, for better commonality with the type. Their additional equipment included a more sophisticated autopilot, which allowed autoland in CAT II and included an autothrottle. The modifications went as far as reversing the "on" position of most switches to match that of the Trident; indeed, the 510ED was so different from other One-Elevens and 500 series aircraft that a different type rating was required to fly it.

Having faced competition from US aircraft by 1966, by 1970 the One-Eleven also faced competition from newer, smaller aircraft such as the Fokker F28 Fellowship. The F28 was lighter, less complex, and cheaper. The One-Eleven 475 of 1970 was launched to compete with the F28. It combined the 400 fuselage with the higher power and larger wing of the 500 and was intended for hot and high operations, however only ten One-Eleven Mk 475s were sold. In 1977, the One-Eleven 670, a quiet and updated 475, was offered to the Japanese domestic market, also failing to sell.

Proposed developments

 
The BAC X-Eleven would have been stretched for up to 160 seats and powered by larger CFM56 or JT10D turbofans

Total deliveries for 1966 stood at 46 aircraft, and another 120 were delivered by 1971. At this point orders slowed to a trickle. British production continued until 1982. There were two reasons why the production line was kept open for just 35 aircraft delivered over 11 years: first, BAC hoped that Rolls-Royce would develop a quieter and more powerful version of the Spey engine, making possible further One-Eleven developments; second, throughout the early part of the period Romania was negotiating to buy the entire One-Eleven programme and transfer production of the type to Bucharest.

By 1974, BAC invested significant effort into launching the One-Eleven 700. This had a longer fuselage with a 134-seat interior and the projected 16,900 lbf (75 kN) Spey 606 engine producing greater power and less noise.[24][25] It was approximately the same size as the latest DC-9s and 737s and would have been available in time to prevent large-scale defections by One-Eleven clients to McDonnell-Douglas and Boeing. Rolls-Royce was still recovering from bankruptcy, however, and the uprated Spey failed to materialise. An altogether less ambitious 700 made a reappearance in 1978 as a 500 with specially "hush-kitted" Speys which would be replaced by the proposed RB432 in the mid-1980s. This was offered to British Airways in competition with Boeing 737-200s, but was ultimately rejected.

In 1975, BAC launched the One-Eleven 800, a further stretched aircraft to be powered by two 22,000 lbf (98 kN) CFM International CFM56 high-bypass turbofans and seating 144–161 passengers,[26][25] but this project was abandoned in 1976 in favour of a new derivative of the One-Eleven with a wider fuselage capable of six-abreast seating. This new airliner was unveiled later that year as the X-Eleven, which would be powered by two CFM-56s or Pratt & Whitney JT10D engines and seat up 166 passengers.[27] In 1977, BAC merged with Hawker Siddeley to form British Aerospace (BAe) and the new company was faced with the choice of developing the X-Eleven or joining European efforts to design an-all new aircraft. In the end, BAe became a full member of Airbus, and the X-Eleven was abandoned, with the European alternative becoming the Airbus A320.[28]

The BAC Two-Eleven and Three-Eleven were British airliner studies proposed by the British Aircraft Corporation in the late 1960s which never made it to production.

Rombac production

 
The first Rombac 1-11 was delivered to TAROM on 29 December 1982

On 9 June 1979, Romanian president Nicolae Ceaușescu signed a contract for One-Eleven licence production in Romania. This was to involve the delivery of three complete One-Elevens (two 500-series aircraft and one 475 series) plus the construction of at least 22 in Bucharest, with reducing British content. It also involved Romanian production of Spey engines and certification of the aircraft to British standards by the Civil Aviation Authority. A market for up to 80 Romanian-built aircraft was projected at the time, largely in China and other developing economies, and possibly Eastern Europe. The aircraft was redesignated Rombac 1-11.[29][30] The Spey 512-14 DW engines were produced under license by Turbomecanica Bucharest.[31]

The first Rombac One-Eleven, (YR-BRA cn 401) a series 561RC, was rolled out at Romaero Băneasa factory on 27 August 1982 and first flew on 18 September 1982. Production continued until 1989 at a much slower pace than foreseen in the contract. Nine aircraft were delivered, with the 10th and 11th aircraft on the production line being abandoned when they were 85% and 70% complete.[29][32] The first aircraft was delivered to TAROM on 29 December 1982.[32] The Romanian carrier took delivery of all but two of the aircraft produced, the remaining two going to Romavia, the last of which (YR-BRI cn 409) was delivered on 1 January 1993.

There were three reasons why the Rombac initiative failed. Romania's economy and international position deteriorated to the point where supplies needed for One-Eleven manufacturing slowed to a trickle, with hard currency restrictions delaying the delivery of components sourced outside Romania;[29][32] the market foreseen by the Romanians failed to show an interest, though some Rombac machines were leased to European operators. The One-Eleven's noise level and fuel economy failed to keep pace with US and West European competition.

Adopting a new engine would have resolved noise and fuel economy issues. Following the fall of the Ceaușescu regime, plans were made to restart production using the Rolls-Royce Tay. British aircraft leasing company Associated Aerospace agreed a $1 billion deal to purchase 50 Tay-powered One-Elevens fitted with a new electronic glass cockpit for onward leasing to Western customers. The liquidation of Associated Aerospace in April 1991 stopped this deal. Despite this setback, Rombac continued to try to sell the One-Eleven, with US operator Kiwi International Air Lines placing a firm order for 11 Tay-engined aircraft with options for an additional five, but these plans never happened.[29][32][33][34][35]

Operational history

 
Several American Airlines BAC 1–11 at LaGuardia Airport

Once in service, the One Eleven found itself in competition with the Douglas DC-9, and was joined by another competitor, the Boeing 737, only a year after its introduction.[36] Advantages over the DC-9 included a lower unit cost. The DC-9 offered more seating, and its engines were interchangeable with those on the Boeing 727. These factors led to Trans Australia Airlines choosing to purchase the DC-9 instead.[36] In the US, the Civil Aeronautics Board was sceptical of smaller operators' need for jet aircraft and withheld financing, leading to several US customers cancelling their One-Eleven orders.[37]

Mohawk Airlines became both the first American operator of the type and the first airline in the US to operate jet aircraft on short haul routes.[38] On 25 June 1965, Mohawk introduced its first One-Eleven into passenger service; by the end of the decade, the airline operated a fleet of 20 BAC One-Elevens.[39] Buying the jets pushed Mohawk into debt and this, along with an economic downturn and strike action, led to its forced merger with Allegheny Airlines which in turn continued to operate the One-Eleven.[40] In July 1963, American Airlines had placed an order for 15 400-series One-Elevens for £14 million; this was the first time American Airlines had purchased a foreign aircraft type for its fleet.[41] Braniff International Airways, another major US air carrier, also ordered the One-Eleven.[42] Aloha Airlines selected the One-Eleven as its first jet type for interisland service in the Hawaiian Islands.

Several British operators, including Dan Air and British Caledonian, made extensive use of the type. Dan Air increased the number of One-Elevens it had in service in the 1970s, eventually replacing its aging de Havilland Comets with the One-Eleven entirely in the 1980s. The type became the airline's main revenue generator.[43] Dan Air would often lease One-Elevens, including Rombac-produced aircraft, to meet short-term demands. During periods of low demand Dan Air would lease its own One-Elevens to other operators. British Caledonian and Dan Air One-Elevens would often be exchanged between the two airlines on temporary and permanent arrangements. Passenger demand grew on several key One-Eleven routes, exceeding the Series 500's larger capacity during the 1980s, which began to force airlines to use other planes.[44]

Before the formation of British Airways (BA), some predecessor companies, British European Airways and Cambrian Airways, were operating the One-Eleven. Their fleets were inherited by BA. British Airways Regional Division found the performance of the One-Eleven more than adequate and sought to expand operations with the type, including further acquisitions, in the early 1970s in part to replace Vickers Viscounts. BA's 400-Series One-Elevens were all named after areas and locations in the English Midlands, reflecting the type's new base at Birmingham Airport.[45] BA ordered more Series-500 aircraft in the late 1970s and the airline received some of the last British-made One-Elevens.[46]

British Caledonian had begun replacing its One-Elevens with the new Airbus A320, when it was merged with British Airways in 1987 due to financial problems.[47] In both Caledonian and British Airways service, the One-Elevens were a dominant type for the operator's European routes. BA proceeded to rationalise its fleets, retiring many overlapping types, the One-Eleven being gradually phased out for the more modern A320 and Boeing 737 jetliners. The last aircraft was removed from regular service with BA in October 1992.[48] A number of ex-BA aircraft saw service with Maersk Air before, in turn, being replaced by the Bombardier CRJ200 in the late 1990s.[49]

 
A Ryanair One-Eleven

In Ireland Aer Lingus flew One-Elevens for three decades, in both the scheduled and charter markets. The aircraft was used on less-busy European routes into the 1990s.[49] The One-Eleven was important in budget airline Ryanair's early years: it had sought an aircraft for low-fare scheduled services from regional airports, and obtained One-Elevens. The first of these, a Rombac-produced 500-Series, entered service on the Dublin–Luton route on 1 December 1986. Ryanair's fleet expanded to six aircraft by 1988, with three leased from Romania.[50] These leased aircraft were later replaced with former BA One-Elevens. Ultimately Ryanair replaced the One-Eleven with the Boeing 737 in the mid-1990s.[51]

In April 1966, Philippine Airlines began operating One Elevens in revenue service. They eventually operated 12 of the later 500-Series. One of these aircraft suffered two separate in-flight bomb explosions, but was repaired each time and continued in service until 1992. In another high-profile incident on 21 May 1982, John Clearno tried to hijack a Philippine One-Eleven while on the ground, but was eventually overpowered by the cockpit crew following hours of negotiation. No passengers or crew were injured.[52] Philippine Airlines replaced the type with the Boeing 737 from 1989 onwards.[53]

Romania was a major customer for British-produced One-Elevens, with several large orders in the 1970s. These aircraft were often fitted with equipment such as engine 'hush kits'. In May 1977, a major cooperation agreement between British Aerospace and the Romanian government was signed, and this led to a gradual One-Eleven technology transfer to Romania. Full contracts for license production under the Rombac name followed two years later. Complete airframes and components were provided to assist in the venture.[54] All Rombac One-Elevens manufactured by Romaero were delivered to TAROM and Romavia, which leased them to airlines across both Eastern and Western Europe. Rombac-produced One-Elevens would be adopted by many emerging operators globally, including Lauda Air in Austria, and Aero Asia International in Pakistan.[55] Two planes served as the private jets of Romanian communist leaders Nicolae Ceaușescu and Ion Iliescu during 1986 to 1989. Due to the planes are "extreme rarity and significance for the technical history of Romania," they were added to the “treasure” category of Romania’s mobile cultural heritage in 2021, not allowed to leave the country.[56] Under the BAC licence, 9 planes were made in Romania. Some of them served in a small airline, LAR, its sole destination being Tel Aviv.[57]

One-Elevens remained in widespread use with European operators into the 1990s. Once retired from major operators, they were often sold to smaller airlines, often in the Far East and Africa. Nigeria was a major operator until the type was grounded after a crash in 2002. A major factor for the withdrawal from European service of remaining One-Elevens was the Stage III noise abatement regulations, which came into effect from March 2003. Bringing the Rolls-Royce Spey engines into compliance with the noise regulations with hush kits was expensive, and many European operators chose to dispose of the type from their fleets. In 2010, the European Aviation Safety Agency accepted an Airbus request to revoke the Type Certificate for the BAC One-Eleven. As a result, BAC One-Eleven aircraft registered in any EU Member State are no longer eligible for a normal certificate of airworthiness. In December 2012, the last operational One-Eleven in the UK, which had continued to fly as a military aircraft, was retired.[58] Eventually, on 7 May 2019, the last flyable One-Eleven was retired by Northrop Grumman after serving as a F-35 testbed.

Variants

 
The initial variants are 93.5 ft (28.5 m) long to accommodate up to 89 seats with a single overwing exit per side
 
The later 500 series are 107 ft (33 m) long to accommodate up to 119 seats with two overwing exits
One-Eleven 200
Initial production version, 10,410 pounds-force (46.3 kN) Spey Mk 506 engines.;[59] individual customer designations within this series. 56 built.[60]
One-Eleven 217
Version for the RAAF using a 200 series fuselage with RR Spey Mk511-14 engines, low-pressure tyres, a navigator's station and a sextant hatch in the cockpit ceiling. Two built.[61]
One-Eleven 300
Uprated engines (11,400 pounds-force (51 kN) Spey Mk 511s), more fuel for longer range;[59] individual customer designations within this series. 9 built.[60]
One-Eleven 400
Series 300 with American instrumentation and equipment;[59] individual customer designations within this series. 69 built.[60]
One-Eleven 475
Series 400 body with Series 500 wing and powerplant plus rough-airfield landing gear and body protection.[62] 6 built.
One-Eleven 485GD
Similar to 475, 3 for Oman.
Rombac 1-11-495
Planned Romanian-built version of the Series 475.[30] None completed.[32]
One-Eleven 500
Extended body version with up to 119 seats and longer span wings. Fitted with more powerful engines (12,550 pounds-force (55.8 kN) Spey 512s);[62] individual customer designations within this series. 86 built.[60]
One-Eleven 510ED
Variant of the 500 series built for BEA/British Airways. Size and engines same as other 500s, cockpit modified to provide more commonality with HS.121 Trident and required a different type rating from all other 500 series One-Elevens.
Rombac 1-11-560
Romanian-built version of the Series 500.[30] Nine completed.[32]
One-Eleven 670
Series 475 with improved aerodynamics and reduced noise; one converted from Series 475.[63][64]

Operators

 
The last aircraft in service, used by Northrop Grumman as an airborne testbed, was retired in 2019
Main article: List of BAC One-Eleven operators

The BAC One-Eleven was widely used by civil and military operators.

After the One-Eleven's type certificate had been withdrawn, they flew as experimental aircraft in the research and development category.[65]

On 6 May 2019 the last aircraft still in service, used by Northrop Grumman as an airborne test bed for the F-35 programme, was retired.

Notable accidents and incidents

Accidents with fatalities

Other incidents

  • On 9 July 1978, Allegheny Airlines Flight 453 crash-landed at Greater Rochester International Airport while arriving from Boston Logan International Airport. The aircraft was carrying 77 people. According to the NTSB report, the flight landed on Runway 28 at too high a speed, but with sufficient performance capability to reject the landing. The pilots chose to continue the landing, the aircraft skidded off the end of the runway, and its landing gear were sheared off by a ditch. There were no fatalities but the aircraft was written off.[77]
  • On 4 August 1984, a Philippine Airlines flight overshot runway 36 and ended up in the sea when attempting a landing at Daniel Z. Romualdez Airport, Tacloban City, Philippines. All 70 passengers and five crew survived.[citation needed]
  • On 10 June 1990, British Airways Flight 5390's cockpit window blew out at altitude after incorrect bolts had been used to secure it. Captain Tim Lancaster was blown half out of the cockpit by the pressure differential; members of the cabin crew clung to his legs to keep him from being blown out of the aircraft. The plane made an emergency landing at Southampton Airport. The pilot survived, as did all the crew and passengers.[78][79] An investigation revealed that the shift maintenance manager had used incorrect bolts as they were similar to the bolts which had been previously used on the aircraft; he replaced them at a like for like ratio. 84 of the 90 bolts used to secure the window were too small in diameter, whilst the remaining six were too short in length.

Aircraft on display

 
One-Eleven 510ED County of Dorset on display at the Imperial War Museum Duxford
  • One-Eleven 475AM G-ASYD at the Brooklands Museum, Surrey, United Kingdom.[80]
  • One-Eleven 510ED G-AVMU at the Imperial War Museum Duxford, Cambridgeshire, United Kingdom.[81]
  • One-Eleven 510ED G-AVMO at the National Museum of Flight, East Fortune, Scotland, United Kingdom.[82]
  • One-Elevens CC-CYL and CC-CYM at the Museo Nacional Aeronáutico y del Espacio in Santiago, Chile.[83]
  • One-Eleven 510ED G-AVMN at the Panzemuseum East, Slagelse, Denmark. former AB Airlines.[84]
  • A former US Air BAC One-Eleven, registration N1117J, is located near Orlando International Airport, and is used for firefighting exercises. The aircraft is a mostly empty shell and is in poor condition.
  • A former MOD(PE) (later QinetiQ) BAC One-Eleven 539GL serial ZH763 is located at the Cornwall Aviation Heritage Centre in Newquay, Cornwall.[84]
  • Two Rombac One-Eleven 560 (YR-BRE and the last built, YR-BRI) are stored at Bucharest Henri Coandă International Airport. The two aircraft were classified in Romania's national cultural heritage (Patrimoniul cultural național al României [ro]) on 11 February 2021.[85][86]
  • BAC One-Eleven TZ-BSC owned by Romaero was restored and exhibited at the Bucharest International Air Show (BIAS) and Black Sea Defense & Aerospace (BSDA) 2018.[87]
  • A former Aero America BAC One-Eleven, registration N111RZ, is located at the premises of the Indian Hills Equestrian Centre, Illinois. The aircraft is missing its port side wing. Last flown by Rotec.[88]

Specifications

 
Five-abreast cabin, National Museum of Flight
Model 200[59] 300/400[59] 475[62] 500[62]
Cockpit crew 2
Seating limit[89] 89 119
Length 93 ft 6 in (28.50 m) 107 ft 0 in (32.61 m)
Wing 88 ft 6 in (26.97 m) span, 980 sq ft (91 m2) area 93 ft 6 in (28.50 m) span, 1,031 sq ft (95.8 m2) area
Height 24 ft 6 in (7.47 m)
Cabin Width 10 ft 6 in (3.20 m)
Cabin length 50 ft 0 in (15.24 m) 56 ft 10 in (17.32 m) 70 ft 4 in (21.44 m)
Empty weight 46,312 lb (21,007 kg) 48,722 lb (22,100 kg) 51,731 lb (23,465 kg) 54,582 lb (24,758 kg)
MTOW 78,500 lb (35,600 kg) 87,000 lb (39,000 kg) 98,500 lb (44,700 kg) 104,500 lb (47,400 kg)
Max. payload 17,688 lb (8,023 kg) 22,278 lb (10,105 kg) 21,269 lb (9,647 kg) 26,418 lb (11,983 kg)
Engines Rolls-Royce Spey Mk 506 Mk 511 Mk 512-14DW
Thrust (x 2) 10,410 lbf (46.3 kN) 11,400 lbf (51 kN) 12,550 lbf (55.8 kN)
Max. cruise 476 kn; 882 km/h 470 kn; 871 km/h
Ceiling 35,000 ft (11,000 m)
Climb rate 2,750 ft/min (14.0 m/s) 2,450 ft/min (12.4 m/s) 2,480 ft/min (12.6 m/s) 2,280 ft/min (11.6 m/s)
Takeoff (MTOW) 6,250 ft (1,900 m) 6,700 ft (2,000 m) 5,500 ft (1,700 m) 6,500 ft (2,000 m)
Range[a] 720 nmi; 1,340 km 1,100 nmi; 2,040 km 1,621 nmi; 3,001 km 1,482 nmi; 2,744 km
  1. ^ Typical payload, 2 hr reserve

See also

Aircraft of comparable role, configuration, and era

References

Citations

  1. ^ a b Hill 1999, p. 31.
  2. ^ Drum, Bruce (8 May 2019). "Northrop Grumman retires its BAC 1-11 N164W, the end of an era".
  3. ^ Hill 1999, pp. 6-7.
  4. ^ Hill 1999, pp. 8-10.
  5. ^ Hill 1999, pp. 13-15.
  6. ^ Chorlton Aeroplane November 2012, p. 68.
  7. ^ Andrews, C. F. and E. B. Morgan. Vickers Aircraft since 1908. London: Putnam, 1988. ISBN 0-85177-815-1, pp. 576–577.
  8. ^ Hill 1999, pp. 14-15.
  9. ^ Hill 1999, p. 15.
  10. ^ Chorlton Aeroplane November 2012, pp. 70–71.
  11. ^ Hill 1999, p. 16.
  12. ^ a b c d Chorlton Aeroplane November 2012, p. 71.
  13. ^ Lewis 2000 p. 311.
  14. ^ "World Air News: One-Elevens for Bonanza". Flight International, Vol 82 No 2800, 8 November 1962. p. 728.
  15. ^ "Air Commerce: Bonanza's Bid for DC-9s". Flight International, Vol. 84 No. 2836, 18 July 1963. p. 84.
  16. ^ Lewis 2000, p. 312.
  17. ^ "American Orders One-Elevens". Flight International Vol. 84 No. 2837, 25 July 1963. p. 117.
  18. ^ Willis Air International October 2006, p 64.
  19. ^ Report on the Accident to B.A.C. One-Eleven G-ASHG at Cratt Hill, near Chicklade, Wiltshire on 22 October 1963, Ministry of Aviation C.A.P. 219, 1965
  20. ^ Sorlucco 2005, pp. 77-78.
  21. ^ http://www.timetableimages.com, 1 Nov. 1971 Aviateca system timetable
  22. ^ http://www.timetableimages.com, 31 May 1973 LACSA system timetable
  23. ^ http://www.timetableimages.com/i-s/st80ca.jpg[bare URL image file]
  24. ^ Payne Aeroplane February 2021, p. 37.
  25. ^ a b Taylor 1975, p. 195.
  26. ^ Payne Aeroplane February 2021, p. 38.
  27. ^ Payne Aeroplane February 2021, pp. 38–39.
  28. ^ Payne Aeroplane February 2021, pp. 400–401.
  29. ^ a b c d Chorlton Aeroplane November 2012, pp. 80–81.
  30. ^ a b c Taylor, John W. R. Jane's All The World's Aircraft 1982–83. London: Jane's Yearbooks, 1982. ISBN 0-7106-0748-2, p. 173.
  31. ^ "History - Turbomecanica Today - The Beginnings of Turbomecanica".
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  33. ^ Beech, Eric. "Rombac Tay 1-11s offered for lease". Flight International, Vol. 137, No. 4209, 28 March–3 April 1990, pp. 4–5.
  34. ^ "Commercial Aircraft of the World: Rombac". Flight International, Vol. 140 No. 4283, 4–10 September 1991, pp. 70–71.
  35. ^ Daly, Kieron. "Kiwi banks on Romanian cash". Flight International, Vol 143, No. 4369, 12–18 May 1993. p. 11.
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  40. ^ Lewis, 2000. pp. 317–318.
  41. ^ Hill 1999, pp. 28-30.
  42. ^ . Archived from the original on 15 December 2018. Retrieved 8 October 2019.{{cite web}}: CS1 maint: archived copy as title (link)
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  64. ^ Chorlton Aeroplane November 2012, p. 82.
  65. ^ https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumbertxt=164W FAA entry for N164W
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  67. ^ [Usurped!] National Transportation Safety Board, 18 April 1968.
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  69. ^ Ranter, Harro. "ASN Aircraft accident BAC One-Eleven 402AP PI-C1131 Manila International Airport (MNL)". aviation-safety.net.
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  74. ^ "18 September 1994". aviation-safety.net.
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  78. ^ "This is your Captain Screaming." The Sydney Morning Herald, 5 February 2005.
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  80. ^ Ellis 2012, p. 211
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  85. ^ Dorin Țimonea (4 March 2021). "Două bijuterii aeriene construite pe vremea lui Ceauşescu, clasate în patrimoniul naţional. Ce se va întâmpla cu aeronavele ROMBAC". Adevărul (in Romanian).
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Bibliography

  • Chorlton, Martyn. "Database: British Aircraft Corporation One-Eleven". Aeroplane, Vol. 40 No. 11, November 2012. pp. 67–82. ISSN 0143-7240.
  • Ellis, Ken. Wreck & Relics 23rd Edition. Manchester, England:Crecy Publishing, 2012. ISBN 978-0-859-79172-4.
  • Hill, Michael. BAC One-Eleven. Crowood Press, 1999. ISBN 1-86126-219-1.
  • Lewis, Walter David. Airline Executives and Federal Regulation: Case Studies in American Enterprise from the Airmail Era to the Dawn of the Jet Age. Ohio State University Press, 2000. ISBN 0-8142-0833-9.
  • Payne, Richard. "X Marks the Spot". Aeroplane, Vol. 49, No. 2, February 2021. pp. 36–41. ISSN 0143-7240.
  • Sorlucco, Jerry. A Good Stick: An Airline Captain Lives the History of 20th Century Commercial Aviation. AuthorHouse, 2005. ISBN 1-4208-4843-7.
  • Taylor, John W. R. (ed.) Jane's All the World's Aircraft 1975–76. London: Jane's Yearbooks, ISBN 0-354-00521-9.
  • Willis, Dave. "Aircraft Profile: BAC One-Eleven". Air International, Vol. 70 No. 4. October 2006. pp. 64–66. ISSN 0306-5634.

Further reading

 
Wikimedia Commons has media related to:
BAC 1-11 (category)
  • British Pathé report on BAC 1-11 production in 1965
  • "One-Eleven for the 'Eighties". Air International, Vol. 16 No. 1, January 1980. pp. 7–12, 41–42.
  • Skinner, Stephen. The Long and the Short of It: The Story of a Great British Airliner Prototype, BAC One-Eleven G-ASYD. Air Enthusiast 105, May/June 2003, pp. 44–51. ISSN 0143-5450
  • "Inside a Retro BAC 1-11 Business Jet". Forbes, 17 September 2011
  • "BAC 1-11". BAE Systems

March 10, 2023
eleven, eleven, redirect, here, record, label, eleven, records, other, uses, early, airliner, produced, british, aircraft, corporation, originally, conceived, hunting, aircraft, seat, before, merger, into, 1960, launched, seat, airliner, with, british, united,. One Eleven and 1 11 redirect here For the record label see One Eleven Records For other uses see 1 11 The BAC One Eleven or BAC 111 BAC 1 11 was an early jet airliner produced by the British Aircraft Corporation BAC Originally conceived by Hunting Aircraft as a 30 seat jet before its merger into BAC in 1960 it was launched as an 80 seat airliner with a British United Airways order on 9 May 1961 The prototype conducted its maiden flight on 20 August 1963 and it was first delivered to its launch customer on 22 January 1965 The 119 seat stretched 500 series was introduced in 1967 Total production amounted to 244 until 1982 in the United Kingdom and between 1982 and 1989 in Romania where nine Rombac One Eleven were licence built by Romaero One ElevenA TAROM One Eleven a low wing airliner powered by two aft mounted enginesRole Short range jet airlinerNational origin United KingdomManufacturer British Aircraft CorporationRomaeroFirst flight 20 August 1963 1 Introduction 1965 with British United AirwaysRetired 7 May 2019Status Retired 2 Primary users British AirwaysAmerican AirlinesBraniff AirwaysBritish United AirwaysProduced 1963 1982 United Kingdom 1982 1989 Romania Number built 244The short haul narrowbody aircraft was powered by aft mounted Rolls Royce Spey low bypass turbofans a configuration similar to the earlier Sud Aviation Caravelle and later Douglas DC 9 It also competed with early Boeing 737 variants and was used by several US carriers as well as multiple British overseas and European airlines including Romanian operators It was replaced by the newer Airbus A320 and later 737 variants as well as by the Bombardier CRJ200 regional jet Noise restrictions accelerated its transition to African carriers in the 1990s and the last BAC One Eleven was retired in 2019 Contents 1 Development 1 1 Early development 1 2 Prototypes 1 3 The One Eleven 500 510ED and 475 1 4 Proposed developments 1 5 Rombac production 2 Operational history 3 Variants 4 Operators 5 Notable accidents and incidents 5 1 Accidents with fatalities 5 2 Other incidents 6 Aircraft on display 7 Specifications 8 See also 9 References 9 1 Citations 9 2 Bibliography 10 Further readingDevelopment EditEarly development Edit The initial Hunting 107 concept from Hunting Aircraft In the 1950s although the pioneering de Havilland Comet had suffered disasters in service strong passenger demand had been demonstrated for jet propulsion Several manufacturers raced to release passenger jets including those aimed at the short haul market such as the Sud Aviation Caravelle 3 In July 1956 British European Airways published a paper calling for a second generation jet airliner to operate beside their existing turboprop designs This led to a variety of designs from the British aerospace industry Hunting Aircraft started design studies on a jet powered replacement for the successful Vickers Viscount developing the 30 seat Hunting 107 Around the same time Vickers started a similar development of a 140 seat derivative of its VC10 project the VC11 Many other aviation firms also produced designs 4 In 1960 Hunting under British government pressure merged with Vickers Armstrongs Bristol and English Electric to form British Aircraft Corporation BAC The new BAC decided that the Hunting project had merit but that there would be little market for a 30 seat jet airliner 5 The design was reworked into the BAC 107 a 59 seat airliner powered by two 7 000 pounds force 31 kN Bristol Siddeley BS75 turbofan engines 6 BAC also continued development of the larger 140 seat VC 11 development of the Vickers VC10 which it had inherited 7 Other competing internal projects such as the Bristol Type 200 were quickly abandoned following absorption of Hunting into BAC 8 The selected Rolls Royce Spey low bypass turbofan Market research showed the 59 seat BAC 107 was too small and the design was reworked in 1961 with passenger capacity growing to 80 seats and BS75s being discarded in favour of Rolls Royce Speys 9 The revised design was redesignated the BAC 111 later known as the One Eleven with BAC abandoning the VC11 project to concentrate on the more promising One Eleven Unlike contemporary British airliners such as the Hawker Siddeley Trident the One Eleven was not designed specifically to meet the needs of the state owned British European Airways or British Overseas Airways Corporation but on the needs of airlines around the world and BAC expected orders for as many as 400 10 On 9 May 1961 the One Eleven was publicly launched when British United Airways BUA placed the first order for ten One Eleven 200s 11 On 20 October Braniff International Airways in the United States ordered six 12 Mohawk Airlines sent representatives to Europe seeking out a new aircraft to bring them into the jet era and on 24 July 1962 concluded an agreement for four One Elevens 13 Orders followed from Kuwait Airways for three and Central African Airways for two Braniff subsequently doubled their order to 12 while Aer Lingus ordered four Western Airlines ordered ten but later cancelled 12 Bonanza Air Lines also ordered three in 1962 14 but was stopped by the US Civil Aeronautics Board CAB which claimed that subsidies would be needed to operate a jet on Bonanza s routes an action claimed by some at the time to be protectionism 15 The CAB also stopped Frontier Airlines and Ozark Air Lines from ordering One Elevens although allowing Ozark to order the similar Douglas DC 9 and Frontier to order Boeing 727 100s The CAB had also unsuccessfully tried to block Mohawk s orders 12 16 In May 1963 BAC announced the One Eleven 300 and 400 The new versions used the Mk 511 version of the Spey with increased power allowing more fuel upload and hence longer range The difference between the 300 and 400 lay in the equipment and avionics the 400 intended for sales in the United States and thus equipped with US instruments 12 On 17 July 1963 American Airlines ordered 15 aircraft bringing the total to 60 plus options for 15 17 18 American Airlines eventually bought 30 of the 400 series making the airline the largest customer of One Elevens Prototypes Edit The first delivery was to British United Airways on 22 January 1965 The prototype G ASHG rolled out of Hurn assembly hall on 28 July 1963 at which point BAC had received orders for the type from a number of operators On 20 August 1963 the prototype conducted its first flight painted in BUA livery The first flight had taken place almost a year before the Douglas DC 9 a rival American jetliner BAC considered the One Eleven to hold a technological edge 1 The One Eleven s lead was of significant importance commercially since as shown by the Bonanza Air Lines case US authorities could refuse to approve sales of foreign aircraft to domestic airlines where an American alternative existed Bonanza ended up ordering and operating the DC 9 Test flying was conducted by Squadron Leader Dave Glaser 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 19 To prevent such stalls BAC designed and added devices known as stick shakers and stick pushers to the One Eleven s control system 20 It also redesigned the wing s leading edge to smooth airflow into the engines and over the tailplane The specially modified aircraft used for testing this problem is now preserved at Brooklands Museum Despite the crash testing continued and customer confidence remained high American Airlines and Braniff took up their optional orders and placed more in February 1964 Further orders came from Mohawk Philippine Airlines and German businessman Helmut Horten who ordered the first executive modification of the aircraft By the end of 1964 13 aircraft had rolled off the production line The One Eleven was certified and the first handover of G ASJI to BUA was on 22 January 1965 After several weeks of route proving flights the first revenue service flew on 9 April from Gatwick to Genoa Braniff took delivery of its first aircraft on 11 March while Mohawk received its first on 15 May Deliveries continued and by the end of 1965 airlines had received 34 aircraft Demand remained buoyant with a second production line set up at Weybridge producing 13 1 11s between 1966 and 1970 The One Eleven 500 510ED and 475 Edit Introduced in 1967 the 500 series are stretched by 13 5 ft 4 1 m In 1967 a larger 119 seat version was introduced as the One Eleven 500 also known as Super One Eleven This stretched version was delayed for at least a year while its launch customer BEA assessed its requirements This gave competing US aircraft the Douglas DC 9 and Boeing 737 the opportunity to compensate for the One Eleven s early penetration of the US domestic market The British aircraft s initial one year advantage now turned into a one year delay and the stretched series 500 failed to sell in the US The type saw service with Cayman Airways and Leeward Islands Air Transport LIAT in the Caribbean with Cayman Airways operating the series 500 on scheduled services to Houston Texas IAH and Miami Florida MIA and LIAT flying its series 500s into San Juan Puerto Rico SJU Bahamasair also operated the stretched 500 model with service between Nassau NAS and Miami among other routes while Guatemalan carrier Aviateca operated its series 500 aircraft into both Miami and New Orleans Louisiana MSY 21 Costa Rican airline LACSA operated the series 500 as well on its services to Miami 22 Another air carrier which operated the series 500 into Miami was Belize Airways Ltd 23 Compared with earlier versions the One Eleven 500 was longer by 8 ft 4in 2 54 m ahead of the wing and 5 ft 2in 1 57 m behind it The wing span was increased by 5 ft 1 5 m and the latest Mk 512 version of the Spey was used The new version sold reasonably well across the world particularly to European charter airlines In 1971 it received an incremental upgrade to reduce drag and reduce runway requirements The 510ED cockpit similar to the Hawker Siddeley Trident BEA British Airways 500 series aircraft denoted One Eleven 510ED varied significantly from other One Elevens at BEA s request The One Eleven 510ED had a modified cockpit which incorporated instrumentation and avionics from or similar to that of the Hawker Siddeley Trident for better commonality with the type Their additional equipment included a more sophisticated autopilot which allowed autoland in CAT II and included an autothrottle The modifications went as far as reversing the on position of most switches to match that of the Trident indeed the 510ED was so different from other One Elevens and 500 series aircraft that a different type rating was required to fly it Having faced competition from US aircraft by 1966 by 1970 the One Eleven also faced competition from newer smaller aircraft such as the Fokker F28 Fellowship The F28 was lighter less complex and cheaper The One Eleven 475 of 1970 was launched to compete with the F28 It combined the 400 fuselage with the higher power and larger wing of the 500 and was intended for hot and high operations however only ten One Eleven Mk 475s were sold In 1977 the One Eleven 670 a quiet and updated 475 was offered to the Japanese domestic market also failing to sell Proposed developments Edit This section does not cite any sources Please help improve this section by adding citations to reliable sources Unsourced material may be challenged and removed November 2019 Learn how and when to remove this template message The BAC X Eleven would have been stretched for up to 160 seats and powered by larger CFM56 or JT10D turbofans Total deliveries for 1966 stood at 46 aircraft and another 120 were delivered by 1971 At this point orders slowed to a trickle British production continued until 1982 There were two reasons why the production line was kept open for just 35 aircraft delivered over 11 years first BAC hoped that Rolls Royce would develop a quieter and more powerful version of the Spey engine making possible further One Eleven developments second throughout the early part of the period Romania was negotiating to buy the entire One Eleven programme and transfer production of the type to Bucharest By 1974 BAC invested significant effort into launching the One Eleven 700 This had a longer fuselage with a 134 seat interior and the projected 16 900 lbf 75 kN Spey 606 engine producing greater power and less noise 24 25 It was approximately the same size as the latest DC 9s and 737s and would have been available in time to prevent large scale defections by One Eleven clients to McDonnell Douglas and Boeing Rolls Royce was still recovering from bankruptcy however and the uprated Spey failed to materialise An altogether less ambitious 700 made a reappearance in 1978 as a 500 with specially hush kitted Speys which would be replaced by the proposed RB432 in the mid 1980s This was offered to British Airways in competition with Boeing 737 200s but was ultimately rejected In 1975 BAC launched the One Eleven 800 a further stretched aircraft to be powered by two 22 000 lbf 98 kN CFM International CFM56 high bypass turbofans and seating 144 161 passengers 26 25 but this project was abandoned in 1976 in favour of a new derivative of the One Eleven with a wider fuselage capable of six abreast seating This new airliner was unveiled later that year as the X Eleven which would be powered by two CFM 56s or Pratt amp Whitney JT10D engines and seat up 166 passengers 27 In 1977 BAC merged with Hawker Siddeley to form British Aerospace BAe and the new company was faced with the choice of developing the X Eleven or joining European efforts to design an all new aircraft In the end BAe became a full member of Airbus and the X Eleven was abandoned with the European alternative becoming the Airbus A320 28 The BAC Two Eleven and Three Eleven were British airliner studies proposed by the British Aircraft Corporation in the late 1960s which never made it to production Rombac production Edit The first Rombac 1 11 was delivered to TAROM on 29 December 1982 On 9 June 1979 Romanian president Nicolae Ceaușescu signed a contract for One Eleven licence production in Romania This was to involve the delivery of three complete One Elevens two 500 series aircraft and one 475 series plus the construction of at least 22 in Bucharest with reducing British content It also involved Romanian production of Spey engines and certification of the aircraft to British standards by the Civil Aviation Authority A market for up to 80 Romanian built aircraft was projected at the time largely in China and other developing economies and possibly Eastern Europe The aircraft was redesignated Rombac 1 11 29 30 The Spey 512 14 DW engines were produced under license by Turbomecanica Bucharest 31 The first Rombac One Eleven YR BRA cn 401 a series 561RC was rolled out at Romaero Băneasa factory on 27 August 1982 and first flew on 18 September 1982 Production continued until 1989 at a much slower pace than foreseen in the contract Nine aircraft were delivered with the 10th and 11th aircraft on the production line being abandoned when they were 85 and 70 complete 29 32 The first aircraft was delivered to TAROM on 29 December 1982 32 The Romanian carrier took delivery of all but two of the aircraft produced the remaining two going to Romavia the last of which YR BRI cn 409 was delivered on 1 January 1993 There were three reasons why the Rombac initiative failed Romania s economy and international position deteriorated to the point where supplies needed for One Eleven manufacturing slowed to a trickle with hard currency restrictions delaying the delivery of components sourced outside Romania 29 32 the market foreseen by the Romanians failed to show an interest though some Rombac machines were leased to European operators The One Eleven s noise level and fuel economy failed to keep pace with US and West European competition Adopting a new engine would have resolved noise and fuel economy issues Following the fall of the Ceaușescu regime plans were made to restart production using the Rolls Royce Tay British aircraft leasing company Associated Aerospace agreed a 1 billion deal to purchase 50 Tay powered One Elevens fitted with a new electronic glass cockpit for onward leasing to Western customers The liquidation of Associated Aerospace in April 1991 stopped this deal Despite this setback Rombac continued to try to sell the One Eleven with US operator Kiwi International Air Lines placing a firm order for 11 Tay engined aircraft with options for an additional five but these plans never happened 29 32 33 34 35 Operational history Edit Several American Airlines BAC 1 11 at LaGuardia Airport Once in service the One Eleven found itself in competition with the Douglas DC 9 and was joined by another competitor the Boeing 737 only a year after its introduction 36 Advantages over the DC 9 included a lower unit cost The DC 9 offered more seating and its engines were interchangeable with those on the Boeing 727 These factors led to Trans Australia Airlines choosing to purchase the DC 9 instead 36 In the US the Civil Aeronautics Board was sceptical of smaller operators need for jet aircraft and withheld financing leading to several US customers cancelling their One Eleven orders 37 Mohawk Airlines became both the first American operator of the type and the first airline in the US to operate jet aircraft on short haul routes 38 On 25 June 1965 Mohawk introduced its first One Eleven into passenger service by the end of the decade the airline operated a fleet of 20 BAC One Elevens 39 Buying the jets pushed Mohawk into debt and this along with an economic downturn and strike action led to its forced merger with Allegheny Airlines which in turn continued to operate the One Eleven 40 In July 1963 American Airlines had placed an order for 15 400 series One Elevens for 14 million this was the first time American Airlines had purchased a foreign aircraft type for its fleet 41 Braniff International Airways another major US air carrier also ordered the One Eleven 42 Aloha Airlines selected the One Eleven as its first jet type for interisland service in the Hawaiian Islands Several British operators including Dan Air and British Caledonian made extensive use of the type Dan Air increased the number of One Elevens it had in service in the 1970s eventually replacing its aging de Havilland Comets with the One Eleven entirely in the 1980s The type became the airline s main revenue generator 43 Dan Air would often lease One Elevens including Rombac produced aircraft to meet short term demands During periods of low demand Dan Air would lease its own One Elevens to other operators British Caledonian and Dan Air One Elevens would often be exchanged between the two airlines on temporary and permanent arrangements Passenger demand grew on several key One Eleven routes exceeding the Series 500 s larger capacity during the 1980s which began to force airlines to use other planes 44 Before the formation of British Airways BA some predecessor companies British European Airways and Cambrian Airways were operating the One Eleven Their fleets were inherited by BA British Airways Regional Division found the performance of the One Eleven more than adequate and sought to expand operations with the type including further acquisitions in the early 1970s in part to replace Vickers Viscounts BA s 400 Series One Elevens were all named after areas and locations in the English Midlands reflecting the type s new base at Birmingham Airport 45 BA ordered more Series 500 aircraft in the late 1970s and the airline received some of the last British made One Elevens 46 British Caledonian had begun replacing its One Elevens with the new Airbus A320 when it was merged with British Airways in 1987 due to financial problems 47 In both Caledonian and British Airways service the One Elevens were a dominant type for the operator s European routes BA proceeded to rationalise its fleets retiring many overlapping types the One Eleven being gradually phased out for the more modern A320 and Boeing 737 jetliners The last aircraft was removed from regular service with BA in October 1992 48 A number of ex BA aircraft saw service with Maersk Air before in turn being replaced by the Bombardier CRJ200 in the late 1990s 49 A Ryanair One Eleven In Ireland Aer Lingus flew One Elevens for three decades in both the scheduled and charter markets The aircraft was used on less busy European routes into the 1990s 49 The One Eleven was important in budget airline Ryanair s early years it had sought an aircraft for low fare scheduled services from regional airports and obtained One Elevens The first of these a Rombac produced 500 Series entered service on the Dublin Luton route on 1 December 1986 Ryanair s fleet expanded to six aircraft by 1988 with three leased from Romania 50 These leased aircraft were later replaced with former BA One Elevens Ultimately Ryanair replaced the One Eleven with the Boeing 737 in the mid 1990s 51 In April 1966 Philippine Airlines began operating One Elevens in revenue service They eventually operated 12 of the later 500 Series One of these aircraft suffered two separate in flight bomb explosions but was repaired each time and continued in service until 1992 In another high profile incident on 21 May 1982 John Clearno tried to hijack a Philippine One Eleven while on the ground but was eventually overpowered by the cockpit crew following hours of negotiation No passengers or crew were injured 52 Philippine Airlines replaced the type with the Boeing 737 from 1989 onwards 53 Romania was a major customer for British produced One Elevens with several large orders in the 1970s These aircraft were often fitted with equipment such as engine hush kits In May 1977 a major cooperation agreement between British Aerospace and the Romanian government was signed and this led to a gradual One Eleven technology transfer to Romania Full contracts for license production under the Rombac name followed two years later Complete airframes and components were provided to assist in the venture 54 All Rombac One Elevens manufactured by Romaero were delivered to TAROM and Romavia which leased them to airlines across both Eastern and Western Europe Rombac produced One Elevens would be adopted by many emerging operators globally including Lauda Air in Austria and Aero Asia International in Pakistan 55 Two planes served as the private jets of Romanian communist leaders Nicolae Ceaușescu and Ion Iliescu during 1986 to 1989 Due to the planes are extreme rarity and significance for the technical history of Romania they were added to the treasure category of Romania s mobile cultural heritage in 2021 not allowed to leave the country 56 Under the BAC licence 9 planes were made in Romania Some of them served in a small airline LAR its sole destination being Tel Aviv 57 One Elevens remained in widespread use with European operators into the 1990s Once retired from major operators they were often sold to smaller airlines often in the Far East and Africa Nigeria was a major operator until the type was grounded after a crash in 2002 A major factor for the withdrawal from European service of remaining One Elevens was the Stage III noise abatement regulations which came into effect from March 2003 Bringing the Rolls Royce Spey engines into compliance with the noise regulations with hush kits was expensive and many European operators chose to dispose of the type from their fleets In 2010 the European Aviation Safety Agency accepted an Airbus request to revoke the Type Certificate for the BAC One Eleven As a result BAC One Eleven aircraft registered in any EU Member State are no longer eligible for a normal certificate of airworthiness In December 2012 the last operational One Eleven in the UK which had continued to fly as a military aircraft was retired 58 Eventually on 7 May 2019 the last flyable One Eleven was retired by Northrop Grumman after serving as a F 35 testbed Variants Edit The initial variants are 93 5 ft 28 5 m long to accommodate up to 89 seats with a single overwing exit per side The later 500 series are 107 ft 33 m long to accommodate up to 119 seats with two overwing exits One Eleven 200 Initial production version 10 410 pounds force 46 3 kN Spey Mk 506 engines 59 individual customer designations within this series 56 built 60 One Eleven 217 Version for the RAAF using a 200 series fuselage with RR Spey Mk511 14 engines low pressure tyres a navigator s station and a sextant hatch in the cockpit ceiling Two built 61 One Eleven 300 Uprated engines 11 400 pounds force 51 kN Spey Mk 511s more fuel for longer range 59 individual customer designations within this series 9 built 60 One Eleven 400 Series 300 with American instrumentation and equipment 59 individual customer designations within this series 69 built 60 One Eleven 475 Series 400 body with Series 500 wing and powerplant plus rough airfield landing gear and body protection 62 6 built One Eleven 485GD Similar to 475 3 for Oman Rombac 1 11 495 Planned Romanian built version of the Series 475 30 None completed 32 One Eleven 500 Extended body version with up to 119 seats and longer span wings Fitted with more powerful engines 12 550 pounds force 55 8 kN Spey 512s 62 individual customer designations within this series 86 built 60 One Eleven 510ED Variant of the 500 series built for BEA British Airways Size and engines same as other 500s cockpit modified to provide more commonality with HS 121 Trident and required a different type rating from all other 500 series One Elevens Rombac 1 11 560 Romanian built version of the Series 500 30 Nine completed 32 One Eleven 670 Series 475 with improved aerodynamics and reduced noise one converted from Series 475 63 64 Operators Edit The last aircraft in service used by Northrop Grumman as an airborne testbed was retired in 2019 Main article List of BAC One Eleven operators The BAC One Eleven was widely used by civil and military operators After the One Eleven s type certificate had been withdrawn they flew as experimental aircraft in the research and development category 65 On 6 May 2019 the last aircraft still in service used by Northrop Grumman as an airborne test bed for the F 35 programme was retired Notable accidents and incidents EditAccidents with fatalities Edit On 6 August 1966 Braniff Airways Flight 250 disintegrated in mid air after flying into a severe thunderstorm near Falls City Nebraska It was en route to Omaha Nebraska from Kansas City Missouri Thirty eight passengers and four crew members were killed in the crash The plane was a BAC One Eleven 203AE 66 On 23 June 1967 a Mohawk Airlines One Eleven 204AF while flying Mohawk Airlines Flight 40 suffered a loss of pitch control following an on board fire that caused heavy damage in the tail area Flight 40 was a regularly scheduled passenger flight between Elmira New York and Washington DC It crashed outside Blossburg Pennsylvania with the loss of all 34 passengers and crew 67 The fire was traced to the auxiliary power unit APU as a direct result of this accident in flight use of the APU was banned 68 On 12 September 1969 a Philippine Airlines BAC One Eleven registration PI C1131 operating as Flight 158 en route from Mactan Cebu International Airport in Cebu Philippines to Manila International Airport now Ninoy Aquino Airport in Manila Philippines struck a mango tree on the hill in suburban Kula ike Antipolo Rizal 12 nautical miles 22 km east of its destination while on a VOR approach to runway 24 There were 47 people on board of which 45 were killed One passenger and one flight steward survived but both were hospitalized with burns The crash was the worst air disaster in the Philippines involving commercial aircraft until 1987 69 On 6 September 1971 a One Eleven 515FB operating as Paninternational Flight 112 collided with a bridge during an emergency landing on the A7 Autobahn in Hamburg Germany shearing off both wings after a double engine failure during takeoff The water injection system had inadvertently been filled with jet fuel instead of water Twenty two of the 121 people aboard died 70 On 18 April 1974 Court Line Flight 95 operated by One Eleven 528 G AXMJ was involved in a ground collision with Piper PA 23 Aztec G AYDE at London Luton Airport due to the Aztec entering the active runway without clearance The pilot of the Aztec was killed and his passenger was injured All 91 on board the One Eleven safely left the aircraft after take off was aborted On 21 November 1977 Austral Lineas Aereas Flight 9 flying from Buenos Aires to San Carlos de Bariloche suffered pressurisation problems whilst climbing to 35 000 feet Later on approach into San Carlos de Bariloche International Airport the plane struck terrain and crashed All five crew and 41 of 74 passengers were killed 71 On 7 May 1981 Austral Lineas Aereas Flight 901 crashed on approach into Jorge Newbery Airport Buenos Aires after a flight from San Miguel de Tucuman The likely cause was the weather and pilot error All five crew and 26 passengers were killed 72 On 21 July 1989 a Philippine Airlines flight overran the runway when attempting a landing at Ninoy Aquino International Airport Manila Philippines None of the 98 passengers on board was killed but eight people on the ground died when the aircraft came to a stop on an adjacent highway 73 On 18 September 1994 an Oriental Airlines flight carrying Nigerian football team Iwuanyanwu Nationale FC home from a CAF Champions League quarterfinals match in Tunis crashed on its fourth landing attempt at Tamanrasset Airport Algeria Five people on board died including three crew and two passengers both footballers for the team 74 75 On 4 May 2002 EAS Airlines Flight 4226 crashed in a suburb of Kano Nigeria shortly after takeoff killing 73 of the 77 people on board and 30 more on the ground This remains the worst crash of a BAC One Eleven with a total of 103 deaths 76 Other incidents Edit On 9 July 1978 Allegheny Airlines Flight 453 crash landed at Greater Rochester International Airport while arriving from Boston Logan International Airport The aircraft was carrying 77 people According to the NTSB report the flight landed on Runway 28 at too high a speed but with sufficient performance capability to reject the landing The pilots chose to continue the landing the aircraft skidded off the end of the runway and its landing gear were sheared off by a ditch There were no fatalities but the aircraft was written off 77 On 4 August 1984 a Philippine Airlines flight overshot runway 36 and ended up in the sea when attempting a landing at Daniel Z Romualdez Airport Tacloban City Philippines All 70 passengers and five crew survived citation needed On 10 June 1990 British Airways Flight 5390 s cockpit window blew out at altitude after incorrect bolts had been used to secure it Captain Tim Lancaster was blown half out of the cockpit by the pressure differential members of the cabin crew clung to his legs to keep him from being blown out of the aircraft The plane made an emergency landing at Southampton Airport The pilot survived as did all the crew and passengers 78 79 An investigation revealed that the shift maintenance manager had used incorrect bolts as they were similar to the bolts which had been previously used on the aircraft he replaced them at a like for like ratio 84 of the 90 bolts used to secure the window were too small in diameter whilst the remaining six were too short in length Aircraft on display Edit One Eleven 510ED County of Dorset on display at the Imperial War Museum Duxford One Eleven 475AM G ASYD at the Brooklands Museum Surrey United Kingdom 80 One Eleven 510ED G AVMU at the Imperial War Museum Duxford Cambridgeshire United Kingdom 81 One Eleven 510ED G AVMO at the National Museum of Flight East Fortune Scotland United Kingdom 82 One Elevens CC CYL and CC CYM at the Museo Nacional Aeronautico y del Espacio in Santiago Chile 83 One Eleven 510ED G AVMN at the Panzemuseum East Slagelse Denmark former AB Airlines 84 A former US Air BAC One Eleven registration N1117J is located near Orlando International Airport and is used for firefighting exercises The aircraft is a mostly empty shell and is in poor condition A former MOD PE later QinetiQ BAC One Eleven 539GL serial ZH763 is located at the Cornwall Aviation Heritage Centre in Newquay Cornwall 84 Two Rombac One Eleven 560 YR BRE and the last built YR BRI are stored at Bucharest Henri Coandă International Airport The two aircraft were classified in Romania s national cultural heritage Patrimoniul cultural național al Romaniei ro on 11 February 2021 85 86 BAC One Eleven TZ BSC owned by Romaero was restored and exhibited at the Bucharest International Air Show BIAS and Black Sea Defense amp Aerospace BSDA 2018 87 A former Aero America BAC One Eleven registration N111RZ is located at the premises of the Indian Hills Equestrian Centre Illinois The aircraft is missing its port side wing Last flown by Rotec 88 Specifications Edit Five abreast cabin National Museum of Flight Model 200 59 300 400 59 475 62 500 62 Cockpit crew 2Seating limit 89 89 119Length 93 ft 6 in 28 50 m 107 ft 0 in 32 61 m Wing 88 ft 6 in 26 97 m span 980 sq ft 91 m2 area 93 ft 6 in 28 50 m span 1 031 sq ft 95 8 m2 areaHeight 24 ft 6 in 7 47 m Cabin Width 10 ft 6 in 3 20 m Cabin length 50 ft 0 in 15 24 m 56 ft 10 in 17 32 m 70 ft 4 in 21 44 m Empty weight 46 312 lb 21 007 kg 48 722 lb 22 100 kg 51 731 lb 23 465 kg 54 582 lb 24 758 kg MTOW 78 500 lb 35 600 kg 87 000 lb 39 000 kg 98 500 lb 44 700 kg 104 500 lb 47 400 kg Max payload 17 688 lb 8 023 kg 22 278 lb 10 105 kg 21 269 lb 9 647 kg 26 418 lb 11 983 kg Engines Rolls Royce Spey Mk 506 Mk 511 Mk 512 14DWThrust x 2 10 410 lbf 46 3 kN 11 400 lbf 51 kN 12 550 lbf 55 8 kN Max cruise 476 kn 882 km h 470 kn 871 km hCeiling 35 000 ft 11 000 m Climb rate 2 750 ft min 14 0 m s 2 450 ft min 12 4 m s 2 480 ft min 12 6 m s 2 280 ft min 11 6 m s Takeoff MTOW 6 250 ft 1 900 m 6 700 ft 2 000 m 5 500 ft 1 700 m 6 500 ft 2 000 m Range a 720 nmi 1 340 km 1 100 nmi 2 040 km 1 621 nmi 3 001 km 1 482 nmi 2 744 km Typical payload 2 hr reserveSee also Edit UK portal Aviation portalAircraft of comparable role configuration and era Boeing 737 Dassault Mercure Fokker F28 Fellowship McDonnell Douglas DC 9 Sud Aviation Caravelle Tupolev Tu 134 Yakovlev Yak 42References EditCitations Edit a b Hill 1999 p 31 Drum Bruce 8 May 2019 Northrop Grumman retires its BAC 1 11 N164W the end of an era Hill 1999 pp 6 7 Hill 1999 pp 8 10 Hill 1999 pp 13 15 Chorlton Aeroplane November 2012 p 68 Andrews C F and E B Morgan Vickers Aircraft since 1908 London Putnam 1988 ISBN 0 85177 815 1 pp 576 577 Hill 1999 pp 14 15 Hill 1999 p 15 Chorlton Aeroplane November 2012 pp 70 71 Hill 1999 p 16 a b c d Chorlton Aeroplane November 2012 p 71 Lewis 2000 p 311 World Air News One Elevens for Bonanza Flight International Vol 82 No 2800 8 November 1962 p 728 Air Commerce Bonanza s Bid for DC 9s Flight International Vol 84 No 2836 18 July 1963 p 84 Lewis 2000 p 312 American Orders One Elevens Flight International Vol 84 No 2837 25 July 1963 p 117 Willis Air International October 2006 p 64 Report on the Accident to B A C One Eleven G ASHG at Cratt Hill near Chicklade Wiltshire on 22 October 1963 Ministry of Aviation C A P 219 1965 Sorlucco 2005 pp 77 78 http www timetableimages com 1 Nov 1971 Aviateca system timetable http www timetableimages com 31 May 1973 LACSA system timetable http www timetableimages com i s st80ca jpg bare URL image file Payne Aeroplane February 2021 p 37 a b Taylor 1975 p 195 Payne Aeroplane February 2021 p 38 Payne Aeroplane February 2021 pp 38 39 Payne Aeroplane February 2021 pp 400 401 a b c d Chorlton Aeroplane November 2012 pp 80 81 a b c Taylor John W R Jane s All The World s Aircraft 1982 83 London Jane s Yearbooks 1982 ISBN 0 7106 0748 2 p 173 History Turbomecanica Today The Beginnings of Turbomecanica a b c d e f Pilling Mark Whatever happened to the Romanian One Eleven Air International Vol 43 No 4 October 1992 pp 212 214 ISSN 0306 5634 pp 213 214 Beech Eric Rombac Tay 1 11s offered for lease Flight International Vol 137 No 4209 28 March 3 April 1990 pp 4 5 Commercial Aircraft of the World Rombac Flight International Vol 140 No 4283 4 10 September 1991 pp 70 71 Daly Kieron Kiwi banks on Romanian cash Flight International Vol 143 No 4369 12 18 May 1993 p 11 a b Gunn John Contested Skies Trans Australian Airlines Australian Airlines University of Queensland Press 1999 ISBN 0 7022 3073 1 pp 203 205 Hill 1999 p 25 Sorlucco 2005 p 76 Lewis 2000 p 314 Lewis 2000 pp 317 318 Hill 1999 pp 28 30 Archived copy Archived from the original on 15 December 2018 Retrieved 8 October 2019 a href Template Cite web html title Template Cite web cite web a CS1 maint archived copy as title link Hill 1999 pp 147 159 Hill 1999 pp 160 162 Hill 1999 pp 104 105 Hill 1999 pp 116 117 Hill 1999 p 147 Hill 1999 p 148 a b Hill 1999 p 152 Hill 1999 pp 152 153 Hill 1999 pp 153 154 Airliner s Crew Overpowers Hijackers of Philippine Plane Lodi News Sentinel 21 May 1982 p 29 Hill 1999 pp 156 157 Hill 1999 pp 115 117 Hill 1999 pp 118 154 156 Romania built plane used by Ceausescu going up for auction The Associated Press 19 May 2021 Plane of Romania s ex dictator s fleet sold at auction AFP 27 May 2021 QinetiQ BAC 1 11 flies into history Archived 25 June 2013 at the Wayback Machine QinetiQ 29 April 2013 a b c d e Taylor John W R Jane s All The World s Aircraft 1966 67 London Sampson Low Marston amp Company 1966 pp 138 139 a b c d Willis Air International October 2006 p 66 RAAF Museum Royal Australian Air Force a b c d Taylor John W R Jane s All The World s Aircraft 1976 77 London Jane s Yearbooks 1976 ISBN 0 354 00538 3 pp 170 172 Air International January 1979 pp 12 41 Chorlton Aeroplane November 2012 p 82 https registry faa gov aircraftinquiry Search NNumberResult NNumbertxt 164W FAA entry for N164W Braniff Airways Inc BAC 1 11 N1553 Near Falls City Nebraska National Transportation Safety Board 18 April 1968 Aircraft Accident Report Mohawk Airlines Inc BAC 1 11 N1116J Near Blossburg Pennsylvania Usurped National Transportation Safety Board 18 April 1968 Sorlucco 2005 pp 78 79 Ranter Harro ASN Aircraft accident BAC One Eleven 402AP PI C1131 Manila International Airport MNL aviation safety net ASN Aircraft accident BAC One Eleven 515FB D ALAR Hamburg Fuhlsbuttel Airport Aviation Safety Network Retrieved 23 October 2010 ASN Aircraft accident BAC One Eleven LV JGY Aviation Safety Network Retrieved 30 November 2022 Ranter Harro ASN Aircraft accident BAC One Eleven 529FR LV LOX Buenos Aires Jorge Newbery Airport BA AEP aviation safety net Aviation Safety Network Archived from the original on 21 April 2005 Retrieved 10 May 2020 Philippine Jet Misses Runway Kills 8 Deseret News 21 July 1989 p 2 18 September 1994 aviation safety net Nigeria Heartland Remembers 18 September Air Crash Victims allafrica com 16 September 2014 Nigeria EAS Kano Crash Report Indicts Pilot Africa News 3 April 2003 DCA78AA017 ntsb gov National Transportation Safety Board Retrieved 5 July 2020 This is your Captain Screaming The Sydney Morning Herald 5 February 2005 Report on the Accident to BAC One Eleven G BJRT over Didcot Oxfordshire on 10 June 1990 Air Accidents Investigation Branch 1992 p 38 Ellis 2012 p 211 Ellis 2012 p 23 Ellis 2012 p 286 Aeronaves museoaeronautico gob cl Retrieved 12 June 2016 a b Home of the BAC 1 11 on the Web Dorin Țimonea 4 March 2021 Două bijuterii aeriene construite pe vremea lui Ceausescu clasate in patrimoniul naţional Ce se va intampla cu aeronavele ROMBAC Adevărul in Romanian Gabriel Bobon 28 May 2021 Cele două ROMBAC uri 1 11 au fost vandute la licitație pentru 285 de mii de euro BoardingPass ro in Romanian Teodor Stefan 15 May 2018 A doua tinerete un BAC 1 11 restaurat de ROMAERO poate fi admirat la BSDA si BIAS 2018 aeronews ro in Romanian Aerovisuals airframe dossier aerialvisuals ca FAA Type Certificate Data Sheet Bibliography Edit Chorlton Martyn Database British Aircraft Corporation One Eleven Aeroplane Vol 40 No 11 November 2012 pp 67 82 ISSN 0143 7240 Ellis Ken Wreck amp Relics 23rd Edition Manchester England Crecy Publishing 2012 ISBN 978 0 859 79172 4 Hill Michael BAC One Eleven Crowood Press 1999 ISBN 1 86126 219 1 Lewis Walter David Airline Executives and Federal Regulation Case Studies in American Enterprise from the Airmail Era to the Dawn of the Jet Age Ohio State University Press 2000 ISBN 0 8142 0833 9 Payne Richard X Marks the Spot Aeroplane Vol 49 No 2 February 2021 pp 36 41 ISSN 0143 7240 Sorlucco Jerry A Good Stick An Airline Captain Lives the History of 20th Century Commercial Aviation AuthorHouse 2005 ISBN 1 4208 4843 7 Taylor John W R ed Jane s All the World s Aircraft 1975 76 London Jane s Yearbooks ISBN 0 354 00521 9 Willis Dave Aircraft Profile BAC One Eleven Air International Vol 70 No 4 October 2006 pp 64 66 ISSN 0306 5634 Further reading Edit Wikimedia Commons has media related to BAC 1 11 category British Pathe report on BAC 1 11 production in 1965 One Eleven for the Eighties Air International Vol 16 No 1 January 1980 pp 7 12 41 42 Skinner Stephen The Long and the Short of It The Story of a Great British Airliner Prototype BAC One Eleven G ASYD Air Enthusiast 105 May June 2003 pp 44 51 ISSN 0143 5450 Inside a Retro BAC 1 11 Business Jet Forbes 17 September 2011 BAC 1 11 BAE Systems Retrieved from https en wikipedia org w index php title BAC One Eleven amp oldid 1143576009, wikipedia, wiki, book, books, library,

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