BAC 1-11
| BAC 1-11 | |
|---|---|
 BAC 1-11 Model 485GD of the "Royal Air Force of Oman" |
|
| Type: | Twin - engine narrow-body aircraft |
| Design country: | |
| Manufacturer: | |
| First flight: |
20th August 1963 |
| Commissioning: |
1965 |
| Production time: |
1963 to 1981 |
| Number of pieces: |
244 |
The BAC 1-11 is a twin-engine passenger aircraft produced by the British manufacturer British Aircraft Corporation . It is designed as a low wing aircraft with a T- tail . The two engines are attached to the side of the stern. The machine was created as the jet-powered successor to the Vickers Viscount turboprop model . The last active copy was decommissioned in May 2019.
development
_AN0528338.jpg)
The origins of the 1-11 go back to the Hunting Percival Ltd. elaborated 32-seat design P-107 (later H-107) from 1956. It was planned to equip the aircraft with two Bristol Orpheus engines, but in September 1958 the decision was made to use the Bristol Siddeley BS-75 turbofan engine . However, development work was stopped for cost reasons until 1960, when Hunting was taken over by the British Aerospace Corporation (BAC). BAC merged the design with that of the Vickers VC-11, which was also not implemented. Under the new designation BAC-107, the project was given larger dimensions to initially accommodate 65 passengers in rows of five seats each and a T-tail unit. Further changes to the design eventually led to the BAC-111 (BAC 1-11), which was announced in May 1961. The machine, made entirely of metal, had a retractable nose wheel landing gear and a pressurized cabin . As engines at that time for goods Hawker Siddeley Trident standing in developing Rolls-Royce Spey -Triebwerke provided. The passenger cabin was designed for 69 passengers. At the same time as the publication of the first details about the new aircraft, BAC announced on May 9, 1961 that it had ordered ten copies for British United Airways (BUA). With the second order for six aircraft for Braniff Airways , BAC was able to penetrate the American market on October 23, 1961. Orders for 45 aircraft had already been received by the first flight of the 1-11. The market breakthrough was indicated when American Airlines , one of the “Big Five”, of the five largest airlines, firmly ordered 15 One-Eleven and optioned another 15. The order from American was the first for the Series 400 , a variant specially tailored to the American market with some changes (including the landing flaps and the braking system) to meet the special American airworthiness regulations.
In May 1963, BAC named the original version in the Series 200 and the variant with the more powerful Spey engines, an additional fuel tank in the center wing to improve the range and higher takeoff weight and payload (39,463 kg) in the Series 300 . The Series 400 had the same engines and airframe as the Series 300, but the maximum take-off weight was reduced to 35,835 kg to allow American airlines to operate the aircraft with a crew of two.
commitment
The first flight of the G-ASHG prototype took place on August 20, 1963 at Hurn Airport . On October 22, 1963, the plane was lost in a crash ; all seven inmates were killed. The cause was an unexpected stall behavior with a total loss of the elevator effect, the so-called deep stall .
After extensive system modifications, the British traffic approval for the 1-11 took place on April 6, 1965. Just three days later, on April 9, 1965, the BUA was able to use its first 1-11 in service, followed by Braniff on April 25 1965. The American traffic license was issued on April 15, 1965. Compared to the first western short-haul jet , the Sud Aviation Caravelle , the engines selected turned out to be much more economical, so that the BAC 1-11 was initially able to serve the growing market of small jets almost on its own.
The first American-designed aircraft (G-ASYD) of the Series 401 ("401" due to changes in American regulations) made its maiden flight on July 13, 1965, and this version was granted US traffic approval on November 22, 1965. The first route service with American took place on March 6, 1966. The aircraft of the 200, 300 and 400 series had, apart from the longer engine nacelles of the 300 and 400 variants, the same dimensions, but the "Series 400" was the most successful. 69 of them were delivered, whereas 56 of the "Series 200" and only nine of the "Series 300" were sold.
The Series 500 (also called "Super One-Eleven") had a longer hull and could accommodate up to 97 passengers, or even 119 in tight seating. BAC had been planning the production of a stretched version for a long time, but this idea could only be implemented through an order from BEA for ten machines for the time being. The hull of this variant has been increased by 4.11 m and the wingspan by 1.20 m compared to the previous models. The more powerful Spey 512-14 with a take-off power of 43.55 kN was installed as the engine. A company-owned aircraft of the 400 series was converted into the prototype of the new series and completed its maiden flight on June 30, 1967, initially with Spey 511 engines. The first production aircraft flew on February 7, 1968 and was approved for the BEA on August 18, 1968 with a maximum take-off weight of 41,950 kg. This was followed by the extended approval with Spey-512-14DW engines and water injection with a take-off power of 54.5 kN, whereby the maximum take-off weight could be increased to 45,200 kg. By installing an additional fuel tank in the rear cargo hold, the range could be increased, and the model was approved for a maximum take-off weight of 47,400 kg, with reinforced wing surfaces and landing gear compensating for the additional weight. These features made it the aircraft of choice for charter flights from smaller airports to sunny destinations in southern Europe.
The companies that flew the variant included BEA (later British Airways), British Caledonian Airways , British Midland Airways , Philippine Air Lines (PAL) and Transbrasil as well as many charter airlines. The Swissair continued the One-Eleven (one "Series 200", "300 Series" and a "Series 500") for a short period because of delays in deliveries of its McDonnell Douglas DC-9 a. In Austria, a check was made in the 1970s as to whether the Austrian Airlines One-Elevens or DC-9 should be purchased for the upcoming fleet renewal . The decision was made against the BAC 1-11 and for the DC-9 and subsequently for the derived MD-80 series, for which Austrian Airlines and Swissair were first-time customers. In the mid-1980s, two BAC 1-11 built in Romania (see below) joined the fleet of the Austrian company Lauda Air , which were then leased by the Romanian airline TAROM . In Germany, the BAC 1-11 flew with Bavaria Fluggesellschaft (400 and 500 series), Bavaria Germanair (400 and 500 series), Germanair (400 and 500 series), Hapag-Lloyd (500 series) and Paninternational (500 series) in charter service. In addition, on January 29, 1966, a private machine (200 series) was delivered to the German entrepreneur Helmut Horten . This machine was the first BAC 1-11 in the world to be used as a business jet.
The last One-Eleven version that BAC could sell was the Series 475 for high-altitude and hot airport operation. The design combines the short fuselage of the "Series 400" with the larger wings and the more powerful engines of the "Series 500". In addition, there were low-pressure tires, which made it necessary to change the wheel wells. The development carrier of the 400/500 series was rebuilt again and flew as a prototype of the new version on August 27, 1970, followed by the first series machine on April 5, 1971. The model received its air traffic approval in June 1971, and the Peruvian Faucett de Aviacion received the first "475" in the following month. Since BAC could not build up a sufficient customer base for this variant, only ten machines were sold. In 1977 the "One-Eleven 670", a quieter and improved Type 475, was offered for the Japanese domestic market, but found no buyers.
The increasing number of passengers made itself felt here. The BAC One-Eleven could not be enlarged, whereas the meanwhile established competitors Boeing 727 and Douglas DC-9 could carry more passengers at similar costs.
End of production and whereabouts of the sample
At the British airport Bournemouth 1980 the series production of the One-Eleven ended; in February and April 1984, however, two more Series 400/475 aircraft were completed as business jets . In 1979, British Aerospace signed an agreement with the Romanian National Aerospace Center ( IAR ) to set up a production line for the BAC 1-11 Series 500 in Romania . The contract included the delivery of three complete One-Eleven and 22 kits from England. Following their production, CNIAR 60 was to produce ROMBAC 670 for Romanian own use and for export to the states of the then Eastern Bloc. However, these grand plans could not be realized, so that only nine of the aircraft designated as One-Eleven "561RC" were built in Romania for the national TAROM . Of a planned freight version of the 1-11, only one “Series 400” was built and delivered to TAROM in July 1981.
In the USA in 1990 Dee Howard equipped two "Series 400" models as One-Eleven-2400s with modern fanjet engines of the Rolls-Royce Tay 650 type . The first flight of this variant (N650DH) was on July 2, 1990, and air traffic certification was sought for 1991. With the exception of Kiwi International Air Lines (eleven orders, plus five options) there were no buyers for this aircraft type, which was too expensive as a used model. Then the promising One-Eleven-2500 was planned, which was to be developed from the "Series 561RC" with the involvement of the CNIAR. As for the "-2400", the Tay-650 engine was selected as the drive. Since there was no customer interest in this version either, the project was finally stopped in 1995 for economic reasons.
British Airways, which once had the largest 1-11 fleet with 40 machines, decommissioned the aircraft type at the end of 1992. Almost the entire fleet was taken over by Bournemouth-based European Aviation . In order to extend the operating time of the extremely loud One-Eleven, this company, together with Quiet Technologies of Florida , has been developing a silencer according to ICAO Annex Stage 3 since 1995. Eleven series models are still 131 copies in use worldwide.
A further 73 One-Eleven are in storage and are currently without a flight permit (as of 2013). Nine planes have been preserved in museums in Great Britain, Denmark, Chile and Argentina. The last three regularly used BAC 1-11 flew with the Royal Air Force of Oman for the transport of military personnel or VIPs. The last copy there was taken out of service on July 14, 2010.
The last airworthy 1-11 in Great Britain (serial number 263) was operated by QinetiQ and transferred to Cornwall on April 26, 2013 for exhibition by the Classic Air Force and decommissioned there.
Two machines were still in operation since May 2013; both test aircraft from Northrop Grumman to test the AN / APG-81 radar for the F-35 . The last 1-11 actively used at Northrop Grumman with the aircraft registration N162W was decommissioned on May 7, 2019.
Military use
- Royal Australian Air Force 2 from 1967 to 1990
- Air Force (1974–1984)
Incidents
From the first flight in 1963 to the end of operations in May 2019, there were a total of 31 total losses of the BAC 1-11. 430 people were killed in 18 fatal accidents.
- On August 6, 1966, a Braniff International Airways BAC 1-11-203AE ( aircraft registration number N1553 ) crashed near Falls City , Nebraska , after the machine broke apart in the air due to extreme turbulence. All 42 passengers and crew were killed in the crash (see also Braniff International Airways Flight 250 ) .
- On June 23, 1967, a Mohawk Airlines BAC 1-11 204AF crashed on the route from Elmira to Washington, DC after a fire in the stern and the failure of the elevators over Blossburg , Pennsylvania . All 34 occupants were killed (see also Mohawk Airlines flight 40 ) .
- On January 14, 1969, the pilots of a BAC-111-201AC of British United Airways (G-ASJJ) on the way to London-Gatwick at Milan-Linate Airport ( Italy ) aborted the take-off after the aircraft had already taken off. The plane was destroyed, but all 7 crew members and 26 passengers survived.
- On September 12, 1969, a Philippine Airlines BAC 1-11 402AP collided with a mountain while approaching Manila . 4 crew members and 41 passengers were killed, one passenger and one crew member survived the crash.
- On July 19, 1970, a BAC 1-11 Series 400 of Bavaria Airlines shot over the end of the runway when taking off at Girona Airport and was badly damaged.
- On December 7, 1970, a diverted BAC 1-11-424EU crashed while approaching Constanța Airport in Romania in thick fog 5 kilometers from the runway. 19 of the 27 inmates lost their lives.
- On September 6, 1971, a Paninternational (D-ALAR) BAC 1-11-515FB had to make an emergency landing shortly after taking off from Hamburg Airport on the A7 motorway near Hasloh north of Hamburg. The plane collided with a motorway bridge and broke into several pieces. Of the 121 occupants on Flight 112, 22 died, 99 survived. Instead of pure demineralized water , kerosene was also filled into the tanks for water injection to increase the take-off performance of the engines (see also Paninternational flight 112 ) .
- On May 23, 1976, six Muslims hijacked a BAC 1-11-527FK on a Philippine Airlines flight to Zamboanga , demanding $ 375,000 and a plane to fly it to Libya. When the machine was stormed, there was an exchange of fire with security forces, in the course of which the kidnappers detonated several hand grenades. 10 passengers and three hijackers were killed.
- On November 21, 1977, a BAC 1-11-420-EL flew on a flight of the Argentine Austral Líneas Aéreas (LV-JGY) approaching Bariloche airport 21 kilometers east of the target. The plane came from Buenos Aires-Jorge Newbery Airport . Of the 79 passengers and crew members, 46 were killed; only 33 passengers survived in this second worst accident involving a BAC 1-11.
- On May 7, 1981, a BAC 1-11-529FR of the Austral Líneas Aéreas (LV-LOX) crashed into the Río de la Plata while approaching Buenos Aires-Jorge Newbery Airport , whereby none of the 31 people on board survived the accident. In the vicinity of a violent thunderstorm, the pilots lost control of the aircraft.
- On June 10, 1990, a momentous incident occurred on a British Airways flight from Birmingham to Málaga about ten minutes after take-off: As a result of a maintenance error, the cabin pressure blew the left windshield out of the aircraft while climbing, causing the captain to almost shoot the aircraft was vacuumed and the machine had to make an emergency landing in Southampton . Nobody was killed in this incident, but it was the trigger to consider the so-called human factors in aircraft maintenance (see also British Airways flight 5390 ) .
- On June 26, 1991, a BAC 1-11 402 AP of Okada Air had to make an emergency landing 10 kilometers from Sokoto Airport after the machine ran out of fuel while flying in holding patterns. 4 of the 53 inmates died. The plane turned back on a flight from Lagos to Kano due to adverse weather conditions to Sokoto, but could not fly to the airport there because it was already closed in the evening and the lights were switched off (see also flight accident of a BAC 1-11 of Okada Air near Sokoto ) .
- On September 18, 1994, an Oriental Airlines BAC 1-11 515FB crashed while landing in Tamrasset , Algeria , killing 5 of the 39 people on board.
- On December 30, 1995, a BAC 1-11-525FT from the Romanian TAROM (YR-BCO) hit the runway in Istanbul , whereupon the nose landing gear collapsed and the machine slid sideways from the runway . There were no fatalities, but the machine was damaged beyond repair.
- On June 7, 1997, a BAC 1-11-525FT of TAROM (YR-BCM) hit the runway again on landing at Stockholm / Arlanda Airport and was structurally irreparably damaged.
- On July 29, 1997, a BAC 1-11 203AE shot over the runway in heavy rain in Calabar, Nigeria . One passenger was killed.
- On May 4, 2002, the worst accident by far, a BAC 1-11, occurred with 149 deaths. Shortly after the start in Kano ( Nigeria ), the BAC 111-500 crashed (5N-ESF) the EAS Airlines as a result of a stall on several houses and burst into flames. Of the 77 occupants on board, 71 died and 78 people were killed on the ground; five passengers and one crew member survived the crash. After 52 days of idle time, an engine from another that had been withdrawn from service was installed in the aircraft involved in the accident. Ten hours after the engine change, the crash occurred (see also EAS Airlines flight 4226 ) .
Technical specifications
| Parameter | Series 500 | Series 300 |
|---|---|---|
| crew | 2 | |
| Passengers | 98-119 | 79 |
| length | 32.61 m | 28.50 m |
| span | 28.50 m | 26.97 m |
| height | 7.47 m | |
| Wing area | 95.78 m² | 91 m² |
| Wing extension | 8.5 | 8.0 |
| Empty mass | 24,454 kg | 22,100 kg |
| max | 47,700 kg | 39,000 kg |
| Cruising speed | 790 km / h | |
| Top speed | 871 km / h | 882 km / h |
| Service ceiling | 10,670 m | 11,000 m |
| Range | 3484 km | 2040 km |
| Engines | 2 × turbofan engines Rolls-Royce Spey RB.163 Mk.512-14DW, each 55.8 kN thrust |
2 × turbofan engines Rolls-Royce Spey RB.163 Mk.511, each 51 kN thrust |
See also
literature
- Kenneth Munson: Airliners from 1919 to the present day . Peerage Books.
- Jochen K. Beeck: Commercial Aircraft of the World 1919–2000 . Motorbuch Verlag, ISBN 3-613-02008-4 .
Web links
- Airliners.net - pictures and a brief description of the aircraft's history
- Home of the BAC 1-11 - home page with extensive information about the aircraft (English)
Individual evidence
- ↑ Aircraft accident data and report in the Aviation Safety Network (English)
- ^ Lauda Air Luftfahrt AG. In: berlin-spotter.de. Retrieved May 2, 2020 .
- ^ The last line machine BAC 1-11 , Fliegerrevue , June 2009, p. 54
- ↑ Peter Clark: Current Fleet , March 2011.
- ↑ QinetiQ retires UK's last airworthy BAe 111 . In: AIR International June 2013, p. 4
- ↑ Peter Clark: Current Fleet , May 2013.
- ↑ Last BAC 1-11 turned off . In: Michael Pfeiffer (Ed.): Flight Revue . No. 7 . Motor Presse Stuttgart , Stuttgart 2019, p. 6 ( FlugRevue [accessed July 13, 2019]).
- ↑ Accident statistics BAC One-Eleven , Aviation Safety Network (English), accessed on March 1, 2020.
- ^ Accident report BAC-111-200 N1553 , Aviation Safety Network (English), accessed on December 20, 2016.
- ^ ASN Aircraft accident BAC One-Eleven 204AF N1116J Blossburg, PA. Accessed May 2, 2020 .
- ↑ Aircraft accident data and report BAC-111-200 G-ASJJ in the Aviation Safety Network (English), accessed on March 26, 2021.
- ^ ASN Aircraft accident BAC One-Eleven 402AP PI-C1131 Manila International Airport (MNL). Accessed May 2, 2020 .
- ^ ASN Aircraft accident BAC One-Eleven 414EG D-ANDY Gerona Airport (GRO). Accessed May 2, 2020 .
- ^ ASN Aircraft accident BAC One-Eleven 424EU YR-BCA Constanta-Kogalniceanu Airport (CND). Accessed May 2, 2020 .
- ^ Accident report BAC 111-500 D-ALAR , Aviation Safety Network (English), accessed on December 20, 2016.
- ^ ASN Aircraft accident BAC One-Eleven 527FK RP-C1161 Zamboanga Airport (ZAM). Accessed May 2, 2020 .
- ^ Accident report BAC 111-400 LV-JGY , Aviation Safety Network (English), accessed on February 24, 2019.
- ↑ Accident report BAC-111-500 LV-LOX , Aviation Safety Network (English), accessed on February 24, 2019.
- ^ ASN Aircraft accident BAC One-Eleven 528FL G-BJRT Didcot. Accessed May 2, 2020 .
- ^ ASN Aircraft accident BAC One-Eleven 402AP 5N-AOW Sokoto Airport (SKO). Accessed May 2, 2020 .
- ^ ASN Aircraft accident BAC One-Eleven 203AE 5N-BAA Calabar Airport (CBQ). Accessed May 2, 2020 .
- ^ Accident report BAC 1-11 YR-BCO , Aviation Safety Network (English), accessed on August 29, 2020.
- ^ Accident report BAC 1-11 YR-BCM , Aviation Safety Network (English), accessed on August 29, 2020.
- ^ ASN Aircraft accident BAC One-Eleven 203AE 5N-BAA Calabar Airport (CBQ). Accessed May 2, 2020 .
- ^ Accident report BAC-111-500 5N-ESF , Aviation Safety Network (English), accessed on December 20, 2016.
