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BAC One-Eleven

From Alfawiki
British Aircraft Corporation
Company typeAerospace manufacturer
IndustryAerospace
PredecessorHunting Aircraft
Founded1960
Headquarters
United Kingdom


Template:Redirect2 Template:Infobox aircraft

The BAC One-Eleven (also referred to as BAC-111 or BAC 1-11) is a discontinued early jet airliner developed by the British Aircraft Corporation (BAC). Initially envisioned by Hunting Aircraft as a compact 30-seat jet prior to its incorporation into BAC in 1960, the project evolved into an 80-seat airliner following a purchase commitment from British United Airways (BUA) dated 9 May 1961. The prototype's inaugural flight took place on 20 August 1963, with the first delivery to BUA occurring on 22 January 1965. The extended 500 series, accommodating 119 passengers, was introduced in 1967. Production totaled 244 units until 1982 in the United Kingdom, including a licensed production run of nine Rombac One-Elevens built by Romaero in Romania between 1982 and 1989.

This narrow-body aircraft designed for short-haul routes utilized rear-mounted Rolls-Royce Spey low-bypass turbofan engines, a layout comparable to the earlier Sud Aviation Caravelle and the later McDonnell Douglas DC-9. Competing against early models of the Boeing 737, it served various British, American, and European carriers, including operators in Romania. The One-Eleven was eventually superseded by newer aircraft such as the Airbus A320 family, subsequent Boeing 737 variants, and regional jets like the Bombardier CRJ200. Increasingly stringent noise regulations prompted its migration primarily to African airlines during the 1990s, with the final BAC One-Eleven retired from active service in 2019.

Initial stages

File:Hunting 107.png
The original Hunting 107 concept developed by Hunting Aircraft

During the 1950s, despite setbacks faced by the pioneering de Havilland Comet, passenger interest in jet-powered travel remained robust. Multiple manufacturers competed to introduce passenger jets tailored for short-distance flights, exemplified by models like the Sud Aviation Caravelle. In July 1956, British European Airways released a report advocating for a "second generation" jet airliner to complement their existing fleet of turboprop aircraft. This spurred various design initiatives within the British aerospace sector. Among these, Hunting Aircraft initiated studies on a jet replacement for the successful Vickers Viscount, resulting in the development of a compact 30-seat model named the Hunting 107. Concurrently, Vickers pursued a larger project—a proposed derivative of its Vickers VC10 dubbed the VC11, capable of seating approximately 140 passengers. Numerous other companies also contributed competing designs during this period.

In response to government directives in 1960, Hunting merged with Vickers-Armstrongs, Bristol, and English Electric, forming the new entity known as British Aircraft Corporation (BAC). BAC recognized potential in Hunting’s design but concluded that demand for a small-capacity jet was limited. Consequently, they revised the concept into the BAC 107—a narrow-body airliner seating around 59 passengers and powered by two 7,000 pounds-force (31 kN) Bristol Siddeley BS75 turbofan engines. Simultaneously, BAC continued refining the larger VC-11 project inherited from Vickers. Other internal projects like the Bristol Type 200 were discontinued following Hunting’s integration into BAC.

File:RR Spey.jpg
The chosen powerplant: Rolls-Royce Spey low-bypass turbofan

Market analysis indicated that a capacity of only 59 seats would be insufficient commercially. Accordingly, in 1961 BAC expanded the design to accommodate approximately 80 passengers and replaced the BS75 engines with more efficient Rolls-Royce Spey turbofans. This updated model was designated BAC 111—later branded as One-Eleven—with BAC shelving the VC11 project to focus resources on this more viable candidate. Unlike contemporaries such as the Hawker Siddeley Trident, which were tailored specifically for state-owned airlines like British European Airways or British Overseas Airways Corporation, the One-Eleven was developed with global airline requirements in mind. BAC anticipated orders potentially reaching up to 400 units.

The One-Eleven was officially unveiled on 9 May 1961 when British United Airways placed an initial order for ten aircraft of the One-Eleven 200 series. Subsequently, on 20 October, American carrier Braniff International Airways committed to purchasing six units. Representatives from Mohawk Airlines also sought a modern jet aircraft to enter the jet age and finalized an agreement for four One-Elevens on 24 July 1962. Additional orders came from Kuwait Airways for three planes and Central African Airways for two. Braniff later increased their order to twelve aircraft while Ireland’s Aer Lingus ordered four units. Although Western Airlines placed an order for ten aircraft, it was ultimately canceled. Bonanza Air Lines secured three orders in 1962; however, these were blocked by the US Civil Aeronautics Board (CAB), which argued that subsidies would be necessary to operate jets on Bonanza’s routes—a move viewed by some as protectionist. The CAB similarly prevented Frontier Airlines and Ozark Air Lines from acquiring One-Elevens but permitted Ozark to purchase Douglas DC-9s and Frontier Boeing 727-100s instead. Attempts by Mohawk Airlines to acquire One-Elevens also faced regulatory challenges but were ultimately successful.

In May of 1963, BAC introduced enhanced variants—the One-Eleven series 300 and series 400—featuring upgraded Mk.511 versions of the Spey engine delivering greater thrust and enabling increased fuel capacity for extended range. The distinction between these two models primarily involved avionics configurations: series 400 was equipped with US-standard instruments tailored for American customers. On July 17 of that year, American Airlines placed an order for fifteen aircraft, raising total confirmed orders to sixty with options for fifteen additional planes. Eventually, American Airlines became the largest purchaser of One-Elevens by acquiring thirty units of the series 400 model.

Prototypes

File:G-ASJI 1 One-Eleven 201 British United LGW 14MAY66 (6785552209).jpg
The initial delivery was made to British United Airways on 22 January 1965.

The prototype, designated G-ASHG, emerged from the assembly facility at Hurn on 28 July 1963, by which time BAC had secured orders from various operators. Its maiden flight took place on 20 August 1963, featuring the BUA color scheme. This inaugural flight occurred nearly a year prior to that of the competing American Douglas DC-9; BAC regarded the One-Eleven as having a technological advantage.[1] This head start proved commercially significant, as demonstrated by the Bonanza Air Lines situation, where U.S. regulators could block sales of foreign aircraft to domestic carriers if a U.S.-made alternative was available (Bonanza ultimately ordered and operated the DC-9). Test flights were conducted under the command of Squadron Leader Dave Glaser.

Tragically, during stall testing on 22 October 1963, the One-Eleven prototype piloted by Mike Lithgow crashed, resulting in the loss of all crew onboard. The subsequent investigation uncovered the phenomenon now known as deep stall or superstall—an aerodynamic condition where airflow to the tailplane is disrupted due to combined blanking effects from the wing and rear-mounted engine nacelles at elevated angles of attack, which inhibits recovery through normal nose-down control.[2] To mitigate this risk, BAC incorporated stick shaker and stick pusher mechanisms into the aircraft’s control systems.[3] Additionally, they reengineered the wing’s leading edge to enhance airflow into the engines and over the tailplane. The specially adapted test aircraft addressing this issue is currently preserved at Brooklands Museum.

Despite this setback, flight testing proceeded and customer confidence remained strong. Both American Airlines and Braniff exercised their options and expanded their orders in February 1964. Additional commitments were received from Mohawk, Philippine Airlines, and German entrepreneur Helmut Horten, who commissioned the first executive variant of the model. By late 1964, production had delivered thirteen units. The One-Eleven achieved its certification, with the initial handover of G-ASJI to BUA occurring on 22 January 1965. Following several weeks dedicated to route-proving flights, commercial service commenced on 9 April with a Gatwick-to-Genoa route. Braniff accepted its first aircraft on 11 March, while Mohawk's initial delivery was on 15 May. Deliveries continued steadily, culminating in thirty-four aircraft delivered by year-end 1965. Strong demand led to establishing a second production line at Weybridge, which manufactured thirteen additional One-Elevens between 1966 and 1970.

The One-Eleven 500, 510ED, and 475

File:British Aircraft Corporation BAC 1-11 Series 523FJ, European Aviation (EAL) JP6105232.jpg
Debuting in 1967, the 500 series featured an extended fuselage by 13.5 ft (4.1 m).

Introduced in 1967, the One-Eleven 500—also referred to as the Super One-Eleven—offered increased seating capacity for 119 passengers. This lengthened variant experienced a delay of at least one year as its initial customer, BEA, evaluated its operational needs. This postponement allowed rival American models, specifically the Douglas DC-9 and Boeing 737, to recover ground lost during the One-Eleven's early entry into the U.S. domestic market. Consequently, what had been a one-year lead turned into a one-year lag, and the extended 500 series failed to secure sales within the United States. Nonetheless, the aircraft found use with Caribbean operators such as Cayman Airways and Leeward Islands Air Transport (LIAT). Cayman Airways deployed the series 500 on scheduled flights to Houston (IAH) and Miami (MIA), while LIAT operated theirs to San Juan, Puerto Rico (SJU). Bahamasair also utilized the stretched 500 model on routes including Nassau (NAS) to Miami. Additionally, Guatemalan airline Aviateca flew their series 500 aircraft into Miami and New Orleans (MSY).[4] Costa Rica’s LACSA incorporated the series 500 on services to Miami.[5] Another operator of the series 500 into Miami was Belize Airways Ltd.[6]

Relative to earlier models, the One-Eleven 500 extended the fuselage by 8 ft 4in (2.54 m) forward of the wing and an additional 5 ft 2in (1.57 m) aft of it. The wingspan grew by 5 ft (1.5 m), and it was powered by the latest Mk. 512 version of the Rolls-Royce Spey engine. This iteration achieved moderate global sales success, particularly among European charter airlines. In 1971, an incremental enhancement was introduced to improve aerodynamic efficiency by reducing drag and to lessen runway length requirements.

File:BAC 111-510ED One-Eleven, AB Airlines (European Aircharter - EAL) AN0528338.jpg
The cockpit of the 510ED shares similarities with that of the Hawker Siddeley Trident.

The One-Eleven 510ED variant, operated by BEA/British Airways as part of their 500 series fleet, differed considerably from other One-Elevens at BEA’s request. Its cockpit was redesigned to incorporate instrumentation and avionics either derived from or closely resembling those found in the Hawker Siddeley Trident, enhancing commonality between fleets. This included advanced systems such as an autopilot capable of autoland operations under CAT II conditions and an autothrottle system. Modifications extended to reversing most switch "on" positions to match Trident conventions. Due to these extensive differences from other One-Elevens and even other members of the 500 series, pilots required a distinct type rating to operate the 510ED.

By 1970, competition for the One-Eleven intensified not only from American manufacturers but also from newer regional jets like the Fokker F28 Fellowship, which was lighter, simpler in design, and more cost-effective. To address this challenge, British Aircraft Corporation introduced the One-Eleven 475 in that year. This model combined the fuselage of the earlier 400 series with the more powerful engines and larger wing of the 500 series. It was engineered for operations in hot and high environments as well as for use at airfields with rough surfaces. Despite these capabilities, only ten units of the Mk 475 were sold. Among operators was Faucett Peru, which flew its series 475 aircraft on scheduled domestic routes serving multiple airports featuring unpaved gravel runways.[7] A further development came in 1977 with the introduction of the quieter and updated One-Eleven 670 targeted at Japan’s domestic market; however, this model did not achieve sales success either.

Proposed developments

File:BAC X-Eleven.jpg
The BAC X-Eleven was intended to be lengthened to accommodate up to 160 passengers and equipped with more powerful CFM56 or JT10D turbofan engines.

In 1965, a total of 34 units were delivered,[8] and by the close of 1971, production had reached 200 aircraft.[8] After this milestone, order volumes diminished significantly, leading to a halt in manufacturing in 1975. Despite this, design and marketing efforts persisted, with plans to resume production once demand justified it.[9] Production recommenced in 1977 following a purchase of five aircraft by Romania's Tarom.[10] British assembly continued through to 1984, culminating in a total of 235 units produced domestically.[8] Two primary factors influenced the limited output of only 35 aircraft over an eleven-year span: firstly, BAC anticipated Rolls-Royce would develop an enhanced Spey engine variant offering reduced noise and increased thrust to enable further One-Eleven variants; secondly, during the early phase of this period, Romania was in negotiations to acquire the entire One-Eleven program and relocate its production to Bucharest.

By 1974, BAC had directed considerable resources into developing the One-Eleven 700 model. This version featured an elongated fuselage accommodating 134 seats and was designed to be powered by the 16,900 lbf (75 kN) Spey 606 engine, which promised higher performance alongside quieter operation.[11][12] The One-Eleven 700J variant targeted the Japanese market, combining the extended fuselage and engine configuration of the 700 with a newly developed high-lift wing tailored for short-runway regional airports.[10] Comparable in size to contemporary DC-9s and Boeing 737s, the 700 was positioned to retain customers who might otherwise switch to McDonnell-Douglas or Boeing models. Nevertheless, Rolls-Royce’s financial recovery from bankruptcy delayed the arrival of the upgraded Spey engine. A more modest version of the 700 resurfaced in 1978 as the One-Eleven 500 equipped with specially modified "hush-kitted" Spey engines intended for replacement by the proposed RB432 in the mid-1980s. This model was pitched to British Airways as an alternative to Boeing’s 737-200 but was ultimately not selected.

In 1975, BAC introduced plans for the One-Eleven 800—a further stretched variant designed to carry between 144 and 161 passengers powered by two 22,000 lbf (98 kN) CFM International CFM56 high-bypass turbofan engines.[13][12] However, this initiative was discontinued in 1976 in favor of developing a new One-Eleven derivative featuring a wider fuselage capable of six-abreast seating. This concept was revealed later that year as the X-Eleven, expected to seat up to 166 passengers and powered by either CFM-56 or Pratt & Whitney JT10D engines.[14] The following year saw BAC merge with Hawker Siddeley, forming British Aerospace (BAe). Faced with choosing between advancing the X-Eleven or participating in European collaborative projects for a new aircraft design, BAe ultimately committed fully to Airbus development efforts. Consequently, the X-Eleven project was discontinued and replaced by what would become the Airbus A320.[15]

The BAC Two-Eleven and Three-Eleven were conceptual British airliners proposed by British Aircraft Corporation during the late 1960s but never progressed beyond study phases into production.

Rombac production

File:ROMBAC 1-11 (YR-BRA).jpg
The inaugural Rombac 1-11 was handed over to TAROM on 29 December 1982.

On 9 June 1979, Romanian leader Nicolae Ceaușescu authorized a contract to manufacture the One-Eleven under license within Romania. The agreement included the supply of three fully assembled One-Elevens (comprising two from the 500 series and one from the 475 series), alongside the assembly of a minimum of 22 units in Bucharest, with a gradual reduction in British components and a corresponding increase in Romanian-made parts. Additionally, the plan encompassed domestic production of Rolls-Royce Spey engines and obtaining certification to British standards through the Civil Aviation Authority. At that time, an estimated demand for up to 80 aircraft manufactured in Romania was anticipated, primarily targeting markets such as China, other emerging economies, and potentially Eastern Europe. The aircraft was rebranded as the Rombac 1-11.[16] [17] The Spey 512-14 DW engines were produced under license by Turbomecanica Bucharest.[18]

The first Rombac One-Eleven, registered YR-BRA with constructor number 401 and belonging to series 561RC, was unveiled at the Romaero Băneasa facility on 27 August 1982 and conducted its maiden flight on 18 September that same year. Production proceeded until 1989 but at a significantly slower rate than initially planned. In total, nine aircraft were delivered; meanwhile, work on the tenth and eleventh units was halted when they reached approximately 85% and 70% completion respectively.[16][19] The first delivery was made to TAROM on 29 December 1982.[19] TAROM received all but two of these aircraft; the remaining two were allocated to Romavia, with the final aircraft (YR-BRI cn 409) handed over on 1 January 1993.

Three primary factors contributed to the failure of the Rombac program. Firstly, Romania’s economic decline and shifting geopolitical status severely disrupted the supply chain essential for One-Eleven production, with foreign currency constraints causing delays in obtaining parts sourced internationally;[16][19] secondly, the anticipated market did not materialize as expected, although some Rombac planes were leased to operators across Europe. Lastly, the One-Eleven became outdated in terms of noise regulations and fuel efficiency when compared to competing aircraft from the US and Western Europe.

Upgrading to a modern engine would have addressed both noise and fuel consumption shortcomings. After the collapse of Ceaușescu’s regime, efforts were initiated to revive production using the Rolls-Royce Tay engine. Associated Aerospace, a British aircraft leasing firm, entered into a $1 billion agreement to acquire fifty Tay-powered One-Elevens equipped with advanced electronic glass cockpit systems for leasing to Western clients. However, this arrangement ended abruptly due to Associated Aerospace’s liquidation in April 1991. Despite this setback, Rombac persisted in marketing the One-Eleven; US carrier Kiwi International Air Lines placed a firm order for eleven Tay-powered units with options for five additional aircraft, but these plans never came to fruition.[16][19]Cite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad nameCite error: The opening <ref> tag is malformed or has a bad name

Operational history

File:Line-up of American Airlines BAC 111-401AK One-Eleven at LaGuardia Airport.jpg
Multiple American Airlines BAC One-Elevens parked at LaGuardia Airport

After entering service, the One Eleven competed directly with the Douglas DC-9 and, shortly after its debut, faced additional rivalry from the Boeing 737.[20] While the One Eleven boasted a lower unit price compared to the DC-9, the latter provided greater seating capacity and featured engines compatible with those of the Boeing 727. These advantages influenced Trans Australia Airlines to opt for the DC-9 instead.[20] In the United States, skepticism from the Civil Aeronautics Board regarding smaller carriers' need for jets resulted in financing refusals, causing several US purchasers to cancel their One-Eleven orders.[21]

Mohawk Airlines became the first American operator of the One Eleven and was also pioneering in using jet aircraft on short-haul routes within the US.[22] On 25 June 1965, Mohawk introduced its initial One-Eleven into passenger operations; by decade’s end, its fleet had grown to 20 aircraft of this type.[23] However, acquiring these jets led Mohawk into financial difficulties, compounded by an economic recession and strike action, culminating in a merger with Allegheny Airlines, which continued operating the One-Eleven.[24] In July 1963, American Airlines placed an order for fifteen 400-series One-Elevens valued at £14 million; this marked American Airlines’ first procurement of a foreign-manufactured aircraft.[25] Another major US carrier, Braniff International Airways, also purchased the One-Eleven.[26] Meanwhile, Aloha Airlines chose the One-Eleven as its inaugural jet for inter-island flights within the Hawaiian Islands.

Several UK-based airlines such as Dan Air and British Caledonian extensively operated the type. Dan Air expanded its One-Eleven fleet during the 1970s and fully replaced its aging de Havilland Comets with this model by the 1980s, making it their primary source of revenue.[27] The airline frequently leased One-Elevens—including those produced by Rombac—to address short-term capacity needs and subleased them to other carriers during quieter periods. British Caledonian and Dan Air commonly exchanged their One-Elevens on both temporary and permanent bases. Passenger growth on key routes eventually exceeded the Series 500’s capacity in the 1980s, prompting operators to introduce larger aircraft.[28]

Prior to British Airways (BA) formation, predecessor airlines such as British European Airways and Cambrian Airways operated the One-Eleven; their fleets were subsequently absorbed by BA. The British Airways Regional Division found the aircraft’s performance satisfactory and pursued fleet expansion with additional acquisitions in the early 1970s to partially replace Vickers Viscount turboprops. BA’s fleet of 400-Series One-Elevens was named after locations in the English Midlands, reflecting their operating base at Birmingham Airport.[29] Further orders for Series-500 models came in during the late 1970s, with BA receiving some of the final British-built One-Elevens.[30]

Facing financial challenges in 1987, British Caledonian began substituting its One-Elevens with Airbus A320s before merging into British Airways.[31] Both airlines heavily relied on the One-Eleven for European routes until BA streamlined its fleet by phasing out overlapping types; eventually replacing it with newer A320 and Boeing 737 jets. The last One-Eleven was withdrawn from BA’s scheduled service in October 1992.[32] Several former BA aircraft later served with Maersk Air, which replaced them with Bombardier CRJ200s by the late ’90s.[33]

File:Ryanair Bucuresti Rombac 1-11-561RC One-Eleven Haafke-1.jpg
A Ryanair BAC One-Eleven

In Ireland, Aer Lingus operated One-Elevens over a span of thirty years across scheduled and charter services on less trafficked European routes up through the early ’90s.[33] The type was also instrumental during budget airline Ryanair’s formative years as it sought cost-effective jets for low-fare operations out of regional airports. The first Rombac-built Series-500 entered service on Dublin–Luton flights on December 1, 1986. Ryanair’s fleet grew to six aircraft by 1988—including three leased from Romania—which were later replaced with ex-BA units before transitioning to Boeing 737s in the mid-1990s.[34]

Philippine Airlines introduced revenue service using One Elevens in April 1966 and eventually operated twelve of the later Series-500 models. Notably, one aircraft endured two separate onboard bomb explosions but was repaired each time and remained active until retirement in 1992. On May 21, 1982, a hijacking attempt occurred when John Clearno tried to seize control of a Philippine One-Eleven while grounded; after prolonged negotiations, cockpit crew subdued him without injuries to passengers or staff.[35] Philippine Airlines phased out their One-Elevens starting from 1989 in favor of Boeing 737 jets.[36]

Romania emerged as a significant purchaser of British-built One Elevens during the ’70s through multiple large orders often equipped with engine 'hush kits' to reduce noise emissions. In May 1977 a major collaboration agreement between British Aerospace and Romania was signed that initiated progressive transfer of technology related to the One Eleven production.[37] This culminated in full licensing contracts two years later under the Rombac brand with complete airframes and components supplied to support manufacturing efforts.[38] All Rombac-produced aircraft by Romaero were delivered to Romanian carriers such as TAROM and Romavia, who leased them across Eastern and Western European airlines alike. These Romanian-built models found operators worldwide including Austria’s Lauda Air and Pakistan’s Aero Asia International.[39] Two units served as private jets for Romanian communist leaders Nicolae Ceaușescu and Ion Iliescu between 1986 and 1989; due to their rarity and historical importance within Romania’s technical heritage they were designated as cultural treasures in 2021 prohibiting export from the country.[40] Under BAC licensing agreements nine aircraft were manufactured domestically; some served a small airline named LAR flying only Tel Aviv as a destination.[41]

Throughout the ’90s many European operators continued utilizing One Elevens extensively; after retiring from major airlines they were frequently sold to smaller carriers predominantly located across Asia and Africa. Nigeria was among prominent operators until grounding followed a fatal crash in 2002. A key reason for withdrawing remaining European examples derived from introduction of Stage III noise regulations by Joint Aviation Authorities effective March 2003—upgrading Rolls-Royce Spey engines with hush kits proved costly leading many operators to retire them.[42]

In 2010 European Aviation Safety Agency approved Airbus’ application to revoke BAC One Eleven’s Type Certificate making it impossible for these aircraft registered within any EU Member State to maintain standard airworthiness certification. The last operational UK-based example—used primarily for military purposes—was retired in December 2012.[43] Ultimately on May 7, 2019 Northrop Grumman retired the final airworthy One Eleven after utilizing it as a testbed for Lockheed Martin F-35 Lightning II development.

Variants

File:British Aerospace BAC One Eleven British Airways G-BBME, DUS Düsseldorf (Duesseldorf International), Germany PP1361872924.jpg
Early models measure approximately 93.5 ft (28.5 m) in length and can seat up to 89 passengers, featuring a single overwing exit on each side.
File:British Caledonian BAC 111-509EW Gatwick.jpg
Later 500 series versions extend to about 107 ft (33 m) long, accommodating as many as 119 seats and equipped with two overwing exits.
One-Eleven 200
The initial production model powered by 10,410 pounds-force (46.3 kN) Spey Mk 506 engines. This series includes various customer-specific designations. A total of 56 units were produced.
One-Eleven 217
A variant tailored for the Royal Australian Air Force, combining the 200 series fuselage with Rolls-Royce Spey Mk511-14 engines, fitted with low-pressure tires, a navigator’s station, and a sextant hatch located in the cockpit ceiling. Only two units were built.
One-Eleven 300
Featuring uprated 11,400 pounds-force (51 kN) Spey Mk 511 engines and increased fuel capacity for extended range; this series also includes individual customer variants. Nine aircraft were manufactured.
One-Eleven 400
Based on the Series 300 but equipped with American avionics and systems; this series also contains various customer-specific designations. A total of 69 were constructed.
One-Eleven 475
Combines the fuselage of the Series 400 with the wing and powerplant of the Series 500, along with landing gear adapted for rough airfields and additional airframe protection. Six were completed.
One-Eleven 485GD
Similar to the 475 model, three units were delivered to Oman.
Rombac 1-11-495
A planned Romanian-manufactured version of the Series 475; however, none reached completion.
One-Eleven 500
An extended fuselage variant capable of seating up to 119 passengers, featuring longer wingspan and more powerful 12,550 pounds-force (55.8 kN) Spey 512 engines. This series also has various customer-specific designations. Eighty-six aircraft were produced.
One-Eleven 510ED
A subtype of the Series 500 developed for BEA/British Airways with identical size and engines but a modified cockpit designed for greater commonality with the HS.121 Trident, necessitating a unique type rating separate from other Series 500 One-Elevens.
Rombac 1-11-560
Romanian-built version of the Series 500, with nine aircraft completed.
One-Eleven 670
An enhanced version of the Series 475 featuring improved aerodynamics and noise reduction; one unit was converted from an existing Series 475 airframe.
VC-92
The designation assigned by the Brazilian Air Force to the One-Eleven 423ET model.

Operators

File:British Aircraft Corporation BAC 1-11 Series 401AK, Northrop Grumman JP5644332.jpg
The final One-Eleven aircraft in operational use, serving as an airborne test platform for Northrop Grumman, was retired in 2019.
Main article: List of BAC One-Eleven operators

The BAC One-Eleven saw extensive service across both commercial airlines and military organizations.

Following the withdrawal of its type certificate, remaining aircraft were operated under experimental status within the research and development classification.[44]

The last active One-Eleven, utilized by Northrop Grumman as a flying testbed for the F-35 initiative, was officially retired on 6 May 2019.

Fatal accidents

  • On 22 October 1963, a prototype BAC One-Eleven crashed during stall testing near Chicklade, Wiltshire, England. All seven crew members aboard perished. This aircraft was not part of the production series; further details are available in the Development section.
  • On 6 August 1966, Braniff International Airways Flight 250 broke apart mid-flight after entering a severe thunderstorm near Falls City, Nebraska. The flight was traveling from Kansas City, Missouri to Omaha, Nebraska. The accident resulted in the deaths of 38 passengers and four crew members. The model involved was a BAC One-Eleven-203AE.[45]
  • On 23 June 1967, Mohawk Airlines Flight 40, operated by a One-Eleven-204AF, experienced loss of pitch control due to an onboard fire causing severe tail damage. The scheduled passenger flight from Elmira, New York to Washington, DC crashed near Blossburg, Pennsylvania, resulting in the deaths of all 34 occupants.[46] The fire originated in the auxiliary power unit (APU), leading to a ban on its use during flight.[47]
  • On 12 September 1969, Philippine Airlines Flight 158, a BAC One-Eleven registered PI-C1131 flying from Mactan–Cebu International Airport to Manila International Airport (now Ninoy Aquino Airport), collided with a mango tree on a hill in suburban Kula-ike, Antipolo, approximately 12 nautical miles (22 km) east of its destination during a VOR approach to runway 24. Of the 47 individuals onboard, 45 lost their lives. Two survivors—a passenger and a flight attendant—were hospitalized with burns. This incident was the deadliest commercial aviation disaster in the Philippines until 1987.[48]
  • On 7 December 1970, a TAROM One-Eleven 424EU en route from Tel Aviv to Bucharest crashed while approaching Mihail Kogălniceanu International Airport after being diverted due to worsening weather conditions. The crash resulted in 19 fatalities out of the 24 occupants.[49]
  • On 6 September 1971, Paninternational Flight 112 operating with a One-Eleven 515FB suffered double engine failure shortly after takeoff and collided with a bridge on the A7 Autobahn near Hamburg during an emergency landing attempt. Both wings were sheared off due to impact. The water injection system had mistakenly been filled with jet fuel rather than water. Twenty-two out of the 121 passengers and crew died.[50]
  • On 18 April 1974, Court Line Flight 95 (One-Eleven 528 G-AXMJ) was involved in a runway incursion collision at London Luton Airport when a Piper PA-23 Aztec (G-AYDE) entered the active runway without clearance. The Piper pilot died and his passenger sustained injuries; all aboard the One-Eleven evacuated safely after aborting takeoff.
  • On 21 November 1977, Austral Líneas Aéreas Flight 9 experienced pressurization failure while ascending to FL350. During approach to San Carlos de Bariloche International Airport, the aircraft impacted terrain and crashed. Of the five crew members and seventy-four passengers onboard, forty-one passengers and all crew perished.[51]
  • On 7 May 1981, Austral Líneas Aéreas Flight 901 crashed during approach into Jorge Newbery Airport in Buenos Aires following departure from San Miguel de Tucumán. Weather conditions combined with pilot error were probable causes. All five crew and twenty-six passengers died.[52]
  • On 21 July 1989, Philippine Airlines Flight 124 overran the runway during landing at Ninoy Aquino International Airport in Manila. While none of the ninety-eight passengers aboard were killed, eight individuals on the ground lost their lives when the aircraft halted on an adjacent highway.[53][54][55]
  • On 26 June 1991, an Okada Air BAC One-Eleven ran out of fuel while approaching Sokoto Airport and crashed during an emergency landing attempt; four passengers lost their lives.[56]
  • On 18 September 1994, an Oriental Airlines flight carrying Nigerian football club Iwuanyanwu Nationale FC crashed on its fourth landing try at Tamanrasset Airport after competing in CAF Champions League quarterfinals in Tunis. Five people died onboard—three crew members and two footballers.[57][58]
  • On 29 July 1997, an ADC Airlines BAC One-Eleven overshot the runway at Calabar's Margaret Ekpo International Airport during landing; one fatality occurred.[59]
  • On 4 May 2002, EAS Airlines Flight 4226 crashed shortly after takeoff into a suburb of Kano city in Nigeria. Seventy-three out of seventy-seven onboard were killed along with thirty people on the ground. This remains the deadliest accident involving a BAC One-Eleven with a total death toll of one hundred three.[60]

Additional incidents

  • On 9 July 1978, Allegheny Airlines Flight 453 experienced a crash landing at Greater Rochester International Airport while arriving from Boston Logan International Airport. The plane was transporting 77 individuals. The NTSB investigation found that the aircraft touched down on Runway 28 at an excessive speed but still had adequate capability to abort the landing. Despite this, the pilots proceeded with the landing, resulting in the aircraft sliding beyond the runway's end and its landing gear being torn off by a ditch. There were no fatalities, but the aircraft was deemed a total loss.
  • On 4 August 1984, a Philippine Airlines flight overshot runway 36 during an attempted landing at Daniel Z. Romualdez Airport, Tacloban City, Philippines, and ended up in the sea. All 70 passengers and five crew members survived without injury.
  • On 10 June 1990, British Airways Flight 5390 suffered a cockpit window blowout at cruising altitude due to improperly sized bolts securing it. Captain Tim Lancaster was partially ejected from the cockpit by the pressure difference; cabin crew members held onto his legs to prevent him from being fully expelled. The aircraft successfully performed an emergency landing at Southampton Airport. The captain, crew, and passengers all survived. The investigation revealed that the shift maintenance manager had replaced bolts with incorrect sizes, matching them like-for-like to previously used ones. Of the 90 bolts securing the window, 84 were undersized in diameter and six were too short.

Aircraft exhibits

File:BAC 111-510ED 'G-AVMU' (24980480106).jpg
BAC One-Eleven 510ED County of Dorset exhibited at the Imperial War Museum Duxford
  • BAC One-Eleven 475AM G-ASYD is displayed at the Brooklands Museum in Surrey, United Kingdom.
  • BAC One-Eleven 510ED G-AVMU can be found at the Imperial War Museum Duxford in Cambridgeshire, United Kingdom.
  • BAC One-Eleven 510ED G-AVMO is preserved at the National Museum of Flight located in East Fortune, Scotland, United Kingdom.
  • BAC One-Eleven aircraft CC-CYL and CC-CYM are part of the collection at the Museo Nacional Aeronáutico y del Espacio in Santiago, Chile.
  • BAC One-Eleven LV-MRZ is installed inside San Justo Shopping Center in Buenos Aires, Argentina; it features a DC-9 tail section.
  • BAC One-Eleven 510ED G-AVMN is exhibited at the Panzemuseum East in Slagelse, Denmark. This airframe previously served with AB Airlines.
  • A former US Air BAC One-Eleven registered N1117J is stationed near Orlando International Airport, utilized for firefighting training exercises. The aircraft is largely gutted and in deteriorated condition.
  • A former MOD(PE) (later QinetiQ) BAC One-Eleven 539GL with serial ZH763 is housed at the Cornwall Aviation Heritage Centre in Newquay, Cornwall. On 25 November 2023, its fuselage was relocated to an outdoor display area at the Solent Sky museum.
  • Two Rombac One-Eleven 560 models (registrations YR-BRE and YR-BRI—the latter being the final one built) are stored at Bucharest's Henri Coandă International Airport. Both aircraft were designated as part of Romania's national cultural heritage on 11 February 2021.
  • BAC One-Eleven TZ-BSC, owned by Romaero, underwent restoration and was showcased at the Bucharest International Air Show (BIAS) and Black Sea Defense & Aerospace (BSDA) events in 2018.
  • A former Aero America BAC One-Eleven registered N111RZ is located on the grounds of Indian Hills Equestrian Centre in Illinois. This aircraft is missing its left wing and was last operated by Rotec.
  • Registration SX-BAR (215AU) was relocated from Athens Airport to Lavrio; it was last flown by the Hellenic Air Force.
  • A BAC One-Eleven cockpit section is on public display and accessible at the Malta Aviation Museum.
  • A fully preserved BAC One-Eleven is exhibited in Topeka, Kansas at the American Flight Museum under tail number N789CF.

Specifications

File:Main cabin of BAC One-Eleven 510ED ‘G-AVMO’ (25913063348).jpg
Five-abreast seating arrangement, National Museum of Flight
Model 200[61] 300/400[61] 475[62] 500[62]
Flight deck crew 2
Maximum seating capacity[63] 89 119
Overall length 93 ft 6 in (28.50 m) 107 ft 0 in (32.61 m)
Wing dimensions 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 126 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 operating 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)
Maximum takeoff weight (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)
Model 200 300/400 475 500
Maximum payload capacity (17688)[convert: needs a number] (22278)[convert: needs a number] (21269)[convert: needs a number] (26418)[convert: needs a number]
Engines (two units) Rolls-Royce Spey Mk 506 Mk 511 Mk 512-14DW
Total thrust (two engines) 10,410 pounds-force (46.3 kN) 11,400 pounds-force (51 kN) 12,550 pounds-force (55.8 kN)
Maximum cruise speed 476 kn; 882 km/h 470 kn; 871 km/h
Service ceiling altitude 35,000 feet (11,000 m)
Rate of climb 2,750 feet per minute ([convert: unit mismatch])* 2,450 feet per minute ([convert: unit mismatch])* 2,480 feet per minute ([convert: unit mismatch])* 2,280 feet per minute ([convert: unit mismatch])*
Takeoff distance (at MTOW) 6,250 feet ([convert: unit mismatch])* 6,700 feet ([convert: unit mismatch])* 5,500 feet ([convert: unit mismatch])* 6,500 feet ([convert: unit mismatch])*
Range (with typical payload and two-hour reserve) 720 nmi; 1,340 km 1,100 nmi; 2,040 km 1,621 nmi; 3,001 km 1,482 nmi; 2,744 km

See also

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Citations

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Hill 1999, p. 31
  2. ↑ 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
  3. ↑ Sorlucco 2005, pp. 77-78.
  4. ↑ http://www.timetableimages.com, 1 Nov. 1971 Aviateca system timetable
  5. ↑ http://www.timetableimages.com, 31 May 1973 LACSA system timetable
  6. ↑ Timetables timetableimages.com
  7. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  8. ↑ 8.0 8.1 8.2 Chorlton Aeroplane November 2012, p. 78.
  9. ↑ Air International January 1979, pp. 8, 10
  10. ↑ 10.0 10.1 Air International January 1979, p. 10
  11. ↑ Payne Aeroplane February 2021, p. 37.
  12. ↑ 12.0 12.1 Taylor 1975, p. 195.
  13. ↑ Payne Aeroplane February 2021, p. 38.
  14. ↑ Payne Aeroplane February 2021, pp. 38–39.
  15. ↑ Payne Aeroplane February 2021, pp. 400–401.
  16. ↑ 16.0 16.1 16.2 16.3 Cite error: Invalid <ref> tag; no text was provided for refs named database p80-1
  17. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named JAWA82 p173
  18. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  19. ↑ 19.0 19.1 19.2 19.3 Cite error: Invalid <ref> tag; no text was provided for refs named pilling p213-4
  20. ↑ 20.0 20.1 Gunn, John. "Contested Skies: Trans-Australian Airlines, Australian Airlines." University of Queensland Press, 1999. ISBN 0-7022-3073-1, pp. 203–205.
  21. ↑ Hill 1999, p. 25.
  22. ↑ Sorlucco 2005, p. 76.
  23. ↑ Lewis, 2000 p. 314.
  24. ↑ Lewis, 2000. pp. 317–318.
  25. ↑ Hill 1999, pp. 28-30.
  26. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  27. ↑ Hill 1999, pp. 147, 159.
  28. ↑ Hill 1999, pp. 160, 162.
  29. ↑ Hill 1999, pp. 104-105.
  30. ↑ Hill 1999, pp. 116-117.
  31. ↑ Hill 1999, p. 147.
  32. ↑ Hill 1999, p. 148.
  33. ↑ 33.0 33.1 Hill 1999, p. 152.
  34. ↑ Hill 1999, pp. 152-154.
  35. ↑ "Airliner's Crew Overpowers Hijackers of Philippine Plane." Lodi News-Sentinel, May 21, 1982. p.29.
  36. ↑ Hill 1999, pp.156-157.
  37. ↑ Hill 1999, pp.115-117.
  38. ↑ Hill 1999
  39. ↑ Hill 1999
  40. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  42. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Hill 1999
  43. ↑ "QinetiQ BAC 1‑11 flies into history" Archived 2013-06-25 at the Wayback Machine QinetiQ, April 29, 2013.
  44. ↑ https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumbertxt=164W FAA entry for N164W
  45. ↑ "Braniff Airways, Inc. BAC 1-11, N1553, Near Falls City, Nebraska." National Transportation Safety Board, 18 April 1968.
  46. ↑ Template:Usurped National Transportation Safety Board, 18 April 1968.
  47. ↑ Sorlucco 2005, pp. 78-79.
  48. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  49. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  50. ↑ "ASN Aircraft accident BAC One-Eleven 515FB D-ALAR Hamburg-Fuhlsbüttel Airport." Aviation Safety Network, Retrieved: 23 October 2010.
  51. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  52. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  53. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  54. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  55. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  56. ↑ Template:ASN accident
  57. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  58. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  59. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  60. ↑ "Nigeria; EAS Kano Crash Report Indicts Pilot." Africa News, dated April 3, 2003.
  61. ↑ 61.0 61.1 Taylor, John W. R. Jane's All The World's Aircraft 1966–67. London: Sampson Low, Marston & Company, 1966, pp. 138–139.
  62. ↑ 62.0 62.1 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.
  63. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

  • Chorlton, Martyn. "Database: British Aircraft Corporation One-Eleven". Aeroplane, Vol. 40 No. 11, November 2012. pp. 67–82. Template:ISSN.
  • 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.
  • "One-Eleven for the 'Eighties". Air International, Vol. 16 No. 1, January 1980. pp. 7–12, 41–42.
  • Payne, Richard. "X Marks the Spot". Aeroplane, Vol. 49, No. 2, February 2021. pp. 36–41. Template:ISSN.
  • Sorlucco, Jerry. A Good Stick: An Airline Captain Lives the History of 20th Century Commercial Aviation. AuthorHouse, 2005. ISBN 1-4208-4843-7.
  • Spooner, Nigel. A History of Aviation at Brooklands in 100 Objects. Barnsley, England: Pen & Sword Airworld, 2024. ISBN 978-1-52679-091-0.
  • Taylor, John W. R., editor. 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. Template:ISSN.

Further reading

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Template:British Aircraft Corporation aircraft Template:BAE aircraft Template:FAB aircraft designations

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