Bac 1-11

[MD-Jonny]

Ciao a tutti
sapete se qualche compagnia aerea italiana abbia mai adottato degli Bac 1-11????
e sapete se atterrano in Italia???
grazie per le (future )risposte!!!!

[Sienamonza2]

Due mesi fà è atterrato un Bac 1-11 privato a Cagliari, è ripartito dopo due orette circa

Bell'aereo

[MD-Jonny]

non lo producono più giusto????

[Sienamonza2]

Non credo, come aereo è abbastanza vecchiotto

[giano1968]

non lo producono più giusto????

direi di no, visto che è un aereo degli anni 60!

[Luke3]

eh no, non lo produce più nessuno ormai. Comunque nessuna compagnia aerea lo ha mai avuto, quì in Italia si è preferito il Caravelle ed il DC-9. Come diceva fede nel suo post sulla storia dei jet civili in Italia, la BAC voleva far comprare i 1-11 all'Alitalia, ma essa era orientata verso il DC-9 e ci fu una "battaglia agguerrita" per chi avesse ragione. Alla fine "vinse" Alitalia e comprò i DC-9

[bruno]

Alla fine "vinse" Alitalia e comprò i DC-9

Bhe per fortuna.....

[atene77]

lo utilizzava...e l'ho preso l' AIR UK, da Stansted-linate, pero' era Bianco...senza nessuna scritta della compagnia!

All'andata ho usato un Bae146...a me piace troppo quel piccolino!

[pastorized]

All'andata ho usato un Bae146...a me piace troppo quel piccolino!

Tropppppppooooo bello il BAe, vero esempio di regional jet... poi l'Avro Rj85 (versione digitale del BAe146) è stupendo...
Ogni volta che ne vedo uno rullare verso l'AirDolomiti appena fuori da LIPQ (l'aviorimessa è collegata all'aereoporto da una TWY privata) rimango stupito dalla sua silenziosità...

[wolly83]

Ho avuto il piacere di volare su questa belva nel '99....
Era un BAC della defunta British World Airlines, che aereo!
Rumorosissimo ma spettacolare!
Pensate che per fare Bergamo-Dublino ha necessitato di uno scalo tecnico per rifornimento a Lille (Francia), non chiedetemi perchè!

[Kaonashi]

ricordo l'ho usato nel 1976 11 e 15 maggio volo British Caledonian andata e ritorno Genova-Londra Gatwick, sembrava un Dc 9 in minore, ricordo che si vedeva bene dall'oblò senza l'ostruzione visiva dell'ala solo fino alla quarta fila di sedili, comunque dava l'impressione di forte rumorosità, ma in volo non dava problemi di confort anche se rispetto ai DC9 Alitalia visti prima sembrava ben più spartano dentro

[Sky65]

Da Catania negli anni '80 il BAC 1-11 era utilizzato da una compagnia inglese, la BIA (British Island Airways ) con destinazione Londra. Il volo era diretto, senza scalo.

[BA.ALE]

fino a qualche anno fa(6/7 anni fa) a TRN operava la EAL european e la british world ma avevano già montato su i silenziatori...ma era assordante lo stesso.
poi c'è da ricordare anche il trident che praticamente era un BAC1-11 ma con un motore in più

[md-80 best plane]

gli utilizzava pure ryanair, ho un foto, ma nn riesco ad allegarla

[tartan]

eh no, non lo produce più nessuno ormai. Comunque nessuna compagnia aerea lo ha mai avuto, quì in Italia si è preferito il Caravelle ed il DC-9. Come diceva fede nel suo post sulla storia dei jet civili in Italia, la BAC voleva far comprare i 1-11 all'Alitalia, ma essa era orientata verso il DC-9 e ci fu una "battaglia agguerrita" per chi avesse ragione. Alla fine "vinse" Alitalia e comprò i DC-9

Alla fine vinse la Douglas. E meno male perché io fui assunto in AZ proprio perché arrivava il DC9.

[threecharlie]

Ecco il wikipediano che è in me linkare la pagina it.wiki http://it.wikipedia.org/wiki/BAC_One-Eleven, non per farmi bello ma per dare modo a voi di segnalarmi qualche inesattezza, dato che devo ancora farmi una cultura in campo civile. Grazie per l'attenzione.

http://commons.wikimedia.org/wiki/Category:BAC_1-11 qualche foto

[md-80 best plane]

non lo producono più giusto????

in realtà ho letto che lo produce ancora una compagnia rumena su licenza della bac. dovrebbe chiamarsi romerio 1-11...ciao

[Maxlanz]

non lo producono più giusto????

in realtà ho letto che lo produce ancora una compagnia rumena su licenza della bac. dovrebbe chiamarsi romerio 1-11...ciao

Non sono più prodotti.

Comunque questo è un bel posto dove curiosare:

http://www.bac1-11jet.co.uk/

Ciao
Massimo

[Valerio Ricciardi]

Da Catania negli anni '80 il BAC 1-11 era utilizzato da una compagnia inglese, la BIA (British Island Airways ) con destinazione Londra. Il volo era diretto, senza scalo.

Del volo Catania Fontanarossa diretto non so nulla, ma di sicuro nel gennaio 1985 c'erano dei voli Ciampino-Gatwick, perché ne presi uno proprio dellla BIA.

Dovessi dire che ne ebbi una buona impressione mentirei. Mooooooolto meglio il DC9 (sensazione meramente soggettiva ed anche datata 23 anni fa, non avvalorata da elementi tecnici a sostegno). Forse l'esemplare non era in condizioni splendide.

Tra l'altro atterrammo abbastanza pesantemente a Luton perché Gatwick era stato appena chiuso per neve, ed Heatrow era sovraccarico dei voli che lo sceglievano come alternato. Pullmann di notte Luton-Londra, un'avventura, col nevischio...

[sardinian aviator]

Il BAC 1-11 era un ospite fisso degli aeroporti italiani sede di voli charter; una delle tante compagnie britanniche che lo utilizzò fu la Dan Air Services; personalmente ci ho volato nel 1978 da AHO a LGW; la cosa che mi stupì molto erano alcune coppie di poltrone girate rispetto al senso di marcia, tipo treno per capirci, che formavano un salottino, cosa che poi ho visto solo su aerei tipo VIP, da ultimo sul Falcon 900 AMI presidenziale.
Il BAC soffriva il caldo e le piste corte, per cui ogni volo d'estate c'era la richiesta di acqua demineralizzata (non chiedetemi a cosa servisse, penso per il raffreddamento) che praticamente usava solo lui.

[cabronte]

Non sono mai riuscito a vederne uno dal vero.
Ecco un esemplare di Ryanair.

[sardinian aviator]

Non sono mai riuscito a vederne uno dal vero.
Ecco un esemplare di Ryanair.

Accidenti, non immaginavo un BAC in livrea "attuale". Evitandomi lunghe e sofferte ricerche, c'è qualcuno che sa dirmi quando Ryanair ha adottato la presente livrea? Che io ricordi, prima (ma l'ultima volta che ne ho visto uno così era il 1978) gli aerei erano prevalentemente verniciati di bianco.
Ma, a ben vedere, questa non è proprio la livrea attuale, c'è solo la coda in blu con l'arpa, la fusoliera è bianca.

[Ashaman]

Il BAC soffriva il caldo e le piste corte, per cui ogni volo d'estate c'era la richiesta di acqua demineralizzata (non chiedetemi a cosa servisse, penso per il raffreddamento) che praticamente usava solo lui.

Nei jet dell'era si poteva iniettare nelle turbine, oltre al carburante per la combustione, una miscela di solito composta di 50% acqua demineralizzata e 50% metanolo (che fungeva principalmente da anticongelante per il liquido alle temperature di crociera), affinché le camere di combustione potessero lavorare ad una pressione lievemente superiore al massimo consentito senza fondere.

Per inciso, un sistema del genere era presente anche in parecchi liner con motori a pistoni dell'epoca antecedente l'arrivo dei jet (l'acqua veniva vaporizzata nei cilindri e fungeva sia da raffreddante che da antidetonante). In entrambi i casi l'iniezione dell'acqua serviva solo in decollo o al massimo durante un go-around, per chiedere al motore più di quanto non fosse in grado normalmente di dare, per un massimo di 2 minuti consecutivi, dopodiché il sistema doveva essere disattivato e la pressione di alimentazione ridotta alla massima consentita senza iniezione ad acqua.

L'ultimo aereo, che io sappia, ad avere questo sistema di iniezione ad acqua è stato il 747-100, almeno per quanto riguarda gli aerei costruiti Negli USA.

[i-daxi]

Ricordo a Linate quelli della British Airways, Aer Lingus, British Caledonian, European Air Charter e i Rombac della Tarom, e un charter della Cyprus.

[i-daxi]

Non sono mai riuscito a vederne uno dal vero.
Ecco un esemplare di Ryanair.

Accidenti, non immaginavo un BAC in livrea "attuale". Evitandomi lunghe e sofferte ricerche, c'è qualcuno che sa dirmi quando Ryanair ha adottato la presente livrea? Che io ricordi, prima (ma l'ultima volta che ne ho visto uno così era il 1978) gli aerei erano prevalentemente verniciati di bianco.
Ma, a ben vedere, questa non è proprio la livrea attuale, c'è solo la coda in blu con l'arpa, la fusoliera è bianca.

Il BAC 1.11 è stato il primo aereo a getto usato dalla Ryanair, li compravano usati dalla Tarom, la livrea bianca Blu Gialla da quello che sò venne utilizzata a partire dagli anni '90, anche se venne perfezionata con l'ingresso dei 737 200.

Il primissimo logo era costituito da 3 R maiuscole incrociate quasi a formare il famoso trifoglio irlandese.

Avevo raccontato la storia della compagnia quì:

http://www.md80.it/bbforum/viewtopic.ph ... r&start=35

[sardinian aviator]

Il BAC soffriva il caldo e le piste corte, per cui ogni volo d'estate c'era la richiesta di acqua demineralizzata (non chiedetemi a cosa servisse, penso per il raffreddamento) che praticamente usava solo lui.

Nei jet dell'era si poteva iniettare nelle turbine, oltre al carburante per la combustione, una miscela di solito composta di 50% acqua demineralizzata e 50% metanolo (che fungeva principalmente da anticongelante per il liquido alle temperature di crociera), affinché le camere di combustione potessero lavorare ad una pressione lievemente superiore al massimo consentito senza fondere.

Per inciso, un sistema del genere era presente anche in parecchi liner con motori a pistoni dell'epoca antecedente l'arrivo dei jet (l'acqua veniva vaporizzata nei cilindri e fungeva sia da raffreddante che da antidetonante). In entrambi i casi l'iniezione dell'acqua serviva solo in decollo o al massimo durante un go-around, per chiedere al motore più di quanto non fosse in grado normalmente di dare, per un massimo di 2 minuti consecutivi, dopodiché il sistema doveva essere disattivato e la pressione di alimentazione ridotta alla massima consentita senza iniezione ad acqua.


Grazie Ashaman, ci ho messo trent'anni a capirlo, ma finalmente ce l'ho fatta!
Quindi serviva al BAC 1-11 per aumentare le prestazioni dei motori al decollo; di conseguenza non era sbagliata l'associazione con le piste corte, come all'epoca veniva sostenuto dagli equipaggi.
Una specie di catapulta chimica per un maggior boost.

L'ultimo aereo, che io sappia, ad avere questo sistema di iniezione ad acqua è stato il 747-100, almeno per quanto riguarda gli aerei costruiti Negli USA.

[i-daxi]

http://www.youtube.com/user/frenchalps2009#p/u

[alainvolo]

L'utente alainvolo ha richiesto in data 31 ottobre 2011 la cancellazione del suo account e la rimozione dei suoi post.

[i-daxi]

Bac. 1.11 e Rombac 1.11:

The British Aircraft Corporation One-Eleven, also known as the BAC 1-11, the BAC-111 or the BAC-1-11, was a British short-range jet airliner of the 1960s and 1970s. Conceived by Hunting Aircraft, it was developed and produced by the British Aircraft Corporation when Hunting merged into BAC along with other British aircraft makers in 1960.

The One-Eleven was designed to replace the Vickers Viscount. It was the second short-haul jet airliner to enter service, the first being the French Sud Aviation Caravelle. Due to its later service entry, the One-Eleven took advantage of more efficient engines and airline experience of jets. This made it popular, with over half of the sales at its launch being in the largest and most lucrative market, the United States. The One-Eleven was one of the most successful British airliner designs, and served until its widespread retirement in the 1990s due to noise restrictions.

Design and development
In 1956, both Vickers and Hunting started design studies on jet replacements for the Viscount. Vickers offered a 140-seat development of its VC10 project: the VC11. Hunting offered the all-new 100-seat Hunting 107.

In 1960 Hunting, under British government pressure, merged with Vickers-Armstrongs, Bristol, and English Electric to form BAC. In 1961, BAC decided to continue work on the Hunting 107 as a private venture. It redesignated it One-Eleven (the first BAC project and the eleventh Vickers civil aircraft). Because of the short delay over the merger, the One-Eleven was able to use the new Rolls-Royce Spey turbofan, greatly improving its fuel economy. BAC was concerned the aircraft was too large to fit the Viscount role in the original Hunting configuration and reduced its capacity to 80 seats. This version became the One-Eleven 200, the original design having retroactively become the 100.

The One-Eleven 200, 300 and 400

On 9 May 1961 British United Airways (BUA) placed the first order for ten One-Eleven 200s. On 23 October Braniff in the United States ordered six. Other orders followed from Mohawk for four, Kuwait Airways for three, and Central African Airways for two. Braniff subsequently doubled its order to 12, while Aer Lingus ordered four. Western Airlines ordered ten aircraft but later cancelled. Bonanza Air Lines also wanted to order One-Elevens at a later stage but was stopped by a protectionist action of the US Department of Transportation.

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. There were a number of other changes, with the main visual difference being in the nosewheel doors. The difference between the 300 and 400 lay in their equipment and avionics, with the 400 intended for sales in the USA and thus equipped with US instruments. American Airlines ordered 15 aircraft on 17 July 1963, bringing the order total to 60, plus options for many more. American Airlines eventually bought a total of 30 of the 400-series, making that airline the largest ever customer of One-Elevens. This was assumed to be enough for BAC to break even on the project. In retrospect, however, many have doubted whether BAC and its successors made money on the One-Eleven.

The prototype (G-ASHG) rolled out of the Hurn assembly hall on 28 July 1963, its first flight following soon on 20 August. This was almost a year ahead of the competing US airliner, the Douglas DC-9. This lead was commercially most important, since — as shown by the Bonanza case — US authorities could refuse to approve sales of foreign aircraft to domestic airlines where an American alternative existed.

The One-Eleven prototype, flown by test pilot Mike Lithgow, crashed with the loss of all on board on 22 October during stall testing. The investigation led to the discovery of what became known as deep stall or superstall, a phenomenon caused by reduced airflow to the tailplane caused by the combined blanking effects of the wing and the aft-mounted engine nacelles at high angles of attack, which prevents recovery of normal (nose-down) flight. To obviate this, BAC designed and added devices known as stick shakers and stick pushers to the One-Eleven's control system. It also redesigned the wing's leading edge to smooth airflow into the engines and over the tailplane.

Despite the crash, testing continued and customer confidence remained high. American Airlines and Braniff took up their optional orders and placed further ones in February 1964. Further orders came from Mohawk, Philippine Airlines and 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 their first aircraft on 11 March, while Mohawk received their first on 15 May. Deliveries continued, and by the end of 1965 airlines had received 34 aircraft. Demand continued to be buoyant, with a second production line set up at Weybridge.

The One-Eleven 500, 510ED and 475

The One-Eleven 510, DuxfordIn 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 DC-9 and Boeing 737) the chance to make up for the One-Eleven's early penetration of their domestic market. The British aircraft's initial one-year advantage now turned into a one-year delay and the 500 failed to sell in the USA. Compared with earlier versions, the One-Eleven 500 was longer by 8ft 4in (2.54 m) ahead of the wing and 5ft 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.

BEA/British Airways 500 series aircraft (denoted 1-11 510ED) varied significantly from other 1-11s, 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 HS.121 Trident, for better commonality with the type (which at the time was the BEA/BA shorthaul workhorse). Their additional equipment included a more sophisticated autoflight system, which allowed CAT II autolandings and included an autothrottle (autoland functionality was removed from most aircraft later in their careers). 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, despite the fact that aside from the flight deck it was basically identical to all other 500 series aircraft.

Having faced competition "from above" with the aforementioned US aircraft by 1966, by 1970 the One-Eleven also faced competition "from below." The new competitor was the Fokker F28. Available as a four-member "family," it was lighter, less complex, and cheaper. The One-Eleven 475 of 1970 was launched to compete with the F.28. It combined the 400 fuselage with the higher power and larger wing of the 500 and was intended for hot and high operations. Only ten of the One-Eleven Mk 475 were sold. In 1977, the One-Eleven 670, a quiet and updated 475, was offered to the Japanese domestic market, failing to sell.

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.

Development projects

By 1974, BAC invested significant effort into launching the One-Eleven 700. This had a longer body with a 134-seat interior and the projected Spey 67 engine producing greater power. 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 rejected.

In 1977, BAC merged with Hawker Siddeley to form British Aerospace (BAe) and the One-Eleven 800 was proposed with CFM-56 engines. It would have accommodated some 150 passengers in a mixed class layout. The One-Eleven 800's fate was involved with the development of a European competitor to ubiquitous U.S. short/medium range airliners and it did not progress to the design stage.

The Rombac deal

Romavia ROMBAC 1-11In 1979, Romanian president Nicolae Ceauşescu signed the contract for One-Eleven licence production in Romania. This was to involve the delivery of three complete One-Elevens 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 and US standards. A market for up to 60 or even 80 cheap Romanian-built aircraft was mooted at the time, largely in China, the Third World and possibly Eastern Europe. The aircraft was redesignated ROMBAC 1-11.

The first flight of a Rombac 1-11 was on 18 September 1982 and production continued until 1989 at a much slower pace than foreseen in the contract: nine aircraft were delivered. There were three reasons why the Rombac initiative failed: Romania's economy and international position deteriorated to the point where supplies for One-Eleven manufacture slowed to a trickle; the market foreseen by the Romanians failed to show an interest, though some Rombac machines were leased out to European operators; the One-Eleven's noise level and fuel economy had failed to keep pace with US and West European competition. With reference to the last reason, Rolls-Royce repeatedly refused to allow its Tay engine to be used on Romanian One-Elevens. This reluctance is assumed to reflect fears that the Fokker 100, the Tay's launch airframe, would suffer from Romanian competition.

[edit] Operational history
Total production of the One-Eleven in British and Romanian factories was 244, with two airframes left incomplete in Romania. A major initiative to re-engine corporate One-Elevens with Tay engines gathered pace in the USA in the late 1980s and early 1990s but came to nought after several successful test flights. Passive opposition from the engine maker among other factors is claimed to have sabotaged its chances of success.

One-Elevens served widely in the USA until displaced by the indigenous Douglas DC-9 and Boeing 737 in the early 1970s. In Europe they were common, continuing in widespread use until the mid-1980s and into the 1990s. Many One-Elevens then moved to smaller airlines, notably in the Far East and Africa. The last major operations were in Nigeria, where they were grounded after a crash in 2002. Today only a handful are still operating, mainly in Africa, though corporate versions survive in the USA and Europe. A further nail in the coffin for the One-Eleven in Europe was the Stage III noise abatement regulations which took effect from March 2003. The costs of bringing the Rolls-Royce Spey engines into compliance with this, by developing a hush kit, proved an expensive prospect for the smaller operators still using this aircraft type. Therefore very few 1-11s were fitted with hush kits, and most European operators disposed of the type from their fleet. Several dozen One-Elevens are in storage and for sale around the world.

British Airways retired its last One-Eleven in 1998.

Variants:

BAC One-Eleven 200
Initial production version, widely sold; individual customer designations within this series. 56 built.
BAC One-Eleven 300
Uprated engines, more fuel for longer range; individual customer designations within this series. 9 built.
BAC One-Eleven 400
Series 300 with American instrumentation and equipment; the definitive short-body version; individual customer designations within this series. 69 built.
BAC One-Eleven 475
Series 400 body with Series 500 wing and powerplant plus rough-airfield landing gear and body protection. 9 built, including 3 for Oman.
Rombac 111-495
Romanian-built version of the Series 475
BAC One-Eleven 500
Extended body version with up to 119 seats; new engines; individual customer designations within this series. 87 built.
BAC 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 111-560
Romanian-built version of the Series 500
BAe One-Eleven 670
Series 475 with improved aerodynamics and reduced noise; one converted from Series 475


General characteristics
Specifications (BAC One-Eleven 200):

Crew: 2 pilots and 3 flight attendants
Capacity: 89 passengers in charter layout
Length: 92 ft 6 in (28.2 m)
Wingspan: 88 ft 6 in (26.9 m)
Height: 23 ft 9 in (7.2 m)
Wing area: 1,003 ft² (93.2 m²)
Empty weight: 46,405 lb (21,049 kg)
Max takeoff weight: 74,500 lb (33,800 kg)
Powerplant: 2× Rolls-Royce RB.163 Spey Mk. 506 turbofans, 10,600 lbf (47 kN) each
Performance

Maximum speed: 470 knots (540 mph, 870 km/h)
Cruise speed: 430 knots (495 mph, 795 km/h)
Range: 1,250 nm (1,440 mi, 2,320 km)
Service ceiling: 35,000 ft (10,700 m)

http://www.bac1-11jet.co.uk/

[i-daxi]

Status: Final
Date: 22 OCT 1963
Time: 10:40
Type: BAC One-Eleven 200AB
Operator: British Aircraft Corporation - BAC
Registration: G-ASHG
C/n / msn: 004
First flight: 1963
Total airframe hrs: 81
Cycles: 78
Crew: Fatalities: 7 / Occupants: 7
Passengers: Fatalities: 0 / Occupants: 0
Total: Fatalities: 7 / Occupants: 7
Airplane damage: Written off
Airplane fate: Written off (damaged beyond repair)
Location: 2 km (1.3 mls) NNW of Chicklade (United Kingdom)
Phase: Maneuvering (MNV)
Nature: Test
Departure airport: ?
Destination airport: ?
Narrative:
The One-Eleven prototype was engaged in a series of test fights to assess stability and handling characteristics during the approach to, and recovery from the stall with a centre of gravity in varying positions. On the fifth stalling test, at a height of about 16000 feet and with 8deg of flaps, the plane entered a stable stall. The 1-11 continued to descend at a high vertical speed, and in a substantially horizontal attitude and eventually struck the ground with very little forward speed.

PROBABLE CAUSE: "During a stalling test the aircraft entered a stable stalled conditions, recovery from which was impossible."

[i-daxi]

Qualche info in più:

The BAC 1-11 story began in the 1950s as Vickers Armstrong and Hunting Aircraft commenced work on two separate design studies for a short haul jet airliner. By 1961 the newly formed British Aircraft Corporation decided to proceed with the project and on the 9 May 1961 the public launch took place as the first order was announced by the company for 10 aircraft from British United Airways. On 23 October Braniff Airways placed a firm order for 6 aircraft. Other orders soon followed from Mohawk Airlines for 4 aircraft, Kuwait Airways for 3 aircraft and by Central African Airways for 2 aircraft. Braniff Airways subsequently doubled it's order to 12 aircraft while Aer Lingus ordered 4 aircraft. Western Airways ordered 10 aircraft but later it was cancelled. The biggest breakthrough came when American Airlines ordered 15 aircraft on the 17 July 1963. 60 orders had been received by the time the first 1-11 was rolled out.

The prototype G-ASHG rolled off the Hurn production line on 28 July 1963 in the livery of first customer British United Airways. The first flight took place on 20 August. Unfortunately this aircraft crashed killing all on board on 22 October. Despite this early setback the flight test program continued and customer confidence remained high. American Airlines and Braniff Airways placed more orders in February 1964. During this year further orders were received from Mohawk Airlines, Philippine Airlines and from Helmut Horten who ordered the first Executive aircraft. By the end of 1964 13 aircraft had rolled off the production line.

After nearly 2 years of flight testing the aircraft was certified and the first 1-11 delivery, G-ASJI to British United Airways, took place on 22 January 1965. After several weeks of route proving flights the first revenue service commenced on 9 April with G-ASJJ from Gatwick to Genoa. Braniff took delivery of their first aircraft N1543 on 11 March while Mohawk Airlines took their first aircraft on 15 May. Deliveries continued to take place and by the end of 1965 34 aircraft had been received by their customers. In fact such was the demand that a second production line was set up at Weybridge to cope. Total deliveries for 1966 stood at 46 aircraft. 1967 to 1971 saw another 120 aircraft delivered with the most significant order going to British European Airways but then the decline set in! In the period 1972 until the production line finally closed in 1982 only another 35 aircraft were built! The largest order received during the last ten years came from Tarom.

The last aircraft to be built was G-BLDH construction number 262. The last aircraft to be delivered was G-BLHD "Last Hurn Delivery" construction number 260. This took place on 30 May 1984. A total of 235 aircraft had been delivered from Hurn and Weybridge.

This was not the end of the story though as the entire production line was moved to Baneasa in Romania. The ROMBAC project had been planned for a number of years and it was intended that as many as 80 1-11s would be built. The first flight of a Rombac 1-11 YR-BRA took place on 18 September 1982. Production continued until the 9th and last ever new production 1-11 YR-BRI came off the line. It's first flight took place in April 1989. It was delivered to Romavia in 1991. The demise of the Rombac project came about due to the unstable political situation in Romania. Total production of the BAC 1-11 therefore was 244 aircraft. 2 further airframes remained incomplete in Romania. These consisted of several models. The series 200, 300, 400, 475, 500, 670. If only the series 700 and 800 went further than the drawing board!

Major operators of the BAC 1-11 have included Court Line, Dan Air, British Caledonian, BEA/British Airways, European Aviation, Ryanair, Braniff, Florida Express, US Air, Austral, Okada Air, Kabo Air, Tarom, Bavaria.

During the last ten years the number of operational 1-11s in the UK has slowly decreased. Since British Airways and Dan Air retired their aircraft in 1992 the two major operators have been European Aviation and British World Airlines. The three remaining British World aircraft were retired at the end of 2000 and placed into storage at Southend. Two were flown out to Malta and are currently stored at the Medavia facility. The third remains stored at Southend. At European Aviation five aircraft remained current throughout the 2001 summer season. G-AVMT, G-AWYV, G-AXLL, G-AYOP, G-AZMF. By the beginning of November all the aircraft had returned to Hurn. G-AXLL and G-AYOP have been sold to Savannah Airlines of Nigeria and registered 5N-BDU and 5N-BDV. G-AWYV was placed into storage at the end of January 2002. The only current aircraft as of March 2002 was G-AZMF which had been operating the weekly ski flights from Bournemouth to Turin on Sundays. It carried out a number of enthusiast flights during March and became the last British Registered aircraft to carry out a commercial service on the 31st March 2002. It was placed into storage with G-AVMT and G-AWYV. The only other aircraft to survive in the UK are G-MAAH and VP-CCG operated by Aravco and based at Bournemouth, 2 aircraft operated by QinietQ, ZE432, ZH763, based at Boscombe Down and BAe Systems Radar Test Bed ZE433 which is also based at Bournemouth with FR Aviation. Regular visitors to Hurn are the 3 aircraft from the Royal Air Force of Oman. These visit FR Aviation for maintenance.

As for the remaining world wide fleet, the majority of surviving aircraft were being operated in Nigeria until May 2002. Sadly a crash brought an ubrupt end to operations and the entire fleet was grounded. There were as many as 50 aircraft owned by several operators although many are now derelict. It is assumed that the majority of the Nigerian fleet will not fly again. Other operators who continued to operate the aircraft into the 21st century included Nationwide Airlines of South Africa, Aero Asia of Pakistan, and a host of other small airlines in third world countries. Once again most are now in storage and probably won't fly again. About 12 executive aircraft remain in service with 6 having been stage three hush-kitted