british aircraft corporation

British Aircraft Corporation - The BAC One-Elev (or BAC-111/BAC 1-11) was one of the first jet aircraft produced by the British Aircraft Corporation (BAC). Originally conceived by Hunting Aircraft as a 30-seat jet, prior to its merger with BAC in 1960, it was launched as an 80-seat airliner with an order from British United Airways on 9 May 1961. The prototype flew of service on August 20. 1963, and was first delivered to its launch customer on 22 January 1965. The enlarged 119-seat 500 series was introduced in 1967. Total production was 244 through 1982 in the UK and 1982-1989 in Romania, where nine Rombac One -Elevs were built. License built by Romaero.

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

British Aircraft Corporation

By the 1950s, although the pioneering de Havilland Comet had suffered disasters in service, it demonstrated strong passenger demand for jet propulsion. Several manufacturers rushed to launch airliners, including those intended for the short-haul market such as the Sud Aviation Caravelle.

G Asyd British Aircraft Corporation (bac) Bac 1 11 475am One Eleven Photo By Aldo Bidini

In July 1956 British European Airways issued a document requesting a "second generation" commercial airliner to operate alongside their existing turboprop designs. This has led to a variety of projects in the British aerospace industry. Hunting Aircraft began design studies for a jet-powered replacement for the successful Vickers Viscount, developing the 30-seat Hunting 107. Around the same time, Vickers began similar development of a 140-seat derivative of its VC10 design, the VC11. Several other aviation companies also produced designs.

In 1960 Hunting, under pressure from the British government, merged with Vickers-Armstrongs, Bristol and Glish Electric to form the British Aircraft Corporation (BAC). The new BAC decided that the Hunting design had value, but that there would be little market for a 30-seat airliner.

The design was transformed into the BAC 107, a 59-seat airliner powered by two 7,000 lb (31 kN) Bristol Siddeley BS75 turbofan engines.

BAC also continued development of the larger 140-seat VC-11 from the Vickers VC10 it had inherited.

Bac Bac.111 One Eleven

Other competing in-house designs such as the Bristol Type 200 were quickly dropped following Hunting's takeover of BAC.

Market research showed that the 59-seat BAC 107 was too small and the design was reworked in 1961, increasing passenger capacity to 80 seats and scrapping the BS75s in favor of Rolls-Royce Speys.

The revised design was renamed the BAC 111 (later known as the One-Elev), and BAC dropped the VC11 design to focus on the more promising One-Elev. Unlike contemporary British airliners such as the Hawker Siddeley Tridt, the One-Elev was not specifically designed to meet the needs of British European Airways or the state-owned British Overseas Airways Corporation, but rather the needs of airlines around the world. world. , and BAC expected orders of up to 400.

On May 9, 1961, the One-Elev was launched publicly when British United Airways (BUA) placed the first order for the One-Elev 200.

British Aircraft Corporation Tsr 2 And Concorde G Axdn Editorial Photography

Mohawk Airlines turned to Europe for a new aircraft that would take them into the jet age, and on July 24, 1962, they closed a deal for four One-Elevs.

Orders followed from Kuwait Airways for three and Ctral African Airways for two. Braniff subsequently doubled its order to 12, while Aer Lingus ordered four. Western Airlines ordered t but later cancelled.

But was stopped by the US Civil Aeronautics Board (CAB), which said subsidies would be required to operate a plane on Bonanza routes, an action some claimed at the time was protectionism.

The CAB also prevented Frontier Airlines and Ozark Air Lines from ordering One-Elevs, while allowing Ozark to order the similar Douglas DC-9 and Frontier to order Boeing 727-100s. The CAB had also unsuccessfully tried to block the Mohawk orders.

Aerospatiale Bac Concorde

In May 1963, BAC announced the One-Elev 300 and 400. The new versions used the Mk. 511 version of the Spey with increased power, allowing for a higher fuel load and longer range. The difference between the 300 and the 400 was in the equipment and the avionics, the 400 intended for sale in the United States and therefore equipped with American instrumentation.

On July 17, 1963, American Airlines ordered 15 aircraft, bringing the total to 60, plus options for 15.

The prototype (G-ASHG) rolled out of the Hurn meeting room on 28 July 1963, by which time BAC had received orders for the type from various operators. On August 20, 1963, the prototype made its maiden flight, painted in the BUA livery. The maiden flight was nearly a year before the Douglas DC-9, a rival American airliner; BAC considered One-Elev as a technological advantage.

One-Elev's advantage was of considerable commercial importance, since, as the Bonanza Air Lines case demonstrated, US authorities could refuse to approve the sale of foreign aircraft to domestic airlines where a US alternative existed (Bonanza stopped ordering and administer the DC- 9). The test flight was conducted by squadron leader Dave Glaser.

British Aircraft Corporation 221 Wg774

The One-Elev prototype, flown by test pilot Mike Lithgow, crashed on October 22 during stall testing, with the loss of all on board. The investigation led to the discovery of what became known as deep stall or super stall, a phomone caused by reduced airflow to the tailplane caused by the combined suppression effects of the wing and aft-mounted engine nacelles at angles of high attack, which prevents recovery to normal flight (nose down).

To prevent such shutdowns, BAC has designed and added devices known as stick shakers and stick pushers to the One-Elev control system.

He also redesigned the leading edge of the wing to smooth the airflow to the engines and over the tailplane. The specially modified aircraft used to test this problem is now in the Brooklands Museum.

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

British Aircraft Corporation Tsr 2. A Cancelled Cold War Strike And Reconnaissance Aircraft Developed By Bac For The Raf.

In 1967, a larger 119-seat version was introduced as the One-Elev 500 (also known as the Super One-Elev). This "extended" version was delayed by at least a year while its release client, BEA, evaluated its requirements. This gave competing US aircraft (the Douglas DC-9 and Boeing 737) a chance to make up for One-Elev's early loss of the US domestic market. The British aircraft's one-year lead has now turned into a year's lag, and the extended 500 series has not been sold in the United States. The type saw service with Cayman Airways and Leeward Islands Air Transport (LIAT) in the Caribbean with Cayman Airways operating the 500 series on scheduled services to Houston, Texas (IAH) and Miami, Florida (MIA), and LIAT flying its 500 series. in San Juan, Puerto Rico (SJU). Bahamasair also operated the extended 500 model with service between Nassau (NAS) and Miami, among other routes, while Guatemalan airline Aviateca operated its 500-series aircraft to both Miami and New Orleans, Louisiana (MSY).

Compared to previous versions, the One-Elev 500 was 2.54 m longer in front of the wing and 1.57 m longer at the rear. The wingspan was increased by 5 ft (1.5 m) and the latest Mk. Spey version 512 was used. The new version has sold quite well around the world, especially to European charter airlines. In 1971 it received an incremental upgrade to reduce drag and reduce tracking requirements.

The BEA/British Airways 500 series aircraft (known as the One-Elev 510ED) varied significantly from other One-Elevs, at the request of BEA. The One-Elev 510ED had a modified cockpit incorporating similar or similar instrumentation and avionics to the Hawker Siddeley Tridt, for better uniformity in type. Its additional equipment included a more sophisticated autopilot, which allowed autolanding on CAT II and included autothrottle. The changes go as far as reversing the "on" position of most switches to match that of the Tridt; in fact, the 510ED was so different from other One-Elevs and 500-series aircraft that a different type classification was required to fly it.

After facing competition from American aircraft in 1966, One-Elev also faced competition from newer and smaller aircraft such as the Fokker F28 Fellowship in 1970.

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