Growing up as a kid, there was one plane that attracted me so much – the British Aircraft Corporation BAC 1-11. I remember seeing Philippine Airlines’ BAC 1-11 flying over the roof of our house, roaring loudly as it took off for a domestic destination in the Philippines. After taking the time to get to know the plane, allow me to share with you a little bit about everything you need to know about the BAC 1-11.
In total, PAL operated 17 BAC 1-11s which include 4 series 400s and 13 series 500s until the late 80s. They were eventually replaced by Boeing 737-300s.
What is the BAC 1-11?
The BAC One-Eleven, also known as the BAC-111 or BAC 1-11, was a revolutionary early jet airliner that made its debut in the 1960s. Initially designed as a 30-seat jet by Hunting Aircraft, the BAC One-Eleven underwent significant changes after the company merged with British Aircraft Corporation (BAC) in 1960. With a new 80-seat capacity, it was launched with an order from British United Airways on May 9, 1961.
The BAC One-Eleven was a short-haul, narrowbody aircraft powered by aft-mounted Rolls-Royce Spey low-bypass turbofans, a configuration similar to the earlier Sud Aviation Caravelle and later Douglas DC-9. It competed with early Boeing 737 variants and was used by several US carriers, as well as multiple British, overseas, and European airlines, including Romanian operators.
After successful tests, the prototype completed its maiden flight on August 20, 1963, and was first delivered to British United Airways on January 22, 1965. The 119-seat stretched 500 series was introduced in 1967, and production continued until 1982 in the United Kingdom. From 1982 to 1989, nine Rombac One-Elevens were license-built by Romaero in Romania, totaling 244 BAC One-Elevens produced.
History of the BAC 1-11
The BAC 1-11, also known as the BAC One-Eleven, was an early jet airliner produced by the British Aircraft Corporation (BAC). Its history begins with Hunting Aircraft, who originally conceived the H107, a 30-seat jet airliner. However, the full prototype was never created.
In 1960, Hunting Aircraft merged with British Aircraft Corporation, and the BAC VC7 project, a 140-seat development of their successful VC10, was already underway at the former Vickers Armstrongs factory in Weybridge. BAC identified the H107 as having potential and merged the projects under the BAC107 heading. However, market research suggested that the 59-seat BAC107 was still too small, and so the design was reworked into the 80-seat BAC 1-11. The main design development was carried out by the team in Surrey, while the prototypes were produced at Hurn, now known as Bournemouth Airport.
Although the BAC 1-11 held several technological advantages over competitors such as the Douglas DC-9, US-based airlines were not permitted to purchase foreign aircraft. Nevertheless, pre-orders continued to arrive, and in July 1963, American Airlines added another 15 aircraft to their order, taking the total to 60. With pre-launch orders building steadily, the BAC 1-11 Series 200 prototype (G-ASHG) made its first flight from Hurn on August 20, 1963.
Tragically, the prototype was lost in a crash during stall testing on October 22, 1963. However, full development continued, and the BAC 1-11 introduced several innovations in airline design, including the then-revolutionary “stick-shakers and pushers” on the control systems.
Unlike other aircraft entering the market, the BAC 1-11 was not designed for any specific sector of the airline market or with a particular airline in mind. This made the aircraft highly flexible and anticipated that sales orders may reach or even exceed 400 aircraft.
Certification for passenger services
Finally, the BAC One-Eleven was certified for passenger service, and the first customer handover took place on January 22, 1965, to British United Airways (BUA) with the registration G-ASJI. This was followed by the introduction of the BAC 1-11 Series 400 in July 1965, primarily aimed at the US market.
In 1967, the stretched BAC 1-11 Series 500, also known as the Super One-Eleven, increased the passenger capacity from 79 to 119, making the aircraft even more cost-effective and popular on European Inter-City routes as well as with the new package holiday operators.
The BAC 1-11 510ED version was primarily operated by British European Airways (BEA), although these aircraft were subsequently operated by several “Tour Airlines” after their retirement from BEA service.
However, by the 1970s, other manufacturers were developing newer and more competitive designs, and the market was changing. The BAC 1-11 Series 475, optimized for hot and high/short airfield operations, only sold 10 aircraft.
One notable aircraft, a BAC 1-11 Series 201 purchased from British Caledonian, was transferred to the Royal Aircraft Establishment (RAE) Blind Landing Experimental Unit at Thurleigh in 1973. This aircraft was involved in numerous development flights for what we now commonly refer to as the Instrument Landing System (ILS).
Despite its innovative features and popularity with airlines, noise restrictions and newer aircraft such as the Airbus A320 and later Boeing 737 variants led to the retirement of the BAC 1-11.
BAC 1-11 variants and their specifications
BAC 1-11 Series 200:
The BAC 1-11 Series 200 was the first production variant of the aircraft. It featured a length of 87 feet, a wingspan of 89 feet, and a height of 24 feet. The aircraft was powered by two Rolls-Royce Spey 506 turbofan engines, which gave it a range of 1,500 nautical miles and a maximum cruising speed of 515 mph. The BAC 1-11 Series 200 had a seating capacity of up to 119 passengers, depending on the configuration.
BAC 1-11 Series 300:
The BAC 1-11 Series 300 was an upgraded version of the Series 200. It featured a length of 93 feet, a wingspan of 89 feet, and a height of 24 feet. The aircraft was powered by two Rolls-Royce Spey 511-14 turbofan engines, which gave it a range of 1,700 nautical miles and a maximum cruising speed of 535 mph. The BAC 1-11 Series 300 had a seating capacity of up to 119 passengers, depending on the configuration.
BAC 1-11 Series 400:
The BAC 1-11 Series 400 was a variant that was primarily aimed at the US market. It featured a length of 93 feet, a wingspan of 89 feet, and a height of 24 feet. The aircraft was powered by two Rolls-Royce Spey 512-14DW turbofan engines, which gave it a range of 2,300 nautical miles and a maximum cruising speed of 535 mph. The BAC 1-11 Series 400 had a seating capacity of up to 119 passengers, depending on the configuration.
BAC 1-11 Series 475:
The BAC 1-11 Series 475 was a variant that was optimized for hot and high/short airfield operations. It featured a length of 93 feet, a wingspan of 89 feet, and a height of 24 feet. The aircraft was powered by two Rolls-Royce Spey 512-14DW turbofan engines, which gave it a range of 2,200 nautical miles and a maximum cruising speed of 535 mph. The BAC 1-11 Series 475 had a seating capacity of up to 89 passengers, depending on the configuration.
BAC 1-11 Series 500:
The BAC 1-11 Series 500, also known as the Super One-Eleven, was a stretched variant of the aircraft. It featured a length of 119 feet, a wingspan of 89 feet, and a height of 24 feet. The aircraft was powered by two Rolls-Royce Spey 512-14DW turbofan engines, which gave it a range of 2,500 nautical miles and a maximum cruising speed of 535 mph. The BAC 1-11 Series 500 had a seating capacity of up to 119 passengers, depending on the configuration.
Design of the BAC 1-11
The British Aircraft Corporation BAC One-Eleven was designed during the 1960s, a time when airlines were seeking aircraft that were faster, more efficient, and capable of transporting more passengers than previous generations. The BAC 1-11 was designed as a response to these needs, and was built as a short-range jet airliner that could carry passengers between regional airports. The aircraft’s design was influenced by earlier British aircraft designs, such as the De Havilland Comet and the Vickers VC10.
The BAC 1-11 had a sleek and elegant design that was both aerodynamic and efficient. The aircraft had a low wing configuration and a T-tail, with two rear-mounted Rolls-Royce Spey turbofan engines that gave it the power it needed to travel at high speeds. The engines were mounted at the rear of the fuselage to reduce noise and improve passenger comfort.
The fuselage of the BAC 1-11 was made of lightweight aluminum alloy and was designed with a narrow body that was optimized for high-speed cruising. The aircraft’s wings were designed with a high degree of sweep, which reduced drag and increased lift, allowing the aircraft to take off and land at shorter runways. The cockpit was located at the front of the aircraft and featured a large windscreen that provided pilots with excellent visibility.
The BAC 1-11 had a number of innovative features that set it apart from other aircraft of its time. One of the most notable features was the use of a “stick shaker” system that warned pilots when the aircraft was approaching an aerodynamic stall. This system was a significant safety improvement, as it allowed pilots to take corrective action before the aircraft became uncontrollable.
Another important feature of the BAC 1-11 was its use of a new type of passenger cabin layout that allowed for faster boarding and disembarkation of passengers. The aircraft featured a single aisle that ran down the center of the cabin, with rows of seats on either side. This layout allowed passengers to quickly move in and out of the aircraft, reducing turnaround times and increasing efficiency.
Overall, the design of the BAC One-Eleven was a significant step forward in the development of short-haul jet airliners. Its sleek and efficient design, combined with innovative safety features and passenger cabin layout, made it a popular choice for airlines around the world. Despite being retired from service in the 1990s, the BAC 1-11 remains an important part of aviation history and a testament to the innovative spirit of the 1960s.
First love never dies. I fell in love with airplanes and aviation when I was a kid. My dream was to become a pilot, but destiny led me to another path: to be an aviation digital media content creator and a small business owner. My passion for aviation inspires me to bring you quality content through my website and social accounts. Aviation is indeed in my blood and blog!
