Main Menu

BAC 111

 

bac111


By 1957 the Hunting H.107 had been defined as a trim-looking project powered by two engines in the 6,000-lb class. But in 1960 Hunting became part of BAC (British Aircraft Cor-poration). By this time the design looked promising, and Vickers-Armstrongs collaborated (and eventually took over). The 107 grew into the One-Eleven, to match the thrust of the available Rolls-Royce Spey engine (10,000 lb). This made the aircraft at least a 65-seater, with 3+2 seating in a wider fuselage.


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 finally revised aircraft incorporated a circular-section all-metal pressurised fuselage, low-set swept monoplane wings incorporating Fowler type trailing-edge flaps, and airbrakes/spoilers on the wing upper surface, forward of the flaps. The T-tail included a variable-incidence tailplane, and the landing gear, of hydraulically retractable tricycle type, had twin wheels on each unit. Accommodation was provided for a maximum of 79 passengers in five-abreast high-density seating, and in addition to a conventionally placed passenger door at the forward end of the cabin on the port side, the BAC.111 had also a ventral airstair below the tail unit, giving access to or from the aft end of the cabin. Powerplant of the prototype One-Eleven Series 200, which was intended as the basic production version, consisted of two 4722kg thrust Rolls-Royce Spey Mk 506 turbofans.

 

BAC-1-11-pit

 

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 1963. The first BAC One-Eleven totalled 30 hr. 30 min in the air in the 24 days following the maiden flight. This aircraft crashed on 22 October during the flight development programme, together with a highly experienced crew of seven that included test pilot M. J. Lithgow. Investigation showed the cause to be a deep stall, resulting from the T-tail and rear-mounted engine configuration, and remedial action included the installation of powered elevators, a stick-pusher, and modification of the wing leading edges. These changes were adequate to prevent the aircraft from assuming an inadvertent and dangerous angle of attack, a condition peculiar to this configuration, in which the wing loses lift and the horizontal tail surfaces are unable to restore longitudinal stability. 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.


After nearly 2 years of flight testing the aircraft was certified on 5 April 1965 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. 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.


In the period 1972 until the production line finally closed in 1982 only another 35 aircraft were built.

The first version, the Series 200, weighed 73,5001b and could seat 79. This sold to Braniff and Mohawk of the USA.


Long before certification, in May 1963, the British Aircraft Corporation (BAC) announced that it was intended to develop two other versions in addition to the basic Series 200. These were to include an increased payload/range One-Eleven Series 300, with 5171kg thrust Spey Mk 511 turbofans, and a generally similar One-Eleven Series 400 that would incorporate modifications to meet US requirements. As well as introducing more powerful engines, the Series 300 had increased fuel capacity, and strengthened wings and landing gear to cater for a 3856kg increase in gross weight. Interest in the One-Eleven was growing, following the initial order of 10 Series 200 aircraft from British United Airways (BUA), and market potential within the USA was demonstrated by an early order for six aircraft from Braniff International. When this was followed by orders from other US carriers, including American Airlines, the prospect for fairly large US sales seemed very good. However, by the time that FAA Type Approval was awarded, on 16 April 1965, there was a growing number of aircraft competing within the same payload/range category, and total sales to US carriers failed to reach the figures that had at one time seemed possible. Initial One-Eleven services were flown by British United, from Gatwick to Genoa, on 9 April 1965; in the USA, Braniff's first Corpus Christi-Minneapolis revenue flight was made on 25 April. In January 1966, BUA inaugurated London-Scotland and London-Northern Ireland One-Eleven domestic routes. Production of the three initial versions of the One-Eleven totalled 134: 56 Series 200, nine Series 300, and 69 Series 400 aircraft.

 

011BAC111


The Series 300, with 11,400-lb engines, weighed 85,000 lb, with more fuel and more powerful brakes. The Series 400 was a 300 tailored to the US market, with weight reduced for two-crew operation and many special US features. American bought 30.


Iit was not until British European Airways (BEA) began to show interest in an enlarged One-Eleven that design of what was to become the One-Eleven Series 500 was finalised. With a fuselage lengthened by 2.54m forward of the wing, and 1.57m aft of the wing, the Series 500 could accommodate a maximum of 119 passengers. More powerful Speys of up to 12,550-lb thrust with water injection engines were introduced, the wing span increased by 1.52m, and the structure of both landing gear and wings strengthened to make possible a significant increase in gross weight. This was originally 41277kg for takeoff, but has since been raised to a maximum of 47400kg. The prototype for the Series 500 was produced by conversion of the Series 400 development aircraft, and this flew for the first time in its new configuration on 30 June 1967. ARB certification of a production example was gained on 15 August 1968, and BEA's first revenue flight was flown three months later, on 17 November.


The final variant to appear was the One-Eleven Series 475, intended for operation from and into smaller airports, or in higher temperature/altitude environments. This retains the standard fuselage/accommodation of the Series 400, and combines the powerplant and wings of the Series 500, plus a modified landing gear with low-pressure tyres, anti-slush protection and gravel deflectors to permit operation from lower-grade surfaces.


In addition to Series 475 and 500 aircraft which were available from BAe in standard configuration, two other special variants were available. These comprised executive or freighter configurations, and approximately 40 examples of the former are in service worldwide. The freighter conversion includes installation of a 3.05 by 1.85m hydraulically actuated cargo door in the port forward fuselage, and a quick-conversion freight handling system. New-technology options for new aircraft, and in some cases suitable for retrospective installation, include a fully certificated Category II automatic landing system, automatic throttle control, and engine 'hush-kits'.


The One-Eleven continued in production after BAC was merged into British Aerospace, concluding at No. 230 in July 1980.


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.


In 1979 British Aerospace had concluded an agreement with CNIAR of Romania, providing for manufacture of the One-Eleven in Romania under licence. The prime contractor is IAv Bucuresti, and the deal provided for BAe to sup-ply three complete aircraft plus 22 kits for Romanian assembly. Romania picked two variants, the 495, an upgraded 475, and the 560, an upgraded 500 with engines fitted as standard with noise sup-pressors. 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.


In February 1986 Dee Howard of the USA announced agreements with Rolls-Royce and British Aerospace for retrofitting One-Elevens with the Tay 650 engine. Shown at Farnborough 1990 by Aeritalia was the first Dee Howard BAC One-Eleven conversion powered by two Rolls-Royce Tay 650 turbofans, each rated at 15,100 lb st (67,17 kN). Available for Series 400, 475 and 500 aircraft, the conversion involves replacing the original Speys with the new engine, new nacelles and Dee Howard-developed thrust reversers which will enable the aircraft to meet FAR Pt 36 Stage 3 noise requirements as well as other, more restrictive, local regulations. The first conversion, called the BAC-1-11/2400, first flew on 2 July 1989.


The only operational aircraft to survive in the UK in 2002 were the 3 aircraft operated by QinietQ, ZE432, ZE433 and ZH763, based at Boscombe Down.

prototype One-Eleven Series 200
Engines: 2 x 4722kg thrust Rolls-Royce Spey Mk 506 turbofans
Seats: 65

Srs 200
Total built: 58
Overall height: 24ft 6in
Span: 88ft 6in / 26.98m
Overall length: 93ft 6in
Max take-off weight: 79,000lb
Wing chord at root: 16ft 5in / 5.01m
Wing chord at tip: 5ft 3.5in / 1.61m
Wing aspect ratio: 8.0
Sweepback at quarter chord: 20 degrees
Overall length: 93ft 6in / 28.50m
Fuselage length: 83ft 10in / 25.55m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 33ft 1in / 10.08m
Overall turn radius outer wing tip: 51ft 6in / 15.70m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 56ft 10in / 17.31m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.506-14 or 14AW, 10,410lb


BAC 111-200 Srs
Powerplant: two Rolls-Royce Spey Mk 506-14, 10,410 lb thrust take-off power
Wingspan, 88 ft 6 in
Length, 93 ft 6 in
Height, 24 ft 6 in
Gross wing area, 980 sq.ft
Max. usable floor area, 520 sq.ft approx
Max usable volume, 3542 cu.ft
Max. cabin length, 56 ft 10 in
Max. width, 124 in
Max. height, 78 in
Accommodation: 79 passengers at 33 in min. pitch
Baggage and freight hold volume: 534 cu.ft
Basic operational (gross less usable fuel and payload), 46,312 lb
Total fuel, 17,920 lb
Max. take-off, 78,500 lb
Max. landing, 69,000 lb
Max. payload (volume limited), 17,688 lb
Max. zero fuel, 64,000 lb
Power loading (max. take-off weight), 3.77 lb/lb thrust
Wing loading (max. take-off weight), 80.1 lb/sq.ft
Wing loading (max. landing weight), 70.4 lb/sq.ft
High-speed cruise, Mach 0.78 at 25,000 ft
Long-range cruise, Mach 0.70 at 35,000 ft
Approach speed, 119 kt
Take-off field length ISA at sea level, 7070 ft
Landing field length, ISA at sea level, 5300 ft
Range with allowances, max. fuel, 14,560 lb payload, 1570 nm


Type 207AJ
Overall height: 24ft 6in
Span: 88ft 6in / 26.98m
Overall length: 93ft 6in
Max take-off weight: 79,000lb
Wing chord at root: 16ft 5in / 5.01m
Wing chord at tip: 5ft 3.5in / 1.61m
Wing aspect ratio: 8.0
Sweepback at quarter chord: 20 degrees
Overall length: 93ft 6in / 28.50m
Fuselage length: 83ft 10in / 25.55m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 33ft 1in / 10.08m
Overall turn radius outer wing tip: 51ft 6in / 15.70m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 56ft 10in / 17.31m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.511-14, 11,400lb  

Type 217AU
Overall height: 24ft 6in
Span: 88ft 6in / 26.98m
Overall length: 93ft 6in
Max take-off weight: 79,000lb
Wing chord at root: 16ft 5in / 5.01m
Wing chord at tip: 5ft 3.5in / 1.61m
Wing aspect ratio: 8.0
Sweepback at quarter chord: 20 degrees
Overall length: 93ft 6in / 28.50m
Fuselage length: 83ft 10in / 25.55m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 33ft 1in / 10.08m
Overall turn radius outer wing tip: 51ft 6in / 15.70m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 56ft 10in / 17.31m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.511-14, 11,400lb
Crew: 3

Srs 300
Total built: 9
Overall height: 24ft 6in
Span: 88ft 6in / 26.98m
Overall length: 93ft 6in
Max take-off weight: 88,500lb
Wing chord at root: 16ft 5in / 5.01m
Wing chord at tip: 5ft 3.5in / 1.61m
Wing aspect ratio: 8.0
Sweepback at quarter chord: 20 degrees
Overall length: 93ft 6in / 28.50m
Fuselage length: 83ft 10in / 25.55m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 33ft 1in / 10.08m
Overall turn radius outer wing tip: 51ft 6in / 15.70m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 56ft 10in / 17.31m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.511-14 or 14W, 11,400lb
Crew: 3

Srs 320L
Engines: 2 x Rolls-Royce Spey Mk.511turbofan, 11,400-lb.
Pax cap: 79

Srs 400
Total built: 70
Overall height: 24ft 6in
Span: 88ft 6in / 26.98m
Overall length: 93ft 6in
Max take-off weight: 88,500lb
Wing chord at root: 16ft 5in / 5.01m
Wing chord at tip: 5ft 3.5in / 1.61m
Wing aspect ratio: 8.0
Sweepback at quarter chord: 20 degrees
Overall length: 93ft 6in / 28.50m
Fuselage length: 83ft 10in / 25.55m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 33ft 1in / 10.08m
Overall turn radius outer wing tip: 51ft 6in / 15.70m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 56ft 10in / 17.31m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.511-14, 11,400lb
Crew: 2

Srs 475
Total built: 12
Overall height: 24ft 6in
Span: 93ft 6in / 28.50m
Overall length: 93ft 6in
Max take-off weight: 98,500lb
Wing chord at root: 16ft 9.5in / 5.11m
Wing chord at tip: 5ft 3.5in-5ft 5in / 1.61m-1.65m
Wing aspect ratio: 8.65
Sweepback at quarter chord: 20 degrees
Overall length: 93ft 6in / 28.50m
Fuselage length: 83ft 10in / 25.55m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 33ft 0in / 10.06m
Overall turn radius outer wing tip: 51ft 6in / 15.70m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Main deck freight door:
Height: 6ft 1in / 1.85m
Width: 10ft 0in / 3.05m
Height to sill: 7ft 0in / 2.13m
Cabin length (including flight deck): 56ft 10in / 17.31m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.512-14DW, 12,550lb

Series 495
Romanian upgraded Srs 475

Srs 500
Total built: UK: 92
Romania: 3
Overall height: 24ft 6in
Span: 93ft 6in / 28.50m
Overall length: 107ft 0in
Max take-off weight: 104,500lb
Wing chord at root: 16ft 5in-16ft 9.5in / 5.01m-5.11m
Wing chord at tip: 5ft 3.5in-5ft 5in / 1.61m-1.65m
Wing aspect ratio: 8.5-8.65
Sweepback at quarter chord: 20 degrees
Overall length: 107ft 0in / 32.61m
Fuselage length: 97ft 4in / 29.67m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 41ft 4in / 12.60m
Overall turn radius outer wing tip: 56ft 0in / 17.07m
Forward passenger door Height / Width / Height to sill: 5ft 8in / 1.73m - 2ft 8in / 0.82m - 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 70ft 4in / 21.44m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.512-14DW, 12,550lb

Type 501ED
Total built:
Overall height: 24ft 6in
Span: 93ft 6in / 28.50m
Overall length: 107ft 0in
Max take-off weight: 104,500lb
Wing chord at root: 16ft 5in-16ft 9.5in / 5.01m-5.11m
Wing chord at tip: 5ft 3.5in-5ft 5in / 1.61m-1.65m
Wing aspect ratio: 8.5-8.65
Sweepback at quarter chord: 20 degrees
Overall length: 107ft 0in / 32.61m
Fuselage length: 97ft 4in / 29.67m
Max fuselage width/depth: 11ft 2in / 3.40m
Overall height: 24ft 6in / 7.47m
Tailplane span: 29ft 6in / 8.99m
Ground clearance to fuselage: 2ft 7.5in / 0.80m
Wheel track: 14ft 3in / 4.34m
Wheel base: 41ft 4in / 12.60m
Overall turn radius outer wing tip: 56ft 0in / 17.07m
Forward passenger door:
Height: 5ft 8in / 1.73m
Width: 2ft 8in / 0.82m
Height to sill: 7ft 0in / 2.13m
Ventral entrance:
Height: 6ft 0in / 1.83m
Width: 2ft 4in / 0.71m
Height to sill: 7ft 0in / 2.13m
Galley service door:
Height: 4ft 0in / 1.22m
Width: 2ft 3in / 0.69m
Height to sill: 7ft 0in / 2.13m
Overwing emergency exits:
Height: 3ft 0in / 0.91m
Width: 1ft 8in / 0.51m
Underfloor frt door (Fwd):
Height (projected): 2ft 7in / 0.79m
Width: 3ft 0in / 0.91m
Height to sill: 3ft 7in / 1.09m
Underfloor frt door (Rear):
Height (projected): 2ft 2in / 0.66m
Width: 3ft 0in / 0.91m
Height to sill: 4ft 3in / 1.30m
Cabin length (including flight deck): 70ft 4in / 21.44m
Max cabin width: 10ft 4in / 3.16m
Engines: Spey Mk.512-14E, 12,000lb

Series 560
Romanian upgraded Srs 500

BAC-1-11/2400 / Dee Howard conversion

Engines: 2 x Rolls-Royce Tay 650 turbofans, 15,100 lb st (67,17 kN).

Super 111

Engines 2 x 11,970 lb. (5,434 kg.) thrust Rolls-Royce Spey turbofan.
Length 107 ft. (32.61 m.)
Wing span 93.5 ft. (28.5 m.)
Weight empty 53,995 lb. (24,490 kg.)
Max. capacity: 99 passengers
Max cruise 548 m.p.h. (882 km.p.h.)
Max cruise alt: 35,000 ft. (10,670 m.)
Range 576 miles (927 km.) with typical payload/2 hr res.

 

bac111-ld

 

 

 


Copyright © 2017 all-aero. All Rights Reserved.
Joomla! is Free Software released under the GNU General Public License.