BAC One-Eleven
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All sorts of stories about the One Eleven how about this one, if the starter whouln,t engauge the engineer would go to the engine open the cowling and hit it with a rawhide hammer and that did the trick on many occasions.
Turn back the clock and have a bit of noise it will keep people awake and they would know what is going on
Turn back the clock and have a bit of noise it will keep people awake and they would know what is going on
Join Date: Nov 1999
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GB
You would do it to your car 
1-11 was a great machine, when not hot and heavy as I remember as a groundie, had a weakness for sheared CSDSs as I remember.
It's designers, did, if I am not wrong, share information regarding 'deep stall'
bored
1-11 was a great machine, when not hot and heavy as I remember as a groundie, had a weakness for sheared CSDSs as I remember.
It's designers, did, if I am not wrong, share information regarding 'deep stall'
bored
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Royal Air Force of Oman 111s
The one that was converted was done, allegedly, on the whim of a senior British Officer on secondment as Commander Armed Forces. He didn't like tech stops en route to UK. The resulting a/c was great for him but did not have enough hold space remaining, for the luggage of the 80 or so passengers who could still fly on it when it was on non-VIP duties. All right for some!
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All sorts of stories about the One Eleven how about this one, if the starter whouln,t engauge the engineer would go to the engine open the cowling and hit it with a rawhide hammer and that did the trick on many occasions.
Join Date: Jul 2004
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From Memory:
1-11 200 Series
(equivalent to the DC 9-10 Series - The one with no rear stairs and detachable tail-cone for emergency exit)
Very Reliable - TDR of what one expects today.
BUA/BCAL Standard Configuration of 79Y Seats.
Although over the years various F/Y and other Configurations.
Usual Airstairs at rear, but BUA/BCAL Used Towable steps at the front.
The 1-11 Series I have the greatest affection for.
1-11 400 Series - Lakers ones, again very good TDR
84 Seats Charter Configuration.
1-11 500 Series - BCAL - TDR a problem - CSD Shearing (thanks for reminding of that me BoredCounter) and Air Systems being the ever present concerns
The Air System problem was often the Links between Ducting becoming detached and always it appeared at the places where access was to say the least difficult , so Engineers would need to work in positions that the human body was not designed to adopt.
BCAL Configurations - Many over the years but:
Schedules - 8F 80Y (With variants for Tripoli), 104Y, 99Y (latterly with movebale Curtain to creat a C Class area :-)
Charter - 114Y
After Courtline introduced the 119Y Charter Configuration with Seat Back 'Catering'. BCAL Tried it, but it didn't last (Thank God).
As Jetties became more common the 1-11 Series caused problems because the Front Airstair compartment (even if not fitted) was concealed by the Main Passenger Door, so if a if a jetty used it had to dock well below the Passenger cabin floor level resulting in a dangerously high step down. There was as far as I am aware never an elegant solution to this problem. With at LGW A Wooden Step and several attempts at Hook-on Ramps.
Those were the days - Good and Bad.
1-11 200 Series
(equivalent to the DC 9-10 Series - The one with no rear stairs and detachable tail-cone for emergency exit)
Very Reliable - TDR of what one expects today.
BUA/BCAL Standard Configuration of 79Y Seats.
Although over the years various F/Y and other Configurations.
Usual Airstairs at rear, but BUA/BCAL Used Towable steps at the front.
The 1-11 Series I have the greatest affection for.
1-11 400 Series - Lakers ones, again very good TDR
84 Seats Charter Configuration.
1-11 500 Series - BCAL - TDR a problem - CSD Shearing (thanks for reminding of that me BoredCounter) and Air Systems being the ever present concerns
The Air System problem was often the Links between Ducting becoming detached and always it appeared at the places where access was to say the least difficult , so Engineers would need to work in positions that the human body was not designed to adopt.
BCAL Configurations - Many over the years but:
Schedules - 8F 80Y (With variants for Tripoli), 104Y, 99Y (latterly with movebale Curtain to creat a C Class area :-)
Charter - 114Y
After Courtline introduced the 119Y Charter Configuration with Seat Back 'Catering'. BCAL Tried it, but it didn't last (Thank God).
As Jetties became more common the 1-11 Series caused problems because the Front Airstair compartment (even if not fitted) was concealed by the Main Passenger Door, so if a if a jetty used it had to dock well below the Passenger cabin floor level resulting in a dangerously high step down. There was as far as I am aware never an elegant solution to this problem. With at LGW A Wooden Step and several attempts at Hook-on Ramps.
Those were the days - Good and Bad.
Join Date: May 2006
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I loved the BAC1-11 and flew on them all over Europe and the UK with BA and good ole Dan Air. They were a superb m/c and I agree with an earlier post that they were machined out of a block of steel. OK, it was a bit tight if it was qa full Monday morning business flight buty you knew where you were. Plus they could get into any UK airport where there were cross winds (that the Boeing 737/757 were unable to handle).
Beautilful aircraft handled by great crews!
Beautilful aircraft handled by great crews!
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Re: drop down oxygen.....weren't the masks behind a flap in the backs of the seats? Or was that a later version of the -500's? I do have a soft spot for them as it was my first aircraft type I flew commercially. The horredously complicated "first checks " and the convaluted APU and engine starting technique. I couldn't believe that Boeing just had a single APU ON/OFF switch.It did marvellous single channel CAT3 Autolands (for its time) "Prime Land , Land and Glide, Flags Clear" ring a bell anybody?
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Engineers opened the cowlings to hit the CSDS PRV and it normally wasn't with a hide faced hammer, a chock did just as well. The 1-11 was a pain to work on, no sentiment about this aeroplane at all apart from the fact that it paid the mortgage.
G-ATPL....oh no the memories are coming back!
Temps
G-ATPL....oh no the memories are coming back!
Temps
I thought this would have been a much more interesting thread. I was a Captain for nearly 3 years on the 500's. I have some wonderful memories like freighting 80 gallon barrels of demin water to places like Linate then finding the electric pump didnt work so had to hand pump the water in the tank. The pax wouldnt have believed it! As for Boris - did you work for the CAA or some other government agency or maybe even Boeing!? You obviously didnt like the 'BUS Stop' jet and even less what BEA/BOAC required of their aircraft to the detriment of the UK aviation industry. Well neither did I. Take away the forward steps and replace with concrete block. Remove water injection system. 'Apparently' BOAC were so fussy about how they wanted their Britannia 312's that by the time they were satisfied by them - the mighty 707 had been rolled out! BCal did not do such things. If the Yanks had designed the 1-11 it would have been a world beater at the time. Oh and for any other ex 1-11 pilots - anyone remember 2DIX. Answers on a postcard.
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I have some wonderful memories like freighting 80 gallon barrels of demin water to places like Linate then finding the electric pump didnt work so had to hand pump the water in the tank.
You're fortunate you didn't have to load 30+ barrels onto the A300 every few weeks so that places like Mahon had a good supply ready and waiting for them
Interesting to read about the 1-11 starter problems.
I went LGW-Athens on a Laker 1-11 in about 1977 and on the return the left engine starter failled witha hideous grinding noise
Droll captain said 'I do not think I have to tell you folks that somethings just gone wrong' Stuck overnight in the famous Athens Airport area hotel right next to the threshold.
On the return, ATH-LGW seemed a longway for a 1-11 we were quite high-I remember the captain saying we had to climb above some weather to FL390??. The 1-11 may have managed it but the cabin condition really struggled as we got very hot and very poor air quality. Most of the Pax were a SAGA holdiay group (for which I now qualify ) and the cabin crew were kept very busy with the portable oxygen for much of the journey
PB
I went LGW-Athens on a Laker 1-11 in about 1977 and on the return the left engine starter failled witha hideous grinding noise
Droll captain said 'I do not think I have to tell you folks that somethings just gone wrong' Stuck overnight in the famous Athens Airport area hotel right next to the threshold.
On the return, ATH-LGW seemed a longway for a 1-11 we were quite high-I remember the captain saying we had to climb above some weather to FL390??. The 1-11 may have managed it but the cabin condition really struggled as we got very hot and very poor air quality. Most of the Pax were a SAGA holdiay group (for which I now qualify ) and the cabin crew were kept very busy with the portable oxygen for much of the journey
PB
'Apparently' BOAC were so fussy about how they wanted their Britannia 312's that by the time they were satisfied by them - the mighty 707 had been rolled out! BCal did not do such things.
>On the return, ATH-LGW seemed a longway for a 1-11 we were quite high-I remember the captain saying we had to climb above some weather to FL390??.
I once heard a 1-11 200 seres (? I think! One of Dan Air's G-ATPL/PK) report level at FL370 on an INV-LHR run. Were they happy at this height? Was there a "coffin corner" lurking?
r
I once heard a 1-11 200 seres (? I think! One of Dan Air's G-ATPL/PK) report level at FL370 on an INV-LHR run. Were they happy at this height? Was there a "coffin corner" lurking?
r
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Pax Britannica
Spent many a time on Laker 1-11 jumpseats and we sure never got
above 350.
Father had flown VC.10's before going to Laker and we used to see them pass us on a weekend going down to Tenerife and much to his irritation, on the way back. They were usually at 410.
Spent many a time on Laker 1-11 jumpseats and we sure never got
above 350.
Father had flown VC.10's before going to Laker and we used to see them pass us on a weekend going down to Tenerife and much to his irritation, on the way back. They were usually at 410.
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The DA 1-11 I went on in 1988, I am sure had a step halfway up the isle?
I am certain it was a 1-11 with 1 small step near the rows of seats by the wing?
It is a long time ago to remember exact details.
Regards.
I am certain it was a 1-11 with 1 small step near the rows of seats by the wing?
It is a long time ago to remember exact details.
Regards.
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I remember one of the BA drivers telling me he was taking his retirement (as were quite a few other people at BA) when the 1-11 fleet at Manchester was being wound down.
I'd been sent out to collect him from home and we had a good old chat on the way up to the airport (the BA one-eleven drivers were a friendly old bunch!). He genuinely loved that plane, and mentioned that corrosion and fatigue were practically unknown on the G-AVM* frames right up until the last day.
It's an old chestnut in aviation as it's been suggested for many types, but apparently there was some genuine agitation at the time for a serious punt at re-engining the 1-11 due to the longevity of the aircraft. Weight considerations and the rest must have been against it, as well as the balancing problems new motors would cause.
I'd been sent out to collect him from home and we had a good old chat on the way up to the airport (the BA one-eleven drivers were a friendly old bunch!). He genuinely loved that plane, and mentioned that corrosion and fatigue were practically unknown on the G-AVM* frames right up until the last day.
It's an old chestnut in aviation as it's been suggested for many types, but apparently there was some genuine agitation at the time for a serious punt at re-engining the 1-11 due to the longevity of the aircraft. Weight considerations and the rest must have been against it, as well as the balancing problems new motors would cause.