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BAC 1-11 Holiday Jets

Old 1st Jun 2021, 12:12
  #41 (permalink)  
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The Gulf Air 1-11s were second hand and, as with cars, you don't know what you have until you start using it.
A lot of 1-11 operators achieved very high dispatch reliablity with many above 99%.
At BCAL there was a notice board, (by the canteen IIRC), that showed the figures for the last week or month. The 1-11s were always 98 or 99 % and the fleet was well used in the early 80s when I was there.
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Old 1st Jun 2021, 13:09
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Horizon Holidays was pivotal in the BUA order for 8 new 109 seat 1-11 501's starting from 1969 to operate their IT's from LGW and MAN.
Flew GLA- VCE in May '69 on G-AWYT , it was brand new and it may have been it's first revenue flight.
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Old 1st Jun 2021, 13:50
  #43 (permalink)  
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Originally Posted by billyg View Post
Flew GLA- VCE in May '69 on G-AWYT , it was brand new and it may have been it's first revenue flight.
'YT"s first flight was 6th May 1969, so likely delivered a week later. New aircraft usually had 3 test flights.
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Old 1st Jun 2021, 16:52
  #44 (permalink)  
 
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Coming back from watching the Targa Florio, my wife and I presented ourselves at Palermo airport on18/10/88 to catch a BIA flight back to Gatwick on 1-11 G-AXMU. It was a hot evening and the flight was delayed by 3 hours. When we got away the takeoff run went on ...and on but rotation was eventually achieved. During the course of the flight the co-pilot came back down the aisle and I mentioned the lengthy take-off run. With a big grin he said " You noticed it did you, you should have been up front because we certainly did!!!". I always wondered if the delay was to let things cool down so we could get away.
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Old 1st Jun 2021, 22:01
  #45 (permalink)  
 
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My 1-11 trips started with a jump seat ride from MAN - GLA and back circa 1975/6, it was a BA flight but the aircraft was in full BEA colours. Next up was a BCAL flight ex LGW to Gibraltar where we routed directly in, the return was via Faro for a fuel top up, that would have been 1977. Moving on a decade round about '85 I rode a Dan Air number INV - MAN then in '89 a BIA example out of Gutersloh to LGW. That one sticks in my mind as peering down from the cabin window I witnessed fellow ground crew having a spot of bother closing the luggage hold, if it doesn't fit get a bigger hammer. My final 1-11 flight was on a Tarom ROMBAC 1-11 from MAN to Constanta in 1992. The holiday was booked via Teletext and I think the numbers were limited to the seating capacity of the weekly TU154. If however there was a surge in those desperate to enjoy the delights of a recently liberated Black Sea resort then the excess numbers were flown in a back up 1-11. I remember visiting the flight deck and being slightly disconcerted at the European road atlas tucked down the windshield coaming. The Tupolev led the way with the 1-11 slipstreaming behind, I guess if they kept close enough they could get two aircraft on the same flight plan!
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Old 2nd Jun 2021, 06:27
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From some YouTube videos that I've seen, it seems like an easy and fun airplane to fly. I also love the honesty of old steam guage cockpit.
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Old 2nd Jun 2021, 10:10
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Hello Dixi,
From the OP, strictly speaking, Birmingham Executive didn't fly the 1-11, it was Birmingham European Airways by the time the 1-11s arrived.
The -400s were used on weekend BHX-JER-BHX rotations for a couple of seasons before the short-lived merger with Brymon.
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Old 2nd Jun 2021, 11:58
  #48 (permalink)  
 
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The European Aviation BAC's survived flying for Ryanair well into the late 90's on the DUB-LTN route.

My last 111 flight was with AB airlines from STN to DUB on behalf of Aer Lingus. This was a substitute for a British World BAC.

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Old 2nd Jun 2021, 18:40
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To my ears, the Rolls Royce Spey, as fitted to the 1-11 and F28, sounded like it was struggling to get started. I loved its distinctive effort, compared to the relatively effortless whistle of the P&W JT8D as it came to life. Blast-off thrust was almost as different again, with the Spey really going for broke!
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Old 2nd Jun 2021, 19:35
  #50 (permalink)  
 
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;-)
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Old 2nd Jun 2021, 21:23
  #51 (permalink)  
 
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Originally Posted by Copenhagen View Post
The European Aviation BAC's survived flying for Ryanair well into the late 90's on the DUB-LTN route.

My last 111 flight was with AB airlines from STN to DUB on behalf of Aer Lingus. This was a substitute for a British World BAC.
My last BAC 1-11 flight was on a European Aviation example in March 1997 flying for Ryanair between BOH and DUB.
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Old 3rd Jun 2021, 10:51
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Originally Posted by Mooncrest View Post
To my ears, the Rolls Royce Spey, as fitted to the 1-11 and F28, sounded like it was struggling to get started. I loved its distinctive effort, compared to the relatively effortless whistle of the P&W JT8D as it came to life. Blast-off thrust was almost as different again, with the Spey really going for broke!
Agreed, Mooncrest.

As I mentioned in Post ⌗10. "never a match for the (P&W JT8D-equipped) DC9" ! It could walk all over a 1-11 without breaking sweat. A really stimulating aircraft to fly........
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Old 3rd Jun 2021, 12:16
  #53 (permalink)  
 
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Originally Posted by Jn14:6 View Post
BA Manchester, Super 1-11 division did IT's, very profitably, at weekends, much to Head Office's disgust.
It's all down to how you do the arithmetic. Depending on what the client wants, I can show such flights are either profitable or loss-making, especially ones in "marginal time". Among other things, this is how BA domestic trunk sectors have run for 70-odd years, always held to be loss-making, yet very much continued in an aggressive commercial environment. There are, of course, two sets of books !
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Old 3rd Jun 2021, 12:47
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I think this must have been my first exposure - Luton (I think) to Naples to join the SS Uganda as a gap-year student.



Later we shuttled up and down from INV when I was at Lossie and, much later, went out to Oman and back in a RAFO 1-11. Says something for the technology gap that in the 1-11 we had to 3-hop out and 4-hop back, whereas the other time I did the trip it was one hop in a 320.

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Old 4th Jun 2021, 06:01
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It was such fun when the engine did not start as a result of that bl**dy air valve.

Standing outside with something to hit the valve with, whilst the passengers watched, was always entertaining!
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Old 4th Jun 2021, 08:05
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Originally Posted by staircase View Post
It was such fun when the engine did not start as a result of that bl**dy air valve.

Standing outside with something to hit the valve with, whilst the passengers watched, was always entertaining!
Don't remember hitting the air valve on the 1-11. Used to use a 7/16" socket on a tee bar to turn the valve through a panel under the stubwing. Had to wait for the signal that the isolation valve was shut before closing the start valve or the snatch on closing could hurt your wrist. IIRC.
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Old 4th Jun 2021, 10:03
  #57 (permalink)  
 
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Originally Posted by WHBM View Post
It's all down to how you do the arithmetic. Depending on what the client wants, I can show such flights are either profitable or loss-making, especially ones in "marginal time". Among other things, this is how BA domestic trunk sectors have run for 70-odd years, always held to be loss-making, yet very much continued in an aggressive commercial environment. There are, of course, two sets of books !
A decent accountant can make one set of figures tell a multitude of different stories depending upon what the business wants to hear or tell!
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Old 4th Jun 2021, 10:33
  #58 (permalink)  
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ATNotts, as a former Carillion employee, I consider that comment highly plausible.
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Old 4th Jun 2021, 11:54
  #59 (permalink)  
 
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I flew in a BAC 1-11 from Bournemouth to Edinburgh and back again. I can't remember the airline but I think it had some connection with Palmair. The first aircraft went tech and I remember them towing a replacement from the far side of the airfield. The only other thing I can remember is the Captain telling us that we were over the Compton VOR at 16,000' on our way back to Bournemouth and then apologising for turbulence on the approach to 26.
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Old 4th Jun 2021, 12:01
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I flew on Gulf air 1-11 up and down the Gulf in 1973, a lot quicker than the F27s and with Aer Lingus BA and Laker. A 1977 trip LGW to Athens seemed along way on a 400? series. Made it ok but suffered the fractured engine start shaft on start up for the return sector. Gloomy PA from the FD after most heard a heavy clunk noise . Overnight in ATH and strange flight back with numerous SAGA charter pax many of who started having serious breathing difficulties with the hosties running around with portable O2 bottles like dishing out tea, We were flying exceptionally high , said word from the FD, to ensure a direct trip fuel was an issue. we made it, so did the old dears but even wife and I in mid 20s felt it was a little hard to breathe. What sort of altitude could a 1-11 make.
It was on Brit standards a very succesful aircraft but I have to agree that it appeared very much second best to the DC 9 which i have to say, especially in its MD 80 giuse was the nicest of the narrow bodies to fly on so long as you set at the front with just the two seats and it was SAS .


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