BAC 1-11 Holiday Jets
No the 1-11s were not timetabled in 1980. The f28s were replaced by additional f27 purchase
4 of them.
I am prepared to concede that the 1-11s may have been wey leased, but they operated for four years which seems like a long time without crews being trained
4 of them.
I am prepared to concede that the 1-11s may have been wey leased, but they operated for four years which seems like a long time without crews being trained
You may be right about the wet/dry lease in mid 80’s I can’t remember all the details.
why operate unprofitable jets on a route displacing other unprofitable jets at a time of declining loads caused ny a recession.
I reiterate the F28s were replaced ny additional f27s brought into the fleet
I reiterate the F28s were replaced ny additional f27s brought into the fleet
Sorry for the underlining on previous post unintentional.
So, you"re saying 50 per cent of the remaining available jet fleet were pulled off bread and butter IT work to service unpofitable schedules?
So, you"re saying 50 per cent of the remaining available jet fleet were pulled off bread and butter IT work to service unpofitable schedules?
Last edited by bean; 9th Jun 2021 at 13:49.
The only reference I have for Air Ecosse and a One-Eleven is indeed G-AXMU, leased from BIA from 23 Jan 84 to 6 Feb 84 - just a couple of weeks. Probably just covering an unserviceability.
It then went off to Airways International Cymru in their first year for the summer, running from Cardiff for Red Dragon Travel, when it was more likely to be a "Holiday Jet".
It then went off to Airways International Cymru in their first year for the summer, running from Cardiff for Red Dragon Travel, when it was more likely to be a "Holiday Jet".
The passengers had been sold a jet with jet timings, it was particularly important as it was a totally new brand to keep faith with the customer. I know this is an unusual concept these days.
What few passengers there were on the route.
I"m sure the passengers who had been sold jet timings on the IT routes would have been equally peeved. What about penalty clauses on cancelled IT contracts in order to redeploy two aircraft?
I"m sure the passengers who had been sold jet timings on the IT routes would have been equally peeved. What about penalty clauses on cancelled IT contracts in order to redeploy two aircraft?
I understand why it’s not worth posting on social media
Thread Starter
My eldest sister booked a holiday to Spain in 1968, the carrier was Autair and much was made in the brochure of the new BAC 1-11s for that year.
Just before she left for her holiday my father (flight shed inspector at Hurn), told her that the first 1-11 had not been delivered yet so the flight would be on something older.
She flew out on a Constellation. The return was on the newly delivered 1-11.
How much would you pay to do that today?
Just before she left for her holiday my father (flight shed inspector at Hurn), told her that the first 1-11 had not been delivered yet so the flight would be on something older.
She flew out on a Constellation. The return was on the newly delivered 1-11.
How much would you pay to do that today?
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[QUOTE=WHBM;11059349]The only reference I have for Air Ecosse and a One-Eleven is indeed G-AXMU, leased from BIA from 23 Jan 84 to 6 Feb 84 - just a couple of weeks. Probably just covering an unserviceability.
From bac1-11jet.co.uk........
Air Écosse, Ltd. - (SM/ECS)
Aberdeen-Dyce
This company wet leased a Series 432FD from 23rd January to 6th February 1984 for a proposed new route from Aberdeen to Heathrow. The license was not granted and the aircraft was returned to British Island Airways Ltd.
From bac1-11jet.co.uk........
Air Écosse, Ltd. - (SM/ECS)
Aberdeen-Dyce
This company wet leased a Series 432FD from 23rd January to 6th February 1984 for a proposed new route from Aberdeen to Heathrow. The license was not granted and the aircraft was returned to British Island Airways Ltd.
My eldest sister booked a holiday to Spain in 1968, the carrier was Autair and much was made in the brochure of the new BAC 1-11s for that year.
Just before she left for her holiday my father (flight shed inspector at Hurn), told her that the first 1-11 had not been delivered yet so the flight would be on something older.
She flew out on a Constellation. The return was on the newly delivered 1-11.
How much would you pay to do that today?
Just before she left for her holiday my father (flight shed inspector at Hurn), told her that the first 1-11 had not been delivered yet so the flight would be on something older.
She flew out on a Constellation. The return was on the newly delivered 1-11.
How much would you pay to do that today?
Autair had some
A blast down memory lane there. I definitely remember seein ghr Loganair -400 series. First flights as a kid on charters were MAN-MAH and return on the inside of a W from LGW. Out on I think G-BJYL and back on G-BEKA in 1987
Thread Starter
It could have been an Ambassador that my sister flew on, although I remember some mention of a Connie, but that may have been one of her earlier holidays.
Unfortunately she died 2 years ago so I can't ask her. She was 8 years older than me.
Unfortunately she died 2 years ago so I can't ask her. She was 8 years older than me.
Autair's last Ambassador flight was 30 June 1968 (four days before the BKS accident at Heathrow which also ended it for the type there as well).
Was the Ambassador that languished at LGW for some years one of the Autair examples ? It seemed to be parked on that apron beyond where the North Terminal is now situated.
I think that was another BKS landing accident one, nosewheel collapse at Gatwick; the damaged airframe was bought by Dan-Air for spares. Dan-Air became, inevitably, the last users.
Autair's last Ambassador flight was 30 June 1968
It was later than that, I flew back from Luxembourg on G-ALZZ on the 19th September 1968!
I believe that was the last flight as my Dad, who worked for Autair at the time, said after we got off they towed it into the hangar and found cracks in the undercarriage.
It was later than that, I flew back from Luxembourg on G-ALZZ on the 19th September 1968!
I believe that was the last flight as my Dad, who worked for Autair at the time, said after we got off they towed it into the hangar and found cracks in the undercarriage.
Hmmm ... it may be (though not stated as such) that it was just their last scheduled flight then, when they were replaced by secondhand Handley Page Heralds. Autair had two distinctly different operating regimes, one was somewhat oddball domestic scheduled flights, originally centred on Luton but latterly at Heathrow, and separately their holiday charters, principally from Luton, and mainly for the Clarksons tour operator. There was some crossover in the fleets between these, even (desperately trying to get us back on topic) occasionally using the One-Elevens to Jersey when the weekend scheduled propeller flights there had been disrupted by fog.
I think that was another BKS landing accident one, nosewheel collapse at Gatwick; the damaged airframe was bought by Dan-Air for spares. Dan-Air became, inevitably, the last users.
Autair's last Ambassador flight was 30 June 1968
It was later than that, I flew back from Luxembourg on G-ALZZ on the 19th September 1968!
I believe that was the last flight as my Dad, who worked for Autair at the time, said after we got off they towed it into the hangar and found cracks in the undercarriage.
It was later than that, I flew back from Luxembourg on G-ALZZ on the 19th September 1968!
I believe that was the last flight as my Dad, who worked for Autair at the time, said after we got off they towed it into the hangar and found cracks in the undercarriage.