BAC/BAe One-Eleven first flight anniversary
stilljustanothernumber
Join Date: Apr 2002
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I think BAe helped to kill the Tay 1-11 by refusing to co-operate with DeeHoward. Aerospace wern't stupid - it would have had an impact on 146 sales.
With reference to the Tay powered 1-11, I would recommend reading the following book.
'The Rolls - Royce Tay Engine And The BAC One-Eleven'
Author: Ken Goddard
ISBN: 1-872922-19-8
Published by The Rolls Royce Heritage Trust
It is a small book(120 pages) but it is very informative and with a little reading between the lines suggests that Bae. very efficiently killed the project off. As Unwiseowl says in favour of the 146, or '14sick' as I have often heard it called!
Again another good airframe killed off before it's time.
CC
'The Rolls - Royce Tay Engine And The BAC One-Eleven'
Author: Ken Goddard
ISBN: 1-872922-19-8
Published by The Rolls Royce Heritage Trust
It is a small book(120 pages) but it is very informative and with a little reading between the lines suggests that Bae. very efficiently killed the project off. As Unwiseowl says in favour of the 146, or '14sick' as I have often heard it called!
Again another good airframe killed off before it's time.
CC
Join Date: Aug 2003
Location: bishop's stortford
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Tay One-Eleven
I thoroughly researched the subject of the Dee Howard Tay One-Eleven for my book on the One-Eleven (The BAC One-Eleven - the whole story) and reached the following conclusions:
1. Timescale and management: The programme took too long and interested purchasers withdrew. Originally the first flight was due in 1997 but did not happen until 2000.
2. Sales: There were only two orders for the re-engined 400 series. The 500 series version, a better prospect, would require FAA certification and much more testing.
3. Certification: There were still technical difficulties with the structure that needed a substantial BAe input.
4. Company profits: Alenia which took over Dee Howard who were carrying out the programme realised that money could be made more easily and more quickly from the Boeing 727 Tay programme.
5. Partners: Neither BAe nor Rolls-Royce was wholly committed to the programme. The idea of new Romanian-built One-Elevens being powered by Tays never stood much chance of success because the whole ROMBAC operation was working so poorly that no one would have confidence in their supplying new Tay One-Elevens.
Stephen Skinner
1. Timescale and management: The programme took too long and interested purchasers withdrew. Originally the first flight was due in 1997 but did not happen until 2000.
2. Sales: There were only two orders for the re-engined 400 series. The 500 series version, a better prospect, would require FAA certification and much more testing.
3. Certification: There were still technical difficulties with the structure that needed a substantial BAe input.
4. Company profits: Alenia which took over Dee Howard who were carrying out the programme realised that money could be made more easily and more quickly from the Boeing 727 Tay programme.
5. Partners: Neither BAe nor Rolls-Royce was wholly committed to the programme. The idea of new Romanian-built One-Elevens being powered by Tays never stood much chance of success because the whole ROMBAC operation was working so poorly that no one would have confidence in their supplying new Tay One-Elevens.
Stephen Skinner
