SPECIFICATIONS

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Overall Dimensions

Internal Dimensions

External Areas

Weights & Loadings

The Maximum Ramp Weight figure for each model is 500lb (226.8kg) greater than the quoted MTOW figure shown above.

Performance

* With optional centre tank

One-Eleven Series 200

The initial production version was the Series 200, powered by 46.3 KN Rolls-Royce RB163 Spey 506-14 turbofans. The aircraft (G-ASHG cn 004) first flew from Hurn on the 20 August 1963. First delivery went to Braniff Airways (N1543 cn 017) on 11 March 1965, while British United Airways received their first aircraft (G-ASJJ cn 014) on 6 April 1965. Other customers for this version were Braniff Airways, Mohawk Airlines, Aer Lingus, and Aloha Airlines. Three aircraft were also supplied new as corporate jets to Helmut Horten GmbH and Tenneco Inc, while two others were delivered to the Royal Australian Air Force. The last aircraft (N503T cn 183) was delivered to Tenneco on the 8 July 1969. A total of 58 Series 200 aircraft were built.

One-Eleven Series 300

In May 1963 BAC announced two new versions of the One-Eleven; the Series 300 and Series 400, both of which offered more powerful Spey 511-14s of 50.7 kN thrust, fitted into lengthened nacelles. Although dimensions were the same as the Series 200, the Series 300 offered longer range by virtue of an additional centre section fuel tank and a higher maximum take-off weight. The aircraft (G-ATPJ cn 033) first flew from Weybridge on the 20 May 1966. First delivery went to British Eagle International Airways (G-ATPJ cn 033) on 8 June 1966 while Laker Airways received their first aircraft on the 25 February 1967. The Series 300 was only ordered by three customers, British Eagle, Laker and Kuwait Airways who cancelled their order. The last aircraft was delivered to Laker (G-AVYZ cn 133) on the 11 April 1968. A total of 9 Series 300 aircraft were built.

One-Eleven Series 400

The Series 400 was originally configured with a maximum take-off weight of 36060 kgs, which was lower than the Series 300’s 40000 kgs due to US restrictions on the gross weight for two-crew operation. With the easing of the restrictions, the maximum take-off weights of US-operated Series 400s were brought into line with those of the Series 300 through adoption of 300’s additional centre-section fuel tank and the two models became effectively indistinguishable. The aircraft (G-ASYD cn 053) first flew from Hurn on the 13 July 1965. First delivery went to American Airlines (N5015 cn 055) on 23 December 1965. Other Series 400 customers included Austral, Autair, Bahamas Airways, Bavaria Flug, Channel Airways, Lacsa, Philippine Airlines, Quebecair, Tarom and VASP. One aircraft was supplied new as a corporate jet to Engelhard Industries, and two were delivered as transports to the Brazilian Air Force. The last Series 400 was delivered to Bavaria Flug (D-ANNO cn 160) on the 22 December 1970. A total of 70 Series 400 aircraft were built. Many former airline aircraft were subsequently converted to executive configuration and in particular 16 former American Airlines aircraft were converted by the Dee Howard Company at San Antonio for National Aircraft Leasing Inc. it is these aircraft that make up the great majority of the still active Series 400 fleet.

One-Eleven Series 475

The Series 475 was the last UK-built version of the One-Eleven, conceived to bring improved field performance to the One-Eleven range, in addition to the capability to operate from unprepared runways. These goals were achieved by combining the standard length fuselage of the Series 400 with the increased wingspan and more powerful engines of the Series 500 and a new undercarriage fitted with larger low pressure tyres. The Series 475’s maximum take-off weight was 44678 kg. The Aircraft (G-ASYD cn 053) first flew from Hurn on the 27 August 1970. The first delivery went to Faucett of Peru (OB-R-953 cn 239) on 23 July 1971. Further airline orders for the Series 475 came from Air Malawi, Air Pacific and Tarom. Three were fitted out as corporate jets and three more were supplied to the Air Force of the Sultanate of Oman, all of which were eventually fitted with a large cargo door (3.05m x 1.85m) on the port forward fuselage. The last two Series 475 (G-BLHD cn 260 and G-BLDH cn 262) were delivered to McAlpine Aviation on the 9 July 1984 A total of 13 Series 475 aircraft were built.

One-Eleven Series 500

The Series 500 was launched on the strength of an order placed on the 27th January 1967 by British European Airways. This version had the fuselage extended by 13ft 6in (4.11m) by the insertion of two plugs. This allowed for four more seat rows to be installed and therefore increased passenger capacity by twenty. Overwing emergency exits had to be doubled to four. Underfloor hold volume was increased. Various structural changes were also required and higher rated Speys were fitted. This gave the aircraft a maximum take-off weight of 47400 kg. The aircraft (G-ASYD cn 053) first flew from Hurn on the 30 June 1967. First delivery (G-AVMJ cn 138) went to British European Airways on the 29 August 1968. Other Series 500 customers included British United Airways, Caledonian Airways, Panair / Paninternational, Aviateca, Bahamas Airways, Court Line, Sadia / Transbrasil, ALA / Austral, British Midland Airways, Germanair, Tarom, Philippine Airlines, Bavaria, Phoenix Airways, Lacsa, Cyprus Airways and Britsh Airways. The last delivery went to Tarom (YR-BCO cn 272) on the 12 Mar 1982 and was the last ever airliner to be constructed at Hurn! A total of 87 Series 500 aircraft were built.

One-Eleven Series 670

A plan to supply a Series 475 derivative, the Series 670, as a YS-11 replacement to Japanese carriers resulted in one aircraft (G-ASYD cn 053) being developed and flown from Hurn on the 13 September 1977 as such, but hopes of a significant sales break through were ultimately frustrated, despite major improvements in performance, due to the Japanese authorities introducing more stringent regulatory requirements.

Rombac One-Eleven Series 560

An agreement for the licenced production of the One-Eleven at the Romanian Government aircraft (IRMA) factory in Baneasa, Romania on was signed 9 June 1979. As the first step towards the transfer of One-Eleven production, BAC produced two Series 525 passenger aircraft and a single windowless freighter Series 485 which were supplied to CNIAR as training models. A further 22 One-Elevens were then to be supplied in kit form from the UK and assembled locally with gradually increasing Romanian content. The first Rombac One-Eleven, (YR-BRA cn 401) a series 561RC was rolled out at Baneasa on 27 August 1982, and flew for the first time on 18 September 1982. Plans for the production of 80 One-Elevens in the country were however curtailed by political and social unrest and in the end only 9 Series 561s were produced between September 1982 and April 1989. The first aircraft was delivered to Tarom on 29 December 1982. The Romanian carrier took delivery of all but two of the aircraft produced, with the remaining two going to Romavia, the last of which (YR-BRI cn 409) was delivered on 1 January 1993. Two further aircraft were partially completed when production was abandoned and scrapped.

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