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weight and performance calculations for the BAC 1-11 srs 200
British Caledonian BAC 1-11 srs 200 G-ASJH c/n BAC.012 at Schiphol airport, note the entrance in the tail
BAC 1-11 One-Eleven srs 200
role : short-range regional jet airliner
importance : ****
first flight : 20 August 1963 operational : April 1965 (with BUA)
country : United-Kingdom
ICAO aircraft type designator : BA11
production : 56 aircraft (total 1-11 production : 244)
general information :
Prototype 200AB G-ASHG being rolled out at Hurn on the 28th July 1963
The One-Eleven prototype, G-ASHG, flown by test pilot Mike Lithgow , crashed on 22 October 1963 during stall testing, with the loss of all on board. The investigation led to the discovery of what became known as deep stall or superstall, a phenomenon caused by reduced airflow to the tailplane caused by the combined blanking effects of the wing and the aft-mounted engine nacelles at high angles of attack , which prevents recovery of normal (nose-down) flight. To prevent such stalls, BAC designed and added devices
known as stick shakers and stick pushers to the One-Eleven's control system. It also redesigned the wing's leading edge to smooth airflow into the engines and over the tailplane. See also the accident report .
BAC 1-11 similar to G-ASJB.
Wednesday 18 March 1964 BAC 1-11 srs 201AC G-ASJB c/n 006
Test flight from Wisley airfield with 5 crew and no passengers. After the 2,5 hour test flight, the co-pilot moved into the left hand seat to carry out 2 familiarisation circuits and landings under the supervision of the pilot-in-command. On the first approach, the aircraft was a little below the approach path. The plane bounced to about 20 feet. After a heavy nosewheel-first touchdown, the aircraft bounced again to about 50 feet. The One-Eleven then struck the runway very heavily, again in a nose-down attitude. The landing gear collapsed and the right main gear broke off during the slide. All five crew members were uninjured while the airplane was damaged beyond repair. YOM : 1964 Airframe hrs : 17 cycles : 16.location : Wisley airfield +-200m 51°18’24”N 0°27’35”W
The Srs 200 had an optional 3864 litre centre tank, below calculations are without this extra fuel tank.
primary users : Braniff, British Caledonian, British United Airways, Mohawk, Zambia
Airways, Aer Lingus, Aloha Airlines
Accommodation :
flight crew : 2 cabin crew : 3
passengers : seating for 65 in two class : 16 business class and 49 economy class seats
( 32 -in pitch) high density seating for max 89 passengers (equal to exit limit)
engine : 2 Rolls Royce Spey-25 Mk.506 turbofan engines of 45.95 [KN] (10330 [lbf])
Measured geometric tail-angle 12°
dimensions :
wingspan : 26.97 [m], length overall: 28.5 [m], length of fuselage : 25.55 [m] height :
7.47 [m] wing area gross : 93.18 [m^2] fuselage exterior width : 3.4 [m]
weights :
operating empty weight : 21049 [kg] max. structural payload : 7981 [kg]
Zero Fuel weight (ZFW) : 29030 [kg] max. landing weight (MLW) : 31298 [kg]
max. take-off weight : 35833 [kg] weight usable fuel : 7994 [kg] (10183 [litres])
performance :
Max. operating Mach number (Mmo) : 0.780 [Mach] (882 [km/hr]) at 6400 [m]
critical Mach speed : 0.74 [Mach]
max. cruising speed : 860 [km/hr] (Mach 0.773 ) at 7620 [m] (38 [%] power)
economic cruising speed : 815 [km/hr] (Mach 0.73 ) at 7620 [m]
service ceiling : 10670 [m]
range with max fuel and MTOW : 2065 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
engines attached to the tail, landing gear attached to the wings, fuel tanks in the
wings
*Wings : alluminium alloy fail safe wing structure with trailing edge single-slotted
Fowler flaps with no leading edge flaps ,with spoilers airfoil : NACA
average thickness/chord ratio : 11.8 [%], sweep angle 3/4 chord: 20.0 [°]
incidence at root : 2.50 [°], dihedral : 2.0 [°]
*Tail Unit: Cantilever all-metal structure with tailplane mounted at tip of fin
*Fuselage : Pressurized conventional all-metal semi-monocoque fail safe structure of
circular section
Mohawk BAC 1-11 srs 203AE N1136J c/n 071 at Newark, New Jersey, January 1972.
calculation : *1* (dimensions) :
wing chord at root : 5.01 [m]
wing chord at tip : 1.61 [m]
measured geometric tail-angle : 12.0 [° ]
taper ratio : 0.321 [ ]
mean wing chord : 3.45 [m]
wing aspect ratio : 7.81 []
Oswald factor (e): 0.698 []
seize (span*length*height) : 5742 [m^3]
calculation : *2* (fuel consumption) :
oil consumption : 2.9 [kg/hr]
fuel consumption (econ. cruise speed) : 2675.5 [kg/hr] (3408.3 [litre/hr]) at 33 [%]
power
fuel burn per seat per hour (average seating) : 44.26 [litre], sfc : 88.6 [kg/KN/h]
calculation : *3* (weight) :
weight engine(s) dry : 3200.0 [kg] = 34.82 [kg/KN]
weight 13.5 litre oil tank : 1.15 [kg]
oil tank filled with 0.6 litre oil : 0.5 [kg]
oil in engine 1.1 litre oil : 1.0 [kg]
weight all fuel lines and pumps containing 57 litres fuel : 24.9 [kg]
weight engine cowling : 238.9 [kg]
weight thrust reversers : 137.8 [kg]
total weight propulsion system : 3604 [kg](10.1 [%])
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Accommodation cabin facilities :
US Air BAC 1-11 Length : 93 ft 6 inch = 28.50m = srs 200-400
typical 2-class cabin layout for 65 passengers : economy : pitch : 81.3 [cm] 32.0 [-in]
( 3+2 ) seating in 13.8 rows. business class pitch : 91.4 [cm] 36.0 [-in] at 4 -abreast
weight passenger seats (width 53.6 [cm]) : 402.2 [kg]
weight cabin crew seats : 15.0 [kg]
weight flight crew seats : 42.0 [kg]
high density seating passengers : 89 [pax] at mainly 5 -abreast seating in 18.4 rows,
pitch 73.7 [cm] 29.0 [-in]
pax density, normal seating : 0.842 [m2/pax], high density seating : 0.615 [m2/pax]
weight 1 toilets : 44.7 [kg]
weight 1 galleys : 62.2 [kg]
weight overhead stowage for hand luggage (total : 4.3 [m3] = 90 55x35x25cm carry-on
trolleys) : 67.7 [kg]
weight 2 wardrobe closets : 32.5 [kg]
weight 30 windows (41 x 28 cm) made of acrylic glass : 125.8 [kg]
weight 2 (1.73 x 0.82 [m]) main entry doors : 52.1 [kg]
weight 1 (1.22 x 0.69 [m]) crew/service doors : 15.5 [kg]
weight hydraulically-operated airstair for ventral entrance : 85.0 [kg]
weight 2 (main door size : 0.79 x 0.91 [m]) freight doors (belly) : 28.7 [kg]*
total usable belly baggage/cargo hold volume : 15.1 [m3]
passenger compartment volume : 67 [m3]
cabin volume (usable), excluding flight deck : 94 [m3]
passenger cabin max width : 3.16 [m] cabin length : 17.31 [m] max cabin height : 1.98
[m]
floor area : 47.7 [m2], cabin width at floor : 2.87 [m]
12.5 [%] of cabin floor area is occupied by toilets & galleys, the same at high density
seating
weight cabin facilities : 888.4 [kg]
safety facilities :
weight 2 type III over wing emergency exits (0.51 x 0.96 [m]): 19.6 [kg]
evacuation time with 89 passengers : 38 [sec]
weight 2 hand fire extinguisher : 7 [kg]
central aisle : 0.48 [m] wide
weight flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 42.2 [kg]
weight emergency flare installation : 10 [kg]
weight 2 emergency evacuation slides : 33.5 [kg]
weight safety equipment & facilities : 218 [kg]
fuselage construction :
fuselage aluminium frame : 3263 [kg]
floor loading (payload/m2): 167 [kg/m2]
weight rear pressure bulkhead : 117.3 [kg]
fuselage covering ( 204.4 [m2] duraluminium 2.51 [mm]) : 1351.7 [kg]
weight paint fuselage : 42.9 [kg]
weight aluminium floor beams : 172.0 [kg]
weight cabin furbishing : 344.9 [kg]
weight cabin floor : 621.0 [kg]
weight (sound proof) isolation : 195.3 [kg] TO-noise level : 114.7 [EPNdB]
weight empty 38 [litre] potable water tanks : 3.4 [kg]
weight empty waste tank : 2.0 [kg]
weight engine mounts : 46 [kg]
weight fuselage structure : 6159.3 [kg]
Avionics :
weight HF/VHF radio and Selcal : 8.0 [kg]
weight Marconi Doppler and Bendix transponder : 7.0 [kg]
weight weather radar : 25.0 [kg]
weight ARINC 550 Automatic Direction Finding (ADF) equipment : 8.0 [kg]
Stripped cockpit of a Swissair BAC 1-11 srs 207AJ .
weight ARINC 521D Distance Mesuring Equipment (DME) : 5.0 [kg]
weight Instrument Landing System (ILS/VOR) : 5.0 [kg]
weight Cat I minima DH 60m RVR >=600m landing system : 15.0 [kg]
weight artificial horizons, gyro-compass, radio altimeters : 7 [kg]
weight engine monitoring gauges & control switches : 14 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15
[kg]
weight avionics : 133.0 [kg]
Systems :
Air-conditioning and pressurization system maintains sea level conditions up to 5700
[m] and gives equivalent of 2200 [m] at 10250 [m]. pressure differential : 0.53 [bar]
(kg/cm2) pressurized fuselage volume : 88 [m3] cabin air refreshment time : 2.2 [min]
weight air-conditioning and pressurization system : 67 [kg]
weight Auxiliary Power Unit (APU) : 12.6 [kg]
weight lighting : 21.4 [kg]
US Air 1-11 srs 204AF reg. N2111J c/n 029 at New York La Guardia apt., October 1984.
In October 1983 it had flown for 44323 hrs, with an average of 2407 hrs/year.
weight 210 [bar] hydraulic system : 9.7 [kg]
weight two 30kVA AC generators : 16.2 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 12.3 [kg]
weight systems : 167.4 [kg]
total weight fuselage : 7566 [kg](21.1 [%])
***************************************************************
wing construction :
total weight aluminium ribs (89 ribs) : 1246 [kg]
weight 6 wing fuel tanks empty for total 10183 [litre] fuel : 153 [kg]
weight 41 [litre] vent surge tanks : 5 [kg]
weight wing covering (painted aluminium 3.30 [mm]) : 1662 [kg]
total weight aluminium spars : 2218 [kg]
weight wings : 5125 [kg]
weight wing/square meter : 55.00 [kg]
weight bleed air thermal leading-edge anti-icing : 29.7 [kg]
weight ailerons (2.9 [m2]) : 78.8 [kg]
weight fin (10.9 [m2]) : 390.7 [kg]
weight rudder (3.0 [m2]) : 80.1 [kg]
weight tailplane (horizontal stabilizer) (23.9 [m2]): 725.0 [kg]
weight elevators (6.5 [m2]): 97.5 [kg]
weight paint wing & tail surfaces : 53.8 [kg]
weight trailing-edge single slotted Fowler flaps (16.3 [m2]) : 295.0 [kg]
weight spoilers (2.3 [m2]) : 38.2 [kg]
total weight wing construction : 7071 [kg] (33.6 [%])
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landing gear :
tire pressure main wheels : 9.00 [Bar] (nitrogen), ply rating : 22 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.14 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 68 [ ]
Braniff BAC 1-11 srs 203AE N1544 c/n 018 at Chicago O’Hare, March 1971 .
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 25 [ ] good soft ground capabilities
wheel pressure : 7883.3 [kg]
wheel track 4.34 [m], wheelbase : 10.08 [m]
weight 4 Dunlop 40.0 x 12.0 main wheels (1016 [mm] by 305 [mm]) : 235.4 [kg]
weight 2 nose wheels : 58.8 [kg]
weight heavy-duty hydraulic disc brakes : 34.2 [kg]
weight Hydro-air flywheel detector type anti-skid units : 5.4 [kg]
weight oleo-pneumatic shock absorbers : 38.7 [kg]
weight wheel hydraulic operated retraction system : 424.1 [kg]
weight undercarriage struts with axle 1302.6 [kg]
total weight landing gear : 2099.1 [kg] (5.9 [%]
*******************************************************************
********************************************************************
calculated empty weight : 20341 [kg](56.8 [%])
aircraft equipment and service utensils :
weight oil for 2.9 hours flying : 10.4 [kg]
unusable fuel in engine and tanks 86.6 litre fuel : 67.9 [kg]
weight lifejackets : 29.2 [kg]
weight 1 life rafts (dinghy) : 40.6 [kg]
weight catering : 24.3 [kg]
weight water : 33.6 [kg]
weight crew : 405 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous
items : 97 [kg]
operational weight empty : 21049 [kg] (58.7 [%])
********************************************************************
useful load breakdown :
weight 65 passengers : 5005 [kg]
weight luggage : 1040 [kg]
weight cargo : 1936 [kg] (cargo + luggage/m3 belly : 152.8 [kg/m3])
zero fuel weight (ZFW): 29030 [kg](81.0 [%])
weight fuel for landing (0.8 hours flying) : 2268 [kg]
max. landing weight (MLW): 31298 [kg](87.3 [%])
max. fuel weight : 29043 [kg] (81.1 [%])
payload with max fuel : 73 passengers + luggage 6790 [kg]
published maximum take-off weight : 35833 [kg] (100.0 [%])
Florida Express N101EX c/n 007 was still in use January 1987 and had made 40642 hours by that time .
calculation : * 4 * (engine power) :
power loading (Take-off) : 390 [kg/KN]
power loading (Take-off) 1 PUF: 780 [kg/KN]
max. total take-off power : 91.9 [KN]
calculation : *5* (loads) :
manoeuvre load : 1.6 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 2.5 [g]
design flight time : 0.87 [hours]
design cycles : 50525 sorties, design hours : 43957 [hours]
max. wing loading (MTOW & flaps retracted) : 385 [kg/m2]
wing stress (2 g) during operation : 128 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack) :
angle of attack zero lift : -1.76 ["]
max. angle of attack (stalling angle, clean) : 13.74 ["]
max. angle of attack (full flaps) : 13.71 ["]
Stick pusher stall warning for to high pitch up angle at lift-off
angle of attack at economic cruise speed : 1.04 ["]
calculation : *7* (lift & drag ratios) :
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.19 [ ]
lift coefficient at max. angle of attack (clean): 1.32 [ ]
max. lift coefficient ( 40 [° ] flaps) : 1.49 [ ]
drag coefficient at max. speed : 0.0245 [ ]
Swissair BAC 1-11 G-ATVH chartered from British Eagle at Dusseldorf (DUS), 1967
drag coefficient at econ. cruise speed : 0.0230 [ ]
induced drag coefficient at econ. cruise speed : 0.0033 [ ]
drag coefficient (zero lift) : 0.0197 [ ]
lift/drag ratio at econ. speed : 7.61 [ ]
calculation : *8* (speeds) :
minimum control speed (Vmc): 248 [km/u] (133.9 [kt])
minimum unstick speed (Vmu) at TO angle 11.9 ° : 239 [km/u] (129 [kt])
take-off decision speed (V1) : 257 [km/u] (139 [kt])
take-off rotation speed (VR) : 260 [km/u] (141 [kt])
British Air Ferries BAC 1-11 srs 201AC G-OCNW c/n BAC.012. Note the tail-entrance.
lift-off speed (VLOF) : 277 [km/u] (150 [kt]) at pitch angle : 8.2 [°]
take-off safety speed (V2) : 283 [km/u] (153 [kt])
flap retraction speed (V3) at 500m (OW loaded : 33158 [kg]): 264 [km/u] (142 [kt])
steady initial climb speed (V4) : 309 [km/u] (167 [kt])
climb speed (to FL150 with 63 [%] power) : 493 [km/hr] (266 [kt])
max. endurance speed (Vbe): 541 [km/u] min. fuel/hr : 1878 [kg/hr] at height : 8230 [m]
max. range speed (Vbr): 790 [km/u] (0.74 [mach]) min. fuel consumption : 2.73 [kg/km]
at cruise height : 10058 [m]
max. cruising speed : 860 [km/hr] (464 [kt]) at 7620 [m] (power:39 [%])
max. operational speed (Mmo) : 882 [km/hr] (Mach 0.78 ) at 6400 [m] (power:47 [%])
airflow at cruise speed per engine : 84.7 [kg/s]
speed of thrust jet : 1628 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.75
descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 247 [km/u] (133 [kt])
Braniff BAC 1-11 srs 203AE N1544 c/n 018
stalling speed clean at 500 [m] height at Max.Landing Weight : 31298 [kg]): 235 [km/u]
(127 [kt])
final approach speed (landing speed) at sea-level with 40 [°] flaps VREF (max. landing
weight): 261 [km/u] (141 [kt])
ICAO Aircraft Approach Category (APC) : D
stalling speed at sea-level with 40 [°] flaps VSO (max. landing weight): 201 [km/u] (108
[kt]
stalling speed at sea-level with 40 [°] flaps VSO at 35833 [kg] AUW): 215 [km/u] (116
[kt]
rate of climb (max. continuous power) at sea-level ROC (loaded, 63 % power) : 761
[m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1057 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 80 % power on remaining
engines) : 204 [m/min]
British United Airways (BUA) BAC 1-11-201AC One-Eleven G-ASJE c/n BAC.009 at Dusseldorf-Rhein-Ruhr apt (DUS), April 1969. Note the Tarom Ilyushin Il-14 in the back ground .
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 247
[m/min] (4.1 [m/s])
calculation : *9* (regarding various performances) :
low wheel pressure, can also take off from unpaved runways
take-off distance at sea-level gravel/packed earth field : 1932 [m]
Brake kinetic energy capacity : 887 [KW]
FAR TO runway length (TOFL) requirement at TOW 35833 [kg] standard day at SL
(PUF after V1): 2086 [m]
ICAO Aerodrome Reference Code : 3C
Take-off flap setting : 10 [° ]
+++ FAA certification landing distance : +++
landing weight : 31298 [kg], TE flap setting : 40 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
with use of thrust reversers, glideslope : 3.25 [°]
FAR landing field length ISA at SL, dry runway : 1581 [m] (5186 [ft])
FAR landing field length ISA at SL, wet runway: 1805 [m] (5922 [ft])
max. lift/drag ratio : 14.73 [ ]
Braniff BAC 1-11 srs 203 N1541 c/n 015, the first 1-11 for Braniff, delivered in August 1965. It was still operational in 2011 as executive aircraft.
climb to 5000 [m] with max payload : 6.08 [min]
climb to 10000 [m] with max payload : 18.70 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 33158 [kg] ) : 17300 [m]
ceiling limited by max. pressure differential 12425 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 19000 [m] with flying weight :23724 [kg]
calculation *10* (action radius & endurance) :
range with max. payload: 2061 [km] with 7981.0 [kg] max. useful load (85.1 [%] fuel)*
range with high density pax: 1969 [km] with 89 passengers (81.4 [%] fuel)*
range with typical two-class pax: 2451 [km] with 65 passengers (100.0 [%] fuel)*
range with max.fuel and MTOW : 2435 [km] with 5 crew and 73 passengers and 0
[kg] cargo*
ferry range (calculated): 2582 [km] with 2 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 19216 [litre] fuel : 4738 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 178389 [paskm]
useful load with range 1000km : 7981 [kg]
useful load with range 1000km : 89 passengers
production (theor.max load): 6864 [tonkm/hour]
production (useful load): 6864 [tonkm/hour]
production (passengers): 69185 [paskm/hour]
none or very little cargo capability
oil and fuel consumption per tonkm : 0.390 [kg]
British Eagle BAC 1-11 srs 301AG c/n 033 leased to KLM at Rotterdam apt., April 1968. The Srs 300 had more powerful 51 KN RR Spey Mk. 511 engines and more fuel capacity for longer range. Only 9 built .
calculation *11* (operating cost) :
fuel cost per hour at econ.speed (3408 [litre]):2045 [eur] (19 [pax-km/litre fuel])
fuel cost per seat 1000km flight (80 [pax] 2-class seating): 31.19 [eur/1000PK]
oil cost per hour: 12 [eur]
crew cost per hour : 600 [eur]
list price 2024 : 51 [mln USD]
average flying hours in 1 year : 2285 [hours] technical life : 19 [year]
real average service life : 20 [years]
depreciation : 20 [years] to 10% residual value
financing interest per flying hour : 500 [EUR]
write off per flying hour : 922 [EUR]
mean time between engine failure (MTBF) : 11248 [hr]
insufficient engine reliability for ETOPS flights
can continue fly on 1 engine, low risk for emergency landing for PUF
workhours per day : 11.66 [hr]
average flight hours till crash : 0.64 [mln hr] (280 service years)
safe flight hours till fatality : 30467 [hr] (13.3 service years)
reservation pax liability/flying hour : 4.23 [SDR*] (5.29 [eur])
insurance cost per hour : 368 [eur] insurance rate : 4.5 [%]
Hold Trade Air BAC 1-11 srs 208AL 5N-HTA c/n 051 still used for passenger flights in August 1992
engine maintenance cost per hour : 195.9 [eur]
wing maintenance cost per hour : 235.6 [eur]
fuselage maintenance cost per hour : 540.17 [eur]
tire life (time till worn out) : 94 [cycles]
maintenance cost per hour (excluding engines): 1255 [eur]
direct operating cost per hour: 5902 [eur], DOC per km : 7.24 [eur]
DOC per seat 1000km flight (80 [pax] 2-class seating): 85.31 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 77.11 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.86 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 2.97 [eur/pax]
airport landing fee / passenger : 2.97 [eur/pax]
retour ticket price 1000km trip : 247.87 [eur/pax]
price retour ticket Schiphol-Barcelona : 294.79 [eur/pax]
Thursday 20 August 1964 BAC 1-11 srs 201AC G-ASJD c/n 008 made an emergency landing on Salesbury plain, near Tilshead while performing a test flight. The tailshute was deployed to revover from a stall situation which occurred during the test flight.
None of the 4 crew was uninjured in the incident. Location : +- 100m 51°14’27”N 1°57’02”W
4 fatal accidents with a total of 84 fatalities > see the accident file
notes : of all classic jetliners :
Literature :
Verkeersvliegtuigen Moussault page 70,140
Bedford RAE - Aircraft - BAC 1-11 XX105
BAC1-11 | BAE Systems | International
HOME OF THE BAC 1-11 ON THE WEB (bac1-11jet.co.uk)
Jane s all the world aircraft 1964-65 page 129
Jane s all the world aircraft 1970-71 page 202, 203
Verkehrsflugzeuge page 22
KIJK straalverkeersvliegtuigen page 61-65
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 28 March 2026 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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