Let’s take a further look at one of the topics in last week’s blog…

We have to go back to 1960 for the history. The merger of 3 prominent UK aircraft manufacturers to form British Aircraft Corporation (BAC). However, a government report in 1964 concluded that there was no stand-alone future. Even then, the way forward seemed to be a group of European companies taking on growing competition from the USA. Formation of an Anglo-French Ministerial Working Party led to formation of the Airbus project in 1965. Several European companies joined, including BAC’s main rival, Hawker Siddeley. Around this time, BEA wanted to replace its ageing Viscount, Vanguard and Comet fleets. Government permission was sought in 1966 to order 35 B727 and B737, deliveries to start in 1968.

Despite there being no UK built aircraft available, the Minister of Aviation told BEA that it had to buy British. The Government agreed to pay a subsidy if operating costs exceeded those of the American jets.

BAC came along with proposals to stretch its already popular 1-11, the Series 500 launched in 1967. BEA wanted more than the 18 plus 6 options.

Details emerged of the 2-11, revealed at the Paris Air Show in 1967. Longer and wider than the 1-11, it offered 6-abreast comfortable seating for 176 mixed class or 219 all economy layout. Rear mounted RB211 engines offering 30,000lbs thrust and 1500nm range. A larger tailplane and wingspan offered excellent short range and airfield performance. Inside, flightdeck controls were based on the 1-11, reducing costs and offering commonality for pilots. BEA was enthusiastic about the project, especially when BAC announced over 5% reduction in seat costs against the B727. However, BAC had exhausted much of its finances on the 1-11 Series 500. The UK Government was non-committal so launch aid was sought from Sud Aviation, Fokker and Aeritalia. Final assembly would take place at BOH; maiden flight scheduled for 1971, with entry into service with BEA in 1972.

Across the Channel, France and Germany were pressing ahead with the Airbus project, seeing the 2-11 as a serious threat. Orders would have to come from Air France, Lufthansa and BEA. The UK airline repeatedly stated it wasn’t interested, considering it too big for requirements. Behind the scenes, European representatives were pushing the UK Government to scrap the 2-11. However, despite the advanced development stage and backing from BEA, the Labour Government announced it would not fund the project. BEA’s Chairman very vociferous about the decision.

So, with the 2-11 shelved, BAC created the 3-11. Preliminary design work finalised in 1968, the details were made public. A global marketing campaign followed, with interviews conducted at 40 key clients. These included TWA, United, Continental, Eastern, JAL, Indian Airlines, Ansett and Trans Australia plus all the major European carriers. Research concluded that the 3-11 would cater for 3 distinct markets. European scheduled, IT charter and US trunk. Higher capacity and longer range also considered.

The 3-11 was more than an upscale of its predecessor. There were innovative technological features, with many a spin-off from Concorde. One feature that stayed the same was the rear mounted RB211s, with increased thrust and range. Other improvements included quieter cabin, compatibility with existing ground equipment and less prone to bird strikes. Its fuselage matched the DC10 and Tristar, a foot wider than the Airbus. Break-even for the aircraft would be 200, full cost recoup 240. However, BAC exercised caution and would not deliver any until they had orders for at least 50. Orders rolled in from Britannia, Court Line, Laker and TAROM. Further interest generated from Aer Lingus, AA, JAT, LOT Sabena and SAA.

The project further boosted by the Labour Government deciding to withdraw from the Airbus project in 1969. Instead of backing BAC, France and Germany were invited to become partners. Rejected by both countries as they would be junior partners! Change of government in 1970 saw the project grind to a halt, as ministers needed to ben briefed. Airbus then returned with a new proposal for UK to join the A300 project, at far less cost than the 3-11. BAC wanted to continue with GE CF6-50 engines whilst Rolls Royce did further development on the RB2-11. BAC also studied how the project would benefit UK employment and the negative effect if it was abandoned.  

The final nail in the coffin came in 1970 when the Minister for Aviation announced no backing for either the BAC 3-11 or Airbus A300. The project was shelved, so too the ability for the UK to be a world leading producer of large commercial airliners…

Information courtesy of Airliner World, BAE Systems

Images courtesy of Secret Projects Forum

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