1-11 Type Certificate Withdrawn

[WhisperJet]

As Airbus withdrew the 1-11 type certificate last sunday, please find here some speculation about what this could mean for further 1-11 ops in the EU and "abroad". Besides that Mr. Clark lists a current status on all twelve airworthy aircraft. May be worth a look...

http://www.bac1-11jet.co.uk/bac1-11jet.co.uk%20News.htm

All the best,

Nick

[TobyV]

This post seems to have been here for a day without reply, I'm surprised!

So I guess that this means the value of commercial 1-11s has probably now fallen to scrap value (unless someone else becomes Design Authority, assuming Airbus / BAe are willing to relinquish it?)

Are military 1-11s exempt, e.g. those operated by QinetiQ? Would there have been any prior consultation with operators?

I assume there must be a lot of classic types, especially things that are one-of-a-kinds left flying (or almost 'extinct'), does each type require a type certificate / Design Authority?

Lots of questions, sorry Anyone got any thoughts / aviation legal knowledge?

[Garry Russell]

I think it's just that no one is surpiseed Toby

Due to other rules the type has been dead commercially for a long while now in this part of the world.

The certificate's withdrawl really makes no different to the remaining airframes as they are out of the area and where they do fly can make their own rules.

Just a paper exercise in effect..

[TobyV]

You're probably right. Looking at the list on that website, I was surprised just how few were left. I assumed there'd be a couple more VIP a/c, maybe some in Romania or on the African continent. But in the end its an airliner of similar vintage to the VC10 and Trident so really its done well to last this long!

[WhisperJet]

But in the end its an airliner of similar vintage to the VC10 and Trident so really its done well to last this long!

It's the 1-11's practicability, its variability in diff. versions and not least the sheer number built that makes it survivor compared to the other two. However if the Spey engine wouldn't have been so brutally loud (which I personally do love and admire) - there would still be many more up in the air...

The guys running the above site are fighting to get one back to be preserved at Hurn. Maybe it'll be the RAFO one...

Cheers,

nick

[Archer]

Are military 1-11s exempt, e.g. those operated by QinetiQ? Would there have been any prior consultation with operators?

I assume there must be a lot of classic types, especially things that are one-of-a-kinds left flying (or almost 'extinct'), does each type require a type certificate / Design Authority?

The military ones are not quite exempt, just in another system that provides a bit more room to move. I think it works in a way that the military itself can be a sort of design authority and manage the maintenance and airworthiness. This enables aircraft like the Lancaster to operate on its military serial while there is no design authority that backs it.

Once you want to operate the aircraft on the EU register, EASA states that you need someone to be design authority. Typically other states will also demand this but that depends on where you register the aircraft. Some countries are not that particular, which enables the Short Belfast to continue to fly for example.

[Garry Russell]

Had it gone ahead with Tays it would be about finished now as it could not compete with the modern airliners, cost wise

Even 737 300/400/500 & MD-80's are becoming rare in Europe now.

It was a very good product 40 years ago and my favourite jet, but it has to be accepted that things have moved a long way in it's lifetime.

[clavel9]

45 years even...

I'm so glad I got to fly on 1-11s a few times: Aer Lingus 200s and a Ryanair 500. I've never been on a Trident or VC10 but I can always say I few on one of the classic British jets.

MD80s are rarer now, but there are still some roaring in and out of Dublin including the roof-shaking 1100 to Copenhagen!