BAC Three-Eleven and Jody Morris

The projects emerged from design studies aimed at competing first with the Boeing 727-200 and then with the proposed European Airbus.

Contents 1 BAC Two-Eleven 2 BAC Three-Eleven 3 See also 4 References 5 External links

BAC Two-Eleven

In 1966, the Two-Eleven was proposed. It was sized close to the Boeing 727-200, but more resembling the future MD-80 in size and layout. The study failed to attract attention and had been shelved by 1968. BAC Three-Eleven

The Three-Eleven was introduced at the 1967 and 1969 Paris Air Shows. It was a widebody in the size, weight, and range class of the original, somewhat smaller European Airbus. At the time, the Three-Eleven was widely assumed to have emerged with encouragement from some British government circles and circles close to Rolls-Royce, who were anxious to have a fall-back option in case the European Airbus failed. BAC was thought to have welcomed such encouragement, not being part of the European Airbus (as distinct from Hawker Siddeley) and having little airliner work for the future as the One-Eleven project wound down.

As presented in drawings, artists' impressions, models, and a partial timber mock-up, the Three-Eleven resembled a BAC One-Eleven which had been doubled in size. Powerplant was foreseen as two large bypass ratio turbofan Rolls-Royce RB207, RB211 or similar engines mounted on the tailcone beneath a T-formation empennage.

In order to proceed, the Three-Eleven needed what was termed at the time "government launch aid." In 1967, the British government entered the Airbus Industrie consortium through Hawker Siddeley and could not support competing projects. After withdrawing from Airbus over the issue of British engines in 1969, the government was theoretically free to support the Three-Eleven.

In 1969 and 1970, the British government-owned airline British European Airways (BEA) expressed willingness to operate the proposed airliner, as did the private Court Line Aviation airline (the latter equally willing to operate the European Airbus). No orders were placed: design was not finalised and the programme had not launched. By this stage, the Three-Eleven had become involved in several controversies: The foremost controversy addressed the Three-Eleven's technical aspects, with claims that it would be prone to the deep stall phenomenon, would encounter loadability and centre of gravity issues in real-life airline service, and would be overweight. It was suggested that the aeroplane would make a poor freight and mixed passenger/freight carrier due to configurational shortcomings. (Indeed, the layout failed to make its way into production on any widebody aircraft, the Ilyushin Il-86 project reverting to a conventional layout before it reached the hardware stage.); Another controversy addressed Britain's foreign policy and was double-sided. On the one hand, in nascent complaints at European governments' finance for aircraft which competed with American products, private US aircraft makers cautioned that such support may ultimately impact trade and political relations across the Atlantic. On the other, Britain's potential Common Market partners warned that since the Three-Eleven project competed with the European Airbus, around which they had largely coalesced, it threw doubt over British loyalty to the EEC which it had applied to join. A third controversy addressed British government backing for its aviation industry and concerned claims that airliner projects sponsored by government had tended to be uncompetitive and had been unwanted by the airlines whose needs they purported to meet. In particular, it was claimed that Vickers VC10 and Trident experience showed that initial finance was understated deliberately so as to entice government, locking it into further support later.

This delayed government launch aid. Since a general election was approaching, the Labour cabinet of Harold Wilson halted progress on the issue until a new government had a fresh mandate. The election resulted in a Conservative government. As opposed to Labour, this party was enthusiastically intent on taking Britain into the EEC. It was also ideologically opposed to state intervention in industry. In short order, however, the new Edward Heath cabinet had to rescue Rolls-Royce from bankruptcy by nationalising it. Since launch aid for the Three-Eleven would have been a further very significant instance of state intervention, and would also have given an anti-EEC signal, it was omitted from the political agenda.

By that time the Airbus A300 design had been finalised and had attracted modest but sufficient orders, while the first A300 aeroplane was progressing to completion. There was also growing pressure from the Heath government for BEA and private British airlines (particularly Court Line) to buy TriStars: since TriStars were powered by Rolls-Royce engines, this would help recovery in a sector of the British aviation industry which had recently attracted large state support. In the circumstances, few sales could be foreseen for the Three-Eleven and no commercial source was likely to fund it. By 1971, BAC had quietly abandoned it. See also Aircraft of comparable role, configuration and era Airbus A300 McDonnell-Douglas DC-10 Lockheed L-1011 TriStar Related lists List of airliners

Jody Morris and BAC Three-Eleven

Contents 1 Club career 2 Legal issues 3 Honours 4 References 5 External links

Club career

Morris came through the youth ranks at Chelsea, alongside his close friend John Terry. He became the youngest player to ever play in the Premier League for Chelsea when he debuted at the age of 17 years and 43 days in the home game against Middlesbrough on 4 February 1996. While at Chelsea, he made 124 league appearances and was a late substitute in the 2000 FA Cup Final, receiving a winner's medal. He was also briefly made captain of the club by manager Gianluca Vialli.

However, when Claudio Ranieri took over from Vialli as Chelsea boss, Morris' first team opportunities diminished, and he was linked with a host of clubs including being reunited with his former England under-21 manager Peter Taylor at Leicester. Morris never regained his position as a first team regular at Chelsea, finding himself behind players, such as Roberto di Matteo, Dennis Wise, Didier Deschamps and Emmanuel Petit. He was offered a new five-year contract with Chelsea in 2003, but chose to turn it down. Graeme Souness offered him the chance of regular first team football at Blackburn Rovers and they shook hands on a deal, but it fell through. He joined Leeds United instead, but made only 12 appearances for the club. After a short spell at Rotherham United, where he scored once against Stoke City, he joined Millwall in 2004.

Morris made 70 first-team appearances for Millwall, before fracturing his cheekbone, and then suffered cruciate knee ligament damage at Derby County on his comeback game, towards the end of the 2005–06 season. He signed a new one-year deal in June 2006, with the club having an additional one-year option. In June 2007, Morris was released by Millwall. Morris then had a brief trial period at Charlton Athletic, and trained with League Two side Brentford, in a bid to earn himself a contract at the West London club.

Morris signed for Scottish side St. Johnstone on a short-term deal at the end of February 2008, playing under Derek McInnes, his former teammate at Millwall during the 2006–07 season. He scored a goal on his debut against Dundee. He played in the club's Scottish Cup semi-final defeat to Rangers in April 2008 but was one of two Saints players to miss in the penalty shoot-out. After a successful five months at McDiarmid Park, Morris signed a two-year deal with the Perth side at the end of the season. He was part of the title-winning team that in May 2009 gained promotion to the Scottish Premier League after a seven-year absence. Morris signed a new contract with Saints in October 2009, while Derek McInnes praised his influence on the squad. After McInnes left St. Johnstone to manage Bristol City in October 2011, Morris assisted caretaker manager Alec Cleland with the coaching of the squad.

Morris signed a one-year contract with Bristol City in June 2012, reuniting him with Derek McInnes. Morris had his contract terminated with Bristol City on 31 January 2013. Legal issues

Morris has had a bad image over several legal and ethical issues. Chronologically, these include allegations that: he was one of a group of Chelsea players who drunkenly abused American tourists at Heathrow Airport within hours of the 9/11 attacks on New York City and the Pentagon; that he was involved in a drunken brawl (in 2002); that he was involved in a sexual assault (in 2003). He was also arrested for drink-driving on 1 November 2006, after driving the wrong way down a one-way street. Morris, who had one previous conviction for drink-driving, was disqualified from driving for four years, given 80 hours community service and a two-year suspended jail sentence. Honours

Chelsea UEFA Cup Winners' Cup (1): 1998 FA Cup (1): 2000 Charity Shield (1): 2000

St. Johnstone Scottish Football League First Division (1): 2008–09
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