Hawker Siddeley Trident - Knowledge (XXG)

294:, BEA's chairman, stated that a number of jet-powered short haul aircraft might need to be introduced while retaining turboprop aircraft as the mainstay of the company's inventory for the foreseeable future. In July 1956, BEA had announced what it called "outline requirements" for a short-haul "second-generation jet airliner", to work alongside its turboprop fleet. It would carry a payload of some 20,000 lb (9,100 kg) or some 70 passengers up to 1,000 mi (1,600 km), weigh about 100,000 lb (45,000 kg), use 6,000-foot (1,800 m) runways, cruise at a very high speed of 610 to 620 mph (980 to 1,000 km/h), and have "more than two engines". According to aviation author Derek Woods, BEA "wanted something that was faster than the Caravelle which was threatening to be highly competitive". While they were not intended as an express requirement, commentators ever since have taken these figures to constitute a definite call to industry. 1141: 275:– into passenger service, the operator was already considering what would be required of a potential successor. Following the entry into service of jet airliners in 1952, many airline managers and economists remained sceptical, and advocated turboprop airliners as replacements of piston-engined airliners. In 1953, while several manufacturers across the world were investing in pure jet-powered aircraft, BEA chose to favour turboprops on the basis of their superior economics and produced a specification that called for an aircraft capable of seating 100 passengers and attaining a maximum speed of 370 knots. As a result of the BEA specification, Vickers developed an enlarged derivative of the Viscount for BEA, the 298: 539:

having designed exclusively for one customer an aeroplane that has potentially a much wider scope": a sentiment which would be echoed throughout the Trident's subsequent history. The de Havilland board elected to submit to BEA's demand, over-riding input from its own sales and market research departments, which indicated that other airlines sought the larger model, instead. Notably, de Havilland had not yet secured a formal and final BEA order and its competitor Bristol was actively promoting their 200 project, which was significantly smaller than the DH.121. At the time

1130: 485:, which also had a trijet configuration. Boeing had begun its studies into this sector of the market in 1956, and elected to launch its own trijet programme in 1959. Airco executives, who were at the time intensely exploring various alternatives and further partnerships with other aircraft companies, considered the possibility that Boeing might choose to drop the 727 project and instead co-manufacture the DH.121 in the USA; Lord Douglas was one of the proponents of this initiative. As a result, Airco invited a team of Boeing engineers and executives to 489:; (Boeing later permitted a return visit by de Havilland representatives to Seattle); however, Boeing revealed few details of their plans for the 727, while virtually all information on the DH.121 had been shared with Boeing, an openness that had allegedly "amazed" them. British commentators have tended to interpret this episode as involving the acquisition of sensitive proprietary data on the DH.121 by a direct competitor. Woods remarked that "de Havilland solemnly handed all its research over to its rivals ... the crowning piece of stupidity". 42: 744: 1152: 505: 812:

Trident 1C, had the unusual capability of using reverse thrust prior to touchdown. The throttles could be closed in the flare and reverse idle set to open the reverser buckets. At pilot discretion, up to full reverse thrust could then be used prior to touchdown. This was helpful to reduce hydroplaning and give very short landing runs on wet or slippery runways while preserving wheel brake efficiency and keeping wheel brake temperatures low. Brakes were fitted with the

980: 574:. The gross weight was cut by about a third to 105,000 pounds (48,000 kilograms), while the range was cut by more than half to 930 mi (1,500 km), and mixed-class seating was cut by about a quarter to 75 or 80 (97 in a single-class layout). Wing span was reduced by roughly 17 ft (5.2 m), wing area by 30%, and overall length by 13 ft (4.0 m). The revised design retained some features of the original one, notably its 1979: 897:, leading-edge slats for improved field performance, different takeoff flap settings (a 23 degree setting shortened the runway length required but imposed a 59,900kg MTOW), and the same fuselage, but with up to 140 seats in a six-abreast configuration. This specification took the 1C closer to the larger concept of the original DH121, but with 7,000 lbf (31 kN) less thrust. Only a few sales of the new design were made, three each for 1348: 1691: 847:. It was capable of guiding the aircraft automatically during airfield approach, flare, touchdown and even roll-out from the landing runway. The system was intended to offer autoland by 1970. In the event, it enabled the Trident to perform the first automatic landing by a civil airliner in scheduled passenger service on 10 June 1965 and the first genuinely "blind" landing in scheduled passenger service on 4 November 1966. 531:

scale of the Trident was too large, the airline had elected to effectively tear up the programme for its redesigning for their immediate situation. In 1959, BEA had a large fleet in operation and on order, and the issue of overcapacity was a critical concern. The airline's concerns reflected three factors - a short-lived airline recession in the late 1950s; the imminent arrival into service of a large fleet of turboprop

858:(ILS) was in use. The Trident's autoland system pioneered the use of lower landing minima, initially with Category 2 (100 ft decision height and 400 metres RVR) and soon after "zero-zero" (Category 3C) conditions. Since Tridents could operate safely to airfields equipped with suitable ILS installations, they could operate schedules regardless of weather, while other aircraft were forced to divert. 828: 1993: 391: 701: 693:

diminished. As a result of the changes, the design team was recalled and the Avro 776 was entirely sidelined for a new proposal. This new proposal, based upon the de Havilland Comet's fuselage, had little to do with the Trident save for the use of its existing Spey engines; this would go on to be selected and procured as the

611:, also left the DH.121 project. With the move to Hawker Siddeley Aviation, the designation was eventually revised to the HS 121. The reorganisation of the industry had compounded upon the delays caused by BEA's changes to the specification, which had in turn harmed the Trident's competitiveness against the Boeing 727. 1027:" conditions, in light of such issues experienced with the Trident 2E. Since the Spey 512 was the last of the Spey line, extra thrust would be difficult to obtain. Instead of attempting to replace the three engines with a completely different type, which would have been difficult with one engine buried in the tail, 1290:

received 23 Trident 1Cs in 1964–66, a 24th aircraft having crashed on its test flight. These were followed by 15 Trident 2E (1968–70) and 26 Trident 3Bs (1971–73). A Trident 1E was acquired from Channel Airways in 1971. One of the 2Es was swapped for a damaged Cyprus Airlines example in 1972, while

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engine; if such an engine had been produced, it could have equipped new versions of the civil Trident, as well. Furnished with a more capable engine that could provide more thrust than the Spey could, an extended fuselage could also have been adopted and existing landing restrictions could have been

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Although de Havilland stated that they generally concurred with BEA, its management also stated that they had worked "under terms more onerous than anything D.H. had previously undertaken". Industry observers at the time felt that the British aircraft industry had again stumbled "into the pitfall of

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industries as too fragmented into small companies; accordingly, a policy favouring mergers into a few large groups was adopted. De Havilland was keen to retain their independence and leadership of the DH.121, so approached the government with a proposal to form a consortium under which de Havilland

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article 1976 page 863 "Autoland starts to pay off for British Airways" by Don Craig (Principle Development Engineer Autoflight, European Division). The Quick Access Recorder "can record 64 analogue parameters and 30 odd- event signals". The QAR was situated on the flight deck and the cassettes were

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of 0.93, the wing produced relatively limited lift at lower speeds. This, and the aircraft's low thrust-to-weight ratio, called for prolonged takeoff runs. Nevertheless, the Trident fulfilled BEA's 6,000 ft (1,800 m) field length criterion and its relatively staid airfield performance was

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Six months following BEA's request, de Havilland and the airline came to an agreement on the downsized DH.121. Details of the emerging aircraft, including its pioneering avionics, were announced to the public in early 1960. It was this revised aircraft that BEA ultimately ordered on 24 August 1959,

720:, powered with up-rated Rolls-Royce Spey 510 engines of 10,700 lbf (47.6 kN) thrust, and a larger wing with more fuel, raising gross weight to 120,000 lb (54,000 kg) and range to 1,800 mi (2,900 km), but AA eventually declined the aircraft in favour of the Boeing 727. 521:

was emerging amongst airlines, design alterations were made to adopt a slightly larger diameter fuselage to accommodate six-abreast seating, providing for a maximum configuration of 111 seats. According to Woods, this enlarged version of the DH.121 was "on the verge of building the right aeroplane

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Companies vigorously competed to be selected by BEA due to the lure of its £30 million contract (equivalent to £885,295,000 in 2023), as well as the likelihood of lucrative overseas export sales. On 4 February 1958, de Havilland, along with Hunting and Fairey, announced that they had agreed to

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inherited 20 Trident 1Cs, one Trident 1E, 15 Trident 2Es and 26 Trident 3Bs from British European Airways in 1974. Two more 1Es were added when Northeast Airlines was absorbed in 1976, and a 1E and a 2E (both one-time BEA machines) came from Cyprus Airways in 1977. BA retired its Trident fleet

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In March 1959, BEA, which had become concerned by a recent decline in passenger growth, concluded that the DH.121's payload-range capacity could be too great for their needs and petitioned de Havilland to reduce the scale of the design to suit their revised projections. Fearing that the proposed

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The Trident normal descent rate was up to 4500 ft/min (23 m/s). In emergency descents of up to 10,000 ft/min, it was permissible to use reverse thrust. Below 280 kn IAS, it was also possible to extend the main landing gear for use as an airbrake. The Trident's first version,

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tail layout similar to that of the Caravelle. The engines were clustered at the rear, with the centre engine situated in the extreme rear of the fuselage fed by air ducted through a large oval intake at the front of the fin, a configuration similar to the later Boeing 727; the design eventually

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On 30 June 1966, Kuwait Airways Trident 1E registration 9K-ACG crash-landed 3 miles short of the runway at Kuwait International Airport. Fortunately there were no fatalities, and only minor injuries amongst the 83 passengers & crew. The aircraft which was just over one year old was written

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At one point, the Avro 776 looked set to win the competition to be selected as the RAF's new maritime patrol aircraft. Due to a desire to cut costs, though, the RAF decided to issue an entirely new operational requirement, under which the demands for speed, endurance, and capacity had all been

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that were very advanced for the period. Among other capabilities, they would offer automatic approach and landing within a few years of service entry. The avionics were also to have triplicated components for reliability and to allow "majority 2:1 voting" for aircraft guidance during automatic

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airliner. Its designers felt this configuration offered a trade-off between cruising economy and take-off safety in case of an engine failure; moreover, the BEA specification had called for "more than two engines". Each of the three engines would drive its own hydraulic system, offering triple

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for 24 aircraft. Accordingly, that same month, BEA announced that the DH.121 had come closest to its requirements and that it would proceed to order 24 with options on 12 more. A further six months were needed for the government to approve a formal BEA order for the DH.121; the government had

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BEA soon selected the DH.121 as the basis for detailed negotiations, but these talks were protracted due to multiple factors, including wider policy decisions of the British government and indecision within BEA itself. During the time that the DH.121 had emerged in the late 1950s, the British

466:, appealed for BEA to delay any decision until after one of the competing firms had already secured an export order for their airliner. In response, Lord Douglas stated that BEA wished to order the DH.121 and was awaiting approval from the government; Douglas's reply has been viewed as the 377:

of 123,000 lb (56,000 kg) or optionally, up to 150,000 pounds (68,000 kg), a range of 2,070 mi (3,330 km), and seating for 111 in a two-class layout (or for over 140 in a high-density, single-class layout as typical from the 1960s onwards on inclusive-tour

1069:, the type's main operator, saw the required refits as not viable and instead chose to phase the Trident out of their fleet in 1985, the final flights were made on 31st December 1985. The Trident's services in China ended in 1995, marking its permanent retirement from service. 649:. Amongst the various submissions that had been produced in response was a bid by Avro, part of the Hawker Siddeley Group, which was designated as the Avro 776. The proposed Avro 776 mated the Trident's fuselage with a redesigned and enlarged wing along with more powerful 245:

in revenue service in 1965. The initial Trident 1/2 could seat 101–115 passengers over up to 2,350 nmi (4,350 km). The Trident 3 was stretched by 5 m (16 ft) to seat 180 over 1,940 nmi (3,590 km; 2,230 mi), and had an additional

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diameter. It had a smaller flight deck and single-axis, two-wheel, four-tyre main undercarriage legs in place of four-wheel bogies. Woods summarised the BEA-mandated redesign as: "At one blow the 121 was emasculated in terms of size, power and range".

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stated of the Airco consortium that "this is not quite what had in mind". Nevertheless, both Airco and the rival Bristol-Hawker Siddeley team proceeded to conduct their own approaches to various overseas airlines; sufficiently interested, American

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The Trident was the first airliner fitted with a quick access flight data recorder. This sampled 64 variables, converted them into a digital format, and stored them on magnetic tape for ground analysis. Later the system included a voice recorder.

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engines capable of 16,300 lb of thrust. In addition to the maritime patrol requirement, Avro envisioned that the aircraft could be used in various military roles, including as a 103-seat troop transport and as being armed with up to four

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to be conducted during mid-1961. The company's market research department was forecasting that as many as 550 airliners in its category would be sold by 1965. Noting that a greater preference for the seating dimensions of what would become

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approach and landing. The physical dimensions of most avionics of the period required them to be housed in a large compartment beneath the Trident's flight deck; the compartment's size was among the factors dictating a distinctive nose

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two former Kuwait Airlines 1Es were operated in 1972 before passing to Cyprus Airways in 1973. Three Trident 1Cs were written off whilst in BEA ownership and the rest of the fleet passed to British Airways upon its formation in 1974.

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received two Trident 2Es in 1969/70, one of which was damaged in 1972 and swapped for a similar BEA aircraft. Two former Kuwait Airlines Trident 1Es were acquired via BEA in 1973. Two aircraft were damaged beyond repair during the

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Trident 2E registered B-274, crashed into a factory near Beijing, injuring at least 200. The crash was caused by an unqualified pilot who stole and flew the airliner. All 12 people on board were killed, as well as 32 people on the

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received two of the cancelled Channel Airways Trident 1Es in 1969 and acquired a third example from Channel in 1971. One was written off in 1975 and the others passed to British Airways when Northeast was taken over in

941:. It would have the Spey 511 engines, a 2.8 m fuselage stretch, a gross weight of 132,000 lb (60,000 kg) and up to 128 seats in the original five-abreast configuration. BEA planned to buy 10 1Fs, plus an 991:

offered two new designs in 1965: a larger 158-seat two-engine aircraft otherwise similar to the Trident known as the HS132; and the 185-seat HS134, which moved the engines under the wings, a design very similar to the

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turbojet, fed from its own intake behind a pair of movable doors. The engine added 15% more thrust for takeoff, while adding only 5% more weight, and it would only be used when needed. BEA accepted this design as the

716:(AA) in 1960. AA requested greater range than what the aircraft initially had, which meant that the original DH121 design would have fulfilled its requirements almost perfectly. In response, design began on a new 689:

discarded; overall, the Trident would have been a far closer match to the 727. Wood summarised the importance of this prospective development as: "For the Trident programme, the RB.177 would have been a God-send".

618:, which had determined the Trident to be superior to the Boeing 727 from an operational standpoint, but it was also viewed as having been commercially risky to choose a different fleet from rival airlines such as 796:

deemed adequate before the arrival into service of the Boeing 727 and later jet airliners built to 4,500 ft (1,400 m) field length criteria. The aerodynamics and wing was developed by a team led by

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favoured the Bristol 200 for industrial policy reasons. Reportedly, BEA had a considerable interest in the Caravelle itself, but this would have been a politically unacceptable choice. BEA also favoured

727:. The main difference was a larger fuel tank in the centre section of the wing, raising weights to 115,000 lb (52,000 kg), and range to 1,400 mi (2,300 km). The first Trident 1, 1628:, which crashed whilst landing on runway 28R, thereafter departing from the runway. Trident G-ARPI was severely damaged, but repaired and returned to service, whereas G-ARPT was written off. 865:

on the centre instrument panel. This electro-mechanical device also recorded the aircraft's track using a stylus plotting on a motor-driven paper map. Positional information was given by a

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Downsizing the Trident involved substantial changes to the design being made, including a powerplant change from the Medway to a scaled-down derivative, the 40% less powerful 9,850 lb

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The Trident was one of the fastest subsonic commercial airliners, cruising at over 610 mph (980 km/h). At introduction into service its cruise Mach Number was 0.88/ 380 kn

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By 1960, de Havilland had been acquired by the Hawker Siddeley group. After the de Havilland takeover, Airco was disbanded. Hunting was marshalled into the competing newly formed

1378: 684:, having shelved development of the Medway following the Trident's redesign, was keen to develop an engine to slot between the 10,000 lb Spey engine and the 20,000 lb 357:

engines, and greatly resembled the eventual production aircraft. By August 1957, the DH.121 proposal had been revised; differences included the adoption of the in-development

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In 1977, fatigue cracks were discovered in the wings of British Airways Tridents. The aircraft were ferried back to the manufacturer and repaired, then returned to service.

5026: 433:, would be responsible for other elements; however, Bristol strongly opposed this arrangement and chose to work with Hawker Siddeley in competition against de Havilland. 1527:. All 118 on board were killed in what became known as the "Staines air disaster". As of 2023, it is still the worst aviation accident to have occurred on British soil ( 625:

According to Woods, a significant opportunity that may have enabled the Trident to catch up with the 727 was lost during the 1960s in the form of two competitions for a

2759: 893:. This would be powered by 11,400 lbf (50.7 kN) Spey 511s, have a gross weight of 135,600 lb (61,500 kg), an increased wing area by extending the 3545: 291: 614:

The rival Boeing 727 had quickly established a lead over the Trident. The 727's early lead only strengthened it in subsequent competitions; one such example is

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In April 1958, de Havilland firmed the general configuration of the DH.121 and established a development timetable, including a projected date for the type's

1040:, and ordered 26. The first flight was on 11 December 1969 and the aircraft entered service on 1 April 1971. Addition of extra fuel capacity resulted in the 1140: 854:

and other British airports. Delays were commonplace when Category 1 (Cat 1 = 200 ft (61 m) decision height and 600 metre runway visual range RVR)

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with a quarter-chord sweepback of 35 degrees. It had three rear-mounted engines: two in side-fuselage pods, and the third in the fuselage tailcone, with an

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some four years after their service entries, whereas a cut-back design would be more competitive against the then-projected 75–100 seat, twin-engined DC-9.

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design, with the nose landing gear offset by 2 ft (61 cm) to the port side and retracting sideways to stow across the DH.121's longitudinal axis.

971:. CAAC, the Chinese national airline, bought 33. The first flight of this version was made on 27 July 1967 and it entered service with BEA in April 1968. 373:

redundancy in case of any of the other systems failing. The engines were to be 13,790 lbf (61.34 kN) Medway engines. The DH.121 was to have a

1058: 1425:, Manchester, UK; moved from Heathrow in September 2005 after fund raising campaign by The Trident Preservation Society and Neil Lomax on display in 3317: 3287: 2519: 933:

At this point, BEA decided that the Trident was too short-legged for its ever-expanding routes, and that an even longer-ranged version was needed.

772:. One version, the 3B, had a fourth "boost" engine with a separate intake duct above the main S-duct. All versions were powered by versions of the 607:) being marketed alongside the DH.121 as a complementary, smaller member of the same airliner family. Fairey Aviation, partially incorporated into 886:

The first Trident entered service on 1 April 1964. By 1965, 15 Tridents were in BEA's fleet, and by March 1966, the fleet had increased to 21.

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Trident I G-ARPI: Report of the Public Inquiry into the Causes and Circumstances of the Accident near Staines on 18 June 1972 – Appendix A

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In April 1956, Anthony Milward, chief executive of BEA, stated that he "would rather do without ". Nevertheless, in December of that same year

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on which the runway was laid and was torn out, causing the aircraft to run off the runway and slip into the harbour. Seven people were killed.

6134: 2227: 1485: 1322: 622:, which had already selected the 727. In 1972, its unit cost was US$ 7.8M. By 1975, only 117 Tridents had been sold against over 1,000 727s. 501:, and therefore the Trident submission, due to the firm's established experience with jet airliners with its prior development of the Comet. 3003: 1667: 346: 1200:

received 4 former PIA Trident 1Es in 1970, followed by 33 new Trident 2Es between 1972 and 1978, and a pair of Super Trident 3Bs in 1975.

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Hawker Siddeley Aviation, which had absorbed de Havilland, needed additional customers for the Trident, so entered into discussions with

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form a partnership for the purpose of manufacturing and marketing the DH.121; the consortium adopted the corporate name of the defunct

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changed every couple of flights. The data was analysed on a Honeywell computer system. Steve Mills (Development Engineer Autoflight).

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The Trident had a complex, sophisticated and comprehensive avionics fit which was successful in service. This comprised a completely

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in 1974, one of which was left on the abandoned Nicosia airport and remains. The two survivors passed to British Airways in 1977.

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aircraft (designed to the Trident's original specification) were built and the last continued in passenger service until 2019.

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The Trident experienced some key export sales, particularly to China. Following a thawing of relations between Britain and the

906: 2841: 2809: 968: 125: 6104: 3531: 3232: 1509: 658: 349:(BOAC). In July 1957, de Havilland made another submission in the form of the DH.121; this proposal was furnished with three 341:

company considered three possible contenders for the specification; two of these were four-engined developments of the early

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On 12 February 1958, the British government authorised BEA to commence contractual negotiations along with the issuing of a

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received four Trident 1Es in 1966–67, including a VIP aircraft for presidential flights. They were sold to China in 1970.

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during the previous year, and BEA was beginning to recognise that jet aircraft could soon be providing stiff competition.

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was the intended operator of the presidential Trident 1E, but it was delivered to Pakistan International Airways instead.

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High-capacity short-medium range version of the 2E with a 16 ft 5 in (5.00 m) stretch and one additional

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initially in 24 examples with 12 options. In September 1960, the future airliner's name, Trident, was announced at the

345:, the world's first jet-powered airliner: the D.H.119 and the D.H.120, the latter being also intended to be offered to 222:. By the end of the programme in 1978, 117 Tridents had been produced. The Trident was withdrawn from service in 1995. 1437: 1391: 2892: 1297:

ordered five Trident 1Es but only two were delivered, in 1968. These were sold to BEA and Northeast Airways in 1971.

6129: 6028: 4703: 4698: 4268: 4243: 4022: 3579: 1221: 964:-style tips. It had a gross weight of 142,400 lb (64,600 kg) and a 2,000 miles (3,200 kilometres) range. 455: 2964: 5899: 4829: 4758: 4358: 4177: 4002: 3982: 1584: 1364: 855: 314: 5744: 831:

Flight deck of a Trident 2E: there are orange "Triplex autoland fitted" placards on the control columns and the

6124: 5982: 4921: 4834: 4597: 4348: 4228: 4223: 4017: 4012: 3712: 2057:"B.E.A.'s feelings on these points were not inflexible. Their specification constituted a basis for discussion" 1426: 1403: 1287: 1156: 1019:

raised the gross weight to 143,000 lb (65,000 kg) and made modifications to the wing to increase its

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A later revision of the Bristol 200 proposal that was being promoted to BEA was designated as the Bristol 205

535:, which duplicated the DH.121's general payload-range area; and the growing trend to higher-density seating. 218:

happened on 9 January 1962, and it was introduced on 1 April 1964, two months after its main competitor, the

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received three Trident 1Es in 1965/66. One was written off in 1966 and the others were sold to BEA in 1972.

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Subsequently, the Trident was becoming the backbone of BEA's fleet and BEA wanted an even larger aircraft.

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accounts claim that the Trident ran out of fuel, but others claim the plane was actually destroyed from

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to fill the roles of both the BAC 1–11 and Trident, but this plan was vetoed by the British government.

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would produce the fuselage, Bristol would manufacture the wings, and various other companies, including

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began drafting noise regulations that would require first- and second-generation jet airliners to fit

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The Trident's advanced avionics displayed the aircraft's current position relative to the ground on a

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On 3 July 1968, whilst parked at Heathrow Terminal 1, Trident 1s G-ARPI and G-ARPT were struck by an

792: 634: 63: 697:. As a result of this loss, prospects for an enlarged, higher-power Trident effectively evaporated. 5973: 5719: 5709: 5704: 5699: 5694: 5689: 5684: 5679: 5674: 5669: 5664: 5654: 5649: 5639: 5634: 5629: 5579: 5574: 5569: 5559: 5529: 5519: 5504: 5499: 5484: 5479: 5469: 5464: 5454: 5439: 5429: 5409: 5399: 5394: 5389: 5374: 5369: 5364: 5354: 5349: 5344: 5339: 5334: 5329: 5324: 5319: 5314: 5304: 5299: 5294: 5289: 5269: 5254: 5244: 5239: 5234: 5219: 5214: 5204: 5199: 5194: 5189: 5184: 5179: 5159: 5129: 5124: 5119: 5109: 5094: 5089: 5079: 5074: 5054: 4688: 4516: 4343: 4263: 4182: 4172: 4157: 4152: 4147: 4112: 4102: 4092: 4082: 3997: 1621: 1554: 1505: 1023:; the engines remained the same. BEA rejected the design as being unable to perform adequately in " 1020: 956:. Now powered by newer Spey 512s with 11,930 lbf (53.1 kN) thrust, it also replaced wing 788: 705: 681: 666: 584: 242: 979: 4993: 4988: 4978: 4973: 4937: 4774: 4748: 4743: 4728: 4663: 4658: 4653: 4643: 4602: 4592: 4587: 4582: 4526: 4501: 4463: 4418: 4413: 4333: 4308: 4298: 4218: 4208: 4203: 4132: 4122: 4107: 4072: 4062: 4057: 3972: 3967: 3962: 3957: 3947: 3942: 3937: 3927: 3922: 3917: 3912: 3902: 3897: 3892: 3887: 3872: 3867: 3857: 3837: 3832: 3827: 3817: 3812: 3807: 3802: 3797: 3792: 3782: 3777: 3772: 3767: 3762: 3757: 3752: 3747: 3742: 3737: 3732: 3717: 3707: 3702: 3692: 3687: 3682: 3677: 3672: 3667: 3647: 3642: 3637: 3632: 2255: 1902: 1671: 1644:, and failing to stop on the remaining length of (wet) runway. It was operating British Airways ( 1635:

was damaged beyond repair & written off at Bilbao after aborting its take-off at or close to

1422: 1335: 866: 862: 832: 732: 685: 486: 450: 362: 342: 330: 3252: 3150: 504: 3214: 3198: 3166: 3134: 3102: 3086: 3055: 3039: 1181:

received one of the cancelled Channel Airlines Trident 1Es in 1969, and operated it until 1978.

6119: 4738: 4733: 4258: 4233: 4097: 3474: 3459: 3444: 3429: 3414: 3385: 3370: 3355: 2698: 1528: 1489: 1111: 1032: 997: 869:

system which read groundspeed and drift data which, alongside heading data, drove the stylus.

777: 713: 677: 650: 608: 326: 247: 279:, which was ordered by the airline on 20 July 1956. By this point, however, the French-built 6114: 5988: 5895: 5064: 4880: 4248: 4042: 1886: 1603: 1569: 1524: 1095: 1015:. A fuselage stretch of 5 m (16 ft 5 in) made room for up to 180 passengers; 894: 797: 773: 619: 571: 532: 493: 471: 459: 426: 354: 318: 306: 276: 272: 226: 1347: 5960: 5950: 5925: 5920: 5865: 5840: 5830: 5785: 5509: 5414: 5384: 5284: 5279: 5274: 5264: 5259: 5249: 5229: 5224: 5209: 5164: 5154: 5149: 5144: 5039: 5035: 3024: 2763: 2738: 2523: 2232: 1998: 1678: 1663: 1595: 1591: 1535: 1294: 1280: 1160: 1066: 910: 851: 646: 642: 430: 379: 199: 117: 83: 46: 1307:

Air Charter Service of Zaire received five former British Airways Trident 3Bs in 1984–86.

1051:, China completed several purchase deals and more than 35 Tridents were eventually sold. 996:. Both were to be powered by a new high-bypass engine under development at the time, the 214:(BEA) request. By 1960, de Havilland had been acquired by Hawker Siddeley. The Trident's 1690: 1519:, a Trident 1 registered G-ARPI, entered a deep stall due to pilot error and crashed at 1011:

BEA returned to Hawker Siddeley and chose a stretched version of the basic Trident, the

5945: 5940: 5930: 5880: 5875: 5820: 5805: 5790: 5174: 5169: 5134: 5114: 5104: 5099: 2266: 2208: 2021: 1681:

was hijacked, leading to establishment of diplomatic relations between the PRC and ROK.

1399: 1247: 1216: 898: 662: 655: 604: 463: 5004: 3498:

online, March 2012, pp. 51–64, ISSN 2049-2081. Hersham, UK: Ian Allan Publishing.

3441:

The Air Traveller's Handbook: The Complete Guide to Air Travel, Airplanes and Airports

3253:

Accident description for Hawker Siddeley HS-121 Trident 2E B-296 Chunchon Air Base

1409:

Trident 2E G-AVFH (Forward Fuselage Section) at the De Havilland Museum Hertfordshire.

680:, the development of the latter being supported by the 776's procurement if selected. 603:(BAC); their departure removed any putative possibility of the Hunting 107 (later the 6093: 5935: 5910: 5885: 5860: 5845: 5835: 5800: 5780: 5775: 5659: 5624: 5619: 5614: 5609: 5604: 5599: 5594: 5589: 5584: 5564: 5554: 5549: 5544: 5539: 5534: 5524: 5514: 5494: 5489: 5474: 5459: 5449: 5444: 5434: 5424: 5419: 5404: 5379: 5359: 5309: 5084: 5069: 5059: 2946: 1576: 1561: 1234: 1197: 1144: 948:

As work continued on the 1F the changes became so widespread that it was renamed the

902: 805: 723:

Some of these changes were added into the original prototype, and it was renamed the

518: 513: 284: 215: 121: 3077:

Accident Investigation Branch, Department of Trade and Industry. HMSO, London, 1973.

1072:

Only 117 Tridents were produced and all are no longer in service. In contrast, 1832

17: 5850: 5754: 5749: 3554: 1501: 1418:

Trident 3B G-AWZJ (Forward Fuselage Section) Dumfries and Galloway Aviation Museum.

1098:, uprated engines, and addition of leading edge slats over the Trident 1C; 15 built 1024: 844: 757: 408: 395: 334: 203: 94: 3523: 555:

projects. It was felt the original large DH.121 would have to compete against the

3118: 2731: 2261: 1374:

Trident 1C G-ARPP (Nose Section) at Solway Aviation Museum Carlisle Airport UK.

587:; this name had been chosen as a reflection of its then-unique three-jet, triple- 5915: 5870: 5855: 5825: 5815: 5810: 5795: 5770: 4638: 4633: 4577: 4408: 3822: 3697: 3662: 3657: 3652: 3627: 3623: 921:. Channel Airways' aircraft were equipped with cramped, 21 in (53 cm) 827: 801: 556: 467: 446: 3183:"Accident description: Hawker Siddeley HS-121 Trident 1E 9K-ACG, 30 June 1966" 2262:"The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)" 1412:

Trident 2E G-AVFM (Nose Section) at South Wales Aviation Museum St Athan Wales.

800:, who would later use the Trident wing design as the basis for the wing of the 329:

trijet before shelving it and joining forces with Bristol and Hawker Siddeley.

4911: 4906: 4850: 4628: 4623: 4572: 4567: 4562: 4557: 4496: 4491: 4486: 4403: 4363: 3619: 3614: 3609: 3604: 3599: 3594: 3589: 3182: 2011: 1974: 1546: 1539: 1470: 1178: 1133: 1073: 1005: 1001: 993: 922: 918: 765: 588: 560: 548: 482: 421: 230: 219: 3016: 1590:

On 31 August 1988, the right outboard flap of a CAAC Trident 2B operating as

3215:"Accident description: Hawker Siddeley HS-121 Trident 1E, 15 September 1975" 3103:"Accident description: Hawker Siddeley HS-121 Trident 3B, 10 September 1976" 1984: 1478: 1441: 1191: 672:

Later revisions of the Avro 776 substituted the RB.178 engine for the newer

522:

for the market and the success of the Viscount looked like being repeated".

458:

invited both teams to present their proposed airliners in January 1958. Sir

383: 268: 1652:

with 110 passengers and 7 crew, all of whom evacuated the aircraft safely.

1360:

Trident 1C G-ARPH (Nose Section) at Museum of Flight East Fortune Scotland.

3367:

Contested skies: Trans-Australian Airlines, Australian Airlines, 1946–1992

1447:

Trident 3B G-AWZP (Nose Section) at the De Havilland Museum Hertfordshire.

1415:

Trident 3B G-AWZI (Nose Section) at Farnborough Air Sciences Trust Museum.

1065:

to the engines. These regulations would go into effect on 1 January 1986.

743: 390: 3369:. St Lucia, Queensland, Australia: University of Queensland Press, 1999. 3324:. Vol. 95, no. 3121. 2 January 1969. p. 27. Archived from 3167:"Accident description: Hawker Siddeley HS-121 Trident 2E, 31 August 1988" 2875:"Analysis: Why there was more to the HS Trident than just a lot of noise" 2472:"D.H.121: Progress Report on Britain's 600 m.p.h. Viscount Replacement". 1757: 1637: 1497: 1062: 840: 673: 575: 403: 358: 350: 333:

proposed the VC11 four-engined airliner, derived from its in-development

238: 195: 3135:"ASN Aircraft accident: Hawker Siddeley HS-121 Trident 2E B-266 Yangsuo" 925:, seven-abreast seating in the forward section, seating 149 passengers. 700: 3199:"Hull-loss description: Hawker Siddeley HS-121 Trident 1s, 3 June 1966" 3087:"Accident description: Hawker Siddeley HS-121 Trident 1C, 18 June 1972" 1599: 1520: 1395: 813: 3056:"Criminal Occurrence description: Trident 1E crash, 13 September 1971" 3040:"Accident description: Hawker Siddeley HS-121 Trident 1C, 3 June 1966" 2745:, 10 February 1972 Volume 53 Number 782. pp. 321–323. via Google Books 1598:

while landing in rain and fog. The right main landing gear struck the

983:

The Trident 3B, stretched by 5 m (16 ft) for up to 180 seats

747:

T-tail and retracted leading edge devices of a Hawker Siddeley Trident

2695:

Flight Control Systems: Practical Issues in Design and Implementation

1568:

On 26 April 1982, a CAAC Trident 2E registration B-266, operating as

769: 761: 540: 478: 369: 302: 234: 207: 1237:

received three Trident 1Es in 1965, which were operated until 1977.

3558: 2680:"Talking to Mr. Beall: Boeing's Senior Vice-President in London". 1689: 1572:, crashed near Yangsuo, China killing all 112 passengers and crew. 1346: 1150: 1139: 1128: 1057:

The beginning of the Trident's end came in the early 1980s, since

1031:'s engineers decided to add a fourth engine in the tail, the tiny 978: 826: 742: 699: 503: 438: 389: 296: 3518: 2986: 781: 630: 322: 5008: 3527: 3428:. Danbury, Connecticut: Grolier Educational Corporation, 1980. 3411:

Government Birds: Air Transport and the State in Western Europe

1450:

Trident 3B G-AWZU (Nose Section) at Jet Age Museum Gloucester.

669:

had also proposed their own military variants of the Trident.

365:, and an expansion to accommodate a maximum of 98 passengers. 3004:"China People's Revolution Military Museum - Beijing - China" 1104:

An improved Trident 1E with triplex autoland system; 50 built

3397:

Illustrated International Aircraft Guide 6: General Aviation

2697:. Kidlington, Oxfordshire, UK: Elsevier Science Ltd., 2000. 1363:

Trident 1C G-ARPO at North East Land, Sea and Air Museums

313:

Four companies prepared projects to match the BEA outline.

2498:"Commercial Aircraft of the World: D.H.121 Trident Mk 1". 2893:"Boeing's famous trijet 727 makes last commercial flight" 1088:

Production version for British European Airways; 24 built

3493:"Classic Aircraft (Trident at 50: Tales of the Trident). 3513: 2794:"Smiths Industries Flight Data/Cockpit Voice Recorders" 3233:"8/1977 British Airways Trident G-AVYD, 15 Sept 1975" 850:

The ability to land in fog solved a major problem at

3413:. Lanham, Maryland: Rowman & Littlefield, 2003. 2429: 2427: 2386: 2384: 2135: 2133: 1724:

Three (Captain, First Officer, and Flight Engineer)

1504:

according to the official view of the PRC. Official

1496:

under mysterious circumstances during an attempt by

1120:

Extended range by 692 km (430 miles); two built

477:

Meanwhile, a rival airliner emerged, this time from

5959: 5763: 5047: 4966: 4946: 4930: 4899: 4843: 4767: 4616: 4550: 4479: 4472: 4191: 3566: 2756:"Flashback Friday: 50th Anniversary of Autolanding" 2726: 2724: 2006:

Aircraft of comparable role, configuration, and era

172: 164: 153: 145: 140: 132: 109: 101: 89: 77: 69: 59: 54: 34: 2965:"Hawker Siddeley HS-121 Trident 2 Production List" 2075:Hunting and Fairey remained DH.121 subcontractors. 1444:, UK; preserved in British Airways 'Negus' livery. 1379:Military Museum of the Chinese People's Revolution 1194:operated 5 former CAAC Tridents from 1988 to 1991. 889:Hawker Siddeley then proposed an improved 1C, the 402:From the outset, the DH.121 was planned to employ 3509:Hawker Siddeley HS121 Trident at BAE Systems site 3443:. New York: Simon & Schuster/Fireside, 1978. 1384:Trident 1E 50051 at Beijing Air And Space Museum. 3454:Winchester, Jim, ed. "Hawker Siddeley Trident". 3399:. London: Phoebus Publishing Co., 1981. No ISBN. 3354:. London: Frederick Warne & Co. Ltd., 1976. 1594:hit approach lights of runway 31 of Hong Kong's 731:, made its maiden flight on 9 January 1962 from 2947:"Hawker Siddeley HS121 Trident production list" 1538:Trident 3B, G-AWZT, collided in midair with an 3294:. 9 November 1962. p. 865. Archived from 3030:, 7 August 2007. Retrieved: 27 September 2009. 241:allowed it to be the first airliner to make a 225:The jetliner is powered by three rear-mounted 5020: 3539: 704:A 35-m-long Trident 1C at the September 1962 8: 2645: 2643: 2641: 1862:1C: 4,840 imp gal (22,000 L) 1421:Trident 3B G-AWZK at Runway Visitor Park at 3382:British Civil Aircraft since 1919, Volume 2 2941: 2939: 2631: 2629: 2627: 2590: 2588: 2569: 2567: 2322: 2320: 2318: 2316: 2314: 2312: 2310: 2308: 2306: 2304: 2294: 2292: 2290: 2288: 2286: 2284: 2186: 2184: 2182: 2180: 2178: 780:, originally intended as a lift engine for 5027: 5013: 5005: 4476: 3546: 3532: 3524: 2937: 2935: 2933: 2931: 2929: 2927: 2925: 2923: 2921: 2919: 2123: 2121: 937:responded with another upgrade designated 382:flights). The design initially included a 31: 3473:. Macdonald and Jane's Publishers, 1975. 2361:"Bristol 200 – a Preliminary Appraisal". 2258:inflation figures are based on data from 2093: 2091: 1549:, killing everyone on both aircraft. The 665:bomber. In addition to Avro's proposals, 481:in the United States, in the form of the 420:government came to view the airframe and 2660:"1964 | 0946 | Flight Archive" 2236:, 18 June 1965. Retrieved: 17 July 2009. 1937:Mach 0.84 – 495 kn (917 km/h) 1934:Mach 0.86 – 506 kn (937 km/h) 1697: 967:BEA bought 15, while two were bought by 394:Offset nosewheel to accommodate a large 387:settled on a variable-incidence T-tail. 3426:Jane's Encyclopedia of Aviation, Vol. 2 3017:"HS.121 Trident series 3B-101 'G-AWZK'" 2732:"Cutting through the fog with autoland" 2223: 2221: 2087: 2050: 960:with slats, and extended the span with 368:The DH.121 was to be the world's first 2459:"Airco D.H.121: Preliminary Details". 2335:Bacon, Roger. "Straight & Level". 1860:3,840 imperial gallons (17,500 L) 1809:11 ft 3.5 in (3.442 m) 3072:Civil Aircraft Accident Report 4/73: 2858:"New snag could again delay Tridents" 2485:"The D.H.121 and Automatic Landing". 1782:1,462 sq ft (135.8 m) 1779:1,415 sq ft (131.5 m) 1776:1,358 sq ft (126.2 m) 1762:89 ft 10 in (27.38 m) 1752:131 ft 2 in (39.98 m) 1749:114 ft 9 in (34.98 m) 641:, which sought a replacement for the 259:Background and original specification 7: 2374:"B.E.A.'s Jet: Cards on the Table". 1694:Hawker Siddeley Trident 3B side view 1114:booster engine in the tail; 26 built 708:, before its April 1964 introduction 415:Industry consolidation and selection 347:British Overseas Airways Corporation 317:proposed the initially four-engined 2826:"British bid to sell jets to China" 2417:"B.E.A. versus Traffic Recession". 1801:28 ft 3 in (8.61 m) 1798:27 ft 0 in (8.23 m) 1670:while over the sea. It diverted to 1517:British European Airways Flight 548 909:(later sold to CAAC), two each for 267:(BEA) introduced the world's first 229:low-bypass turbofans, it has a low 3395:Jerram, Michael and Cliff Barnet. 3288:"Commercial Aircraft of the World" 3151:Accident description for B-264 1955:1C: 1,760 nmi; 3,260 km 1843:1C: 115,000 lb (52.2 t) 1486:People's Liberation Army Air Force 1323:People's Liberation Army Air Force 791:. Designed for high speed, with a 633:design competition to replace the 25: 1917:3 x 11,400 lbf (51 kN) 1914:3 x 10,400 lbf (46 kN) 1822:1C: 67,200 lb (30.5 t) 1481:, Norfolk, killing all four crew. 843:developed by Hawker Siddeley and 760:of all-metal construction with a 595:Further development and proposals 301:The Trident was one of the first 3514:The Trident Preservation Society 3406:. London: Blandford Press, 1967. 2662:. Flightglobal.com. 2 April 1964 1991: 1977: 1631:On 15 September 1975 Trident 1E 1587:. Eleven passengers were killed. 1579:Trident 2E registered B-264 was 1500:and his family to defect to the 40: 3352:The Observer's Book of Aircraft 1945:35,000 ft (11,000 m) 1626:BKS Air Transport Flight C.6845 1261:Pakistan International Airlines 907:Pakistan International Airlines 776:, while the boost engine was a 659:air-launched ballistic missiles 3458:. Kent, UK: The Grange, 2004. 3205:. Retrieved: 13 November 2010. 3173:. Retrieved: 13 November 2010. 3157:. Retrieved on 30 August 2014. 3109:. Retrieved: 13 November 2010. 3093:. Retrieved: 13 November 2010. 3062:. Retrieved: 13 November 2010. 3046:. Retrieved: 13 November 2010. 2560:. 10 August 1972. p. 183. 2215:. Retrieved: 13 November 2010. 1964:1,940 nmi; 3,600 km 1961:2,350 nmi; 4,350 km 1958:1,910 nmi; 3,540 km 1852:150,000 lb (68.0 t) 1849:142,500 lb (64.6 t) 1846:128,000 lb (58.1 t) 1510:controlled flight into terrain 841:automatic blind landing system 835:on the centre instrument panel 271:-powered civil airliner – the 184:Hawker Siddeley HS-121 Trident 27:British trijet T-tail airliner 1: 2891:Guy, Jack (22 January 2019). 1953:1,170 nmi; 2,170 km 1841:107,000 lb (48.5 t) 1831:83,000 lb (37.6 t) 1828:73,200 lb (33.2 t) 1825:70,000 lb (31.8 t) 1551:collision of the two aircraft 1325:operated former CAAC Tridents 1206:operated former CAAC Tridents 804:; for the Trident he won the 6135:Aircraft first flown in 1962 4537:DH.113 Vampire Night Fighter 3259:. Retrieved on 18 July 2021. 2518:. 12 February 1960, p. 196. 2390:Staniland 2003, pp. 149–150. 1820:66,700 lb (30.3 t) 1440:exhibit store at Wroughton, 601:British Aircraft Corporation 250:booster engine in the tail. 2502:. 18 November 1960, p. 798. 2339:. 16 December 1960, p. 953. 2157:"Thoughts on the D.H.121". 1895:3 x Spey RB.163-25 Mk512-5 1523:shortly after takeoff from 1473:while on a test flight and 1465:On 3 June 1966, Trident 1C 1438:National Collections Centre 1392:Imperial War Museum Duxford 1387:Trident 2E 50057 at Zhuhai. 845:Smiths Aircraft Instruments 547:were also downsizing their 6151: 3424:Taylor, Michael J.H., ed. 3404:Civil Airliners since 1946 3221:. Reviewed: 12 March 2024. 3189:. Retrieved: 8 March 2024. 3141:. Retrieved: 1 April 2010. 3125:. Retrieved: 1 April 2010. 2993:. Retrieved: 1 April 2010. 2842:"After Trident, Concorde?" 2810:"BEA orders more Tridents" 2800:. Retrieved: 1 April 2010. 2684:. 14 October 1960, p. 603. 2649:Jackson 1973, pp. 272–276. 2489:. 22 January 1960, p. 120. 2365:, 24 January 1958, p. 109. 1925:1 x (5,250) lbf (23.4 kN) 1898:3 x Spey RB.163-25 Mk512-5 1892:3 x Spey RB163-25 Mk511-5 1581:hit by a military aircraft 1531:was a terrorist incident). 1222:Turkish Invasion of Cyprus 1155:A Trident 3B in crossover 1049:People's Republic of China 462:, chairman of Bristol and 456:Pan American World Airways 292:Lord Douglas of Kirtleside 4876:DH.82C-2/C-4 Menasco Moth 2714:"Trident Automatically". 2512:"Hawker Siddeley Mergers" 2163:28 February 1958, p. 267. 2139:Munson 1967, pp. 153–154. 1944: 1933: 1923:3 x 11,960 lbf (53.2 kN) 1920:3 x 11,960 lbf (53.2 kN) 1808: 1797: 1789: 1781: 1767: 1748: 1723: 1460:Accidents with fatalities 1432:Trident 3B G-AWZM at the 1377:Trident 1E B-2207 at the 945:for 14 further aircraft. 856:instrument landing system 639:Air Staff Requirement 381 39: 6110:Hawker Siddeley aircraft 3384:. London: Putnam, 1973. 3028:www.ringwayreports.co.uk 3023:15 December 2009 at the 2762:22 December 2015 at the 2476:22 January 1960, p. 102. 2463:. 28 August 1959, p. 91. 2450:, 14 August 1959, p. 26. 2421:. 28 August 1958, p. 74. 2378:, February 1958, p. 167. 1534:On 10 September 1976, a 1484:On 13 September 1971, a 1427:British European Airways 1404:British European Airways 1288:British European Airways 1000:. BEA instead opted for 958:leading-edge droop flaps 627:maritime patrol aircraft 616:Trans Australia Airlines 441:company, which had been 325:proposed the futuristic 265:British European Airways 212:British European Airways 114:British European Airways 6100:1960s British airliners 3257:Aviation Safety Network 3155:Aviation Safety Network 2737:20 October 2023 at the 2718:. 17 June 1965, p. 972. 2612:Wood 1975, pp. 107–108. 2603:Wood 1975, pp. 106–107. 2582:Wood 1975, pp. 105–106. 2543:Gunn 1999, pp. 184–185. 2534:Wood 1975, pp. 104–105. 2522:1 February 2014 at the 2408:Staniland 2003, p. 150. 2399:Wood 1975, pp. 103–104. 2260:Clark, Gregory (2017). 2245:Wood 1975, pp. 102–103. 2228:"Touchdown by Computer" 2199:Wood 1975, pp. 97, 102. 2148:Wood 1975, pp. 100–101. 2106:Staniland 2003, p. 149. 1875:5,440 imp gal 1870:5,774 imp gal 1865:5,440 imp gal 1768:98 ft (30 m) 1765:95 ft (29 m) 1583:while on the runway at 1575:On 14 September 1983 a 1455:Accidents and incidents 1369:Northeast Airlines (UK) 445:'s employer during the 398:beneath the flight deck 4891:DH.115 Vampire Trainer 2554:"Airliner price index" 2437:, 29 May 1959, p. 753. 2209:"Deep-Stall Avoidance" 2115:Wood 1975, pp. 99–100. 2034:List of civil aircraft 2017:McDonnell Douglas DC-9 1695: 1543:McDonnell-Douglas DC-9 1469:G-ARPY entered into a 1356: 1284:between 1974 and 1985. 1274:BKS/Northeast Airlines 1164: 1148: 1137: 1136:Trident 1E, March 1978 984: 836: 748: 709: 695:Hawker Siddeley Nimrod 509: 399: 310: 281:Sud Aviation Caravelle 6105:De Havilland aircraft 3268:Jackson 1973, p. 276. 2873:Kingsley-Jones, Max. 2446:"A Smaller D.H.121". 2039:List of jet airliners 1693: 1585:Guilin Airport, China 1553:was attributed to an 1512:during radar evasion. 1390:Trident 2E G-AVFB at 1353:China Aviation Museum 1350: 1204:China United Airlines 1154: 1143: 1132: 982: 830: 746: 703: 526:Revised specification 507: 443:Geoffrey de Havilland 393: 300: 4820:DH.60GIII Moth Major 3322:Flight International 3292:Flight International 2913:Taylor 1980, p. 269. 2879:Flight International 2716:Flight International 2682:Flight International 2558:Flight International 2516:Flight International 2500:Flight International 2487:Flight International 2474:Flight International 2461:Flight International 2448:Flight International 2435:Flight International 2433:"Subsonic Setback?" 2419:Flight International 2376:Flight International 2363:Flight International 2350:Flight International 2337:Flight International 2160:Flight International 1560:On 14 March 1979, a 1402:, UK; on display in 793:critical Mach number 770:S-shaped intake duct 635:Lockheed P-2 Neptune 572:Rolls-Royce Spey 505 309:engines rear-mounted 206:proposed its DH.121 64:Narrow-body airliner 18:De Havilland Trident 5806:F.20/27 Interceptor 4866:DH.60T Moth Trainer 4699:DH.89 Dragon Rapide 3439:Varley, Helen, ed. 3409:Staniland, Martin. 3318:"Aero Engines 1969" 3277:Green 1976, p. 117. 3219:aviation-safety.net 3203:aviation-safety.net 3187:aviation-safety.net 3171:aviation-safety.net 3139:aviation-safety.net 3107:aviation-safety.net 3091:aviation-safety.net 3060:aviation-safety.net 3044:aviation-safety.net 2967:. Planespotters.net 2881:, 14 December 2015. 2754:Bearup, Benjamin. 1700: 1699:Variant comparison 1666:Trident suffered a 1662:On 23 July 1974, a 1622:Airspeed Ambassador 1555:air traffic control 1343:Aircraft on display 877:Operational history 706:Farnborough Airshow 682:Rolls-Royce Limited 667:Armstrong Whitworth 585:Farnborough Airshow 188:de Havilland DH.121 55:General information 5776:Australian Fighter 4830:DH.85 Leopard Moth 4785:DH.53 Humming Bird 4573:DH.9/M'pala/Mantis 4449:Tiger Moth (DH.82) 4444:Tiger Moth (DH.71) 4314:Giant Moth (DH.61) 4309:Giant Moth (DH.50) 3123:planecrashinfo.com 2991:savethetrident.org 2987:"Save the Trident" 2847:, 5 December 1973. 2730:Kenward, Michael. 2693:Pratt, Roger, ed. 2635:Wood 1975, p. 108. 2621:Wood 1975, p. 107. 2594:Wood 1975, p. 106. 2573:Wood 1975, p. 105. 2326:Wood 1975, p. 104. 2298:Wood 1975, p. 103. 2256:Retail Price Index 2213:Concept to Reality 2190:Wood 1975, p. 102. 2172:Wood 1975, p. 101. 2127:Wood 1975, p. 100. 1698: 1696: 1672:Manchester Airport 1646:Northeast Airlines 1423:Manchester Airport 1357: 1336:Pakistan Air Force 1312:Military operators 1165: 1149: 1138: 985: 915:Northeast Airlines 867:Doppler navigation 863:moving map display 837: 833:moving map display 764:and a low-mounted 756:The Trident was a 749: 733:Hatfield Aerodrome 710: 686:Rolls-Royce Conway 645:'s piston-engined 510: 451:Minister of Supply 400: 363:Rolls-Royce Medway 311: 283:had conducted its 157:1 April 1964 with 6130:Low-wing aircraft 6087: 6086: 5048:By project number 5002: 5001: 4962: 4961: 4861:DH.60G Gipsy Moth 4835:DH.87 Hornet Moth 4815:DH.60M Metal Moth 4810:DH.60G Gipsy Moth 4800:DH.60 Hermes Moth 4795:DH.60 Cirrus Moth 3471:Project Cancelled 3402:Munson, Kenneth. 3119:"CAAC Trident 2E" 2864:, 12 August 1977. 2348:"Airco D.H.121". 2097:Wood 1975, p. 99. 1968: 1967: 1806:Max. cabin width 1624:G-AMAD operating 1529:Pan Am Flight 103 1515:On 18 June 1972, 1381:, Beijing, China. 1033:Rolls-Royce RB162 998:Rolls-Royce RB178 778:Rolls-Royce RB162 714:American Airlines 678:Rolls-Royce RB211 651:Rolls-Royce RB178 609:Westland Aircraft 533:Vickers Vanguards 508:Six-abreast cabin 305:, with all three 180: 179: 154:Introduction date 16:(Redirected from 6142: 5029: 5022: 5015: 5006: 4967:Technical school 4917:DH.71 Tiger Moth 4886:DH.94 Moth Minor 4871:DH.82 Tiger Moth 4805:DH.60 Genet Moth 4674:DH.61 Giant Moth 4664:DH.50 Giant Moth 4532:DH.112 Sea Venom 4522:DH.110 Sea Vixen 4477: 3548: 3541: 3534: 3525: 3496:Classic Aircraft 3350:Green, William. 3338: 3337: 3335: 3333: 3328:on 17 April 2015 3314: 3308: 3307: 3305: 3303: 3284: 3278: 3275: 3269: 3266: 3260: 3250: 3244: 3243: 3241: 3239: 3228: 3222: 3212: 3206: 3196: 3190: 3180: 3174: 3164: 3158: 3148: 3142: 3132: 3126: 3116: 3110: 3100: 3094: 3084: 3078: 3069: 3063: 3053: 3047: 3037: 3031: 3014: 3008: 3007: 3000: 2994: 2983: 2977: 2976: 2974: 2972: 2961: 2955: 2954: 2943: 2914: 2911: 2905: 2904: 2902: 2900: 2888: 2882: 2871: 2865: 2854: 2848: 2839: 2833: 2823: 2817: 2816:, 6 August 1965. 2807: 2801: 2791: 2785: 2776: 2770: 2752: 2746: 2728: 2719: 2712: 2706: 2691: 2685: 2678: 2672: 2671: 2669: 2667: 2656: 2650: 2647: 2636: 2633: 2622: 2619: 2613: 2610: 2604: 2601: 2595: 2592: 2583: 2580: 2574: 2571: 2562: 2561: 2550: 2544: 2541: 2535: 2532: 2526: 2509: 2503: 2496: 2490: 2483: 2477: 2470: 2464: 2457: 2451: 2444: 2438: 2431: 2422: 2415: 2409: 2406: 2400: 2397: 2391: 2388: 2379: 2372: 2366: 2359: 2353: 2346: 2340: 2333: 2327: 2324: 2299: 2296: 2279: 2278: 2276: 2274: 2252: 2246: 2243: 2237: 2225: 2216: 2206: 2200: 2197: 2191: 2188: 2173: 2170: 2164: 2155: 2149: 2146: 2140: 2137: 2128: 2125: 2116: 2113: 2107: 2104: 2098: 2095: 2076: 2073: 2067: 2064: 2058: 2055: 2001: 1996: 1995: 1994: 1987: 1982: 1981: 1980: 1889:RB163-1 Mk505-5 1877:(24,700 L) 1872:(26,250 L) 1867:(24,700 L) 1701: 1570:CAAC Flight 3303 1525:Heathrow Airport 1117:Super Trident 3B 1096:seating capacity 1042:Super Trident 3B 1030: 1018: 990: 936: 798:Richard Clarkson 774:Rolls-Royce Spey 620:Ansett Australia 500: 494:letter of intent 460:Matthew Slattery 427:Hunting Aircraft 355:Rolls-Royce Avon 340: 319:Bristol Type 200 307:Rolls-Royce Spey 277:Vickers Vanguard 273:Vickers Viscount 227:Rolls-Royce Spey 190:and briefly the 186:(originally the 44: 32: 21: 6150: 6149: 6145: 6144: 6143: 6141: 6140: 6139: 6125:T-tail aircraft 6090: 6089: 6088: 6083: 5961:Hawker Siddeley 5955: 5759: 5043: 5040:Hawker Siddeley 5033: 5003: 4998: 4958: 4954:DH.82 Queen Bee 4942: 4926: 4895: 4839: 4825:DH.80 Puss Moth 4780:DH.75 Hawk Moth 4763: 4714:DH.91 Albatross 4709:DH.90 Dragonfly 4669:DH.54 Highclere 4649:DH.29 Doncaster 4612: 4546: 4468: 4187: 3573: 3571: 3569: 3562: 3552: 3505: 3489: 3487:Further reading 3484: 3346: 3341: 3331: 3329: 3316: 3315: 3311: 3301: 3299: 3298:on 11 July 2015 3286: 3285: 3281: 3276: 3272: 3267: 3263: 3251: 3247: 3237: 3235: 3230: 3229: 3225: 3213: 3209: 3197: 3193: 3181: 3177: 3165: 3161: 3149: 3145: 3133: 3129: 3117: 3113: 3101: 3097: 3085: 3081: 3070: 3066: 3054: 3050: 3038: 3034: 3025:Wayback Machine 3015: 3011: 3002: 3001: 2997: 2984: 2980: 2970: 2968: 2963: 2962: 2958: 2945: 2944: 2917: 2912: 2908: 2898: 2896: 2890: 2889: 2885: 2872: 2868: 2855: 2851: 2840: 2836: 2824: 2820: 2808: 2804: 2792: 2788: 2777: 2773: 2769:, 31 July 2015. 2764:Wayback Machine 2753: 2749: 2739:Wayback Machine 2729: 2722: 2713: 2709: 2692: 2688: 2679: 2675: 2665: 2663: 2658: 2657: 2653: 2648: 2639: 2634: 2625: 2620: 2616: 2611: 2607: 2602: 2598: 2593: 2586: 2581: 2577: 2572: 2565: 2552: 2551: 2547: 2542: 2538: 2533: 2529: 2524:Wayback Machine 2510: 2506: 2497: 2493: 2484: 2480: 2471: 2467: 2458: 2454: 2445: 2441: 2432: 2425: 2416: 2412: 2407: 2403: 2398: 2394: 2389: 2382: 2373: 2369: 2360: 2356: 2352:, 25 July 1958. 2347: 2343: 2334: 2330: 2325: 2302: 2297: 2282: 2272: 2270: 2259: 2253: 2249: 2244: 2240: 2226: 2219: 2207: 2203: 2198: 2194: 2189: 2176: 2171: 2167: 2156: 2152: 2147: 2143: 2138: 2131: 2126: 2119: 2114: 2110: 2105: 2101: 2096: 2089: 2085: 2080: 2079: 2074: 2070: 2065: 2061: 2056: 2052: 2047: 1999:Aviation portal 1997: 1992: 1990: 1983: 1978: 1976: 1973: 1954: 1899: 1876: 1871: 1866: 1861: 1842: 1821: 1688: 1679:CAAC Flight 296 1677:On 5 May 1983, 1668:bombing attempt 1664:British Airways 1659: 1641: 1613: 1596:Kai Tak Airport 1592:CAAC Flight 301 1545:, YU-AJR, over 1536:British Airways 1462: 1457: 1345: 1314: 1295:Channel Airways 1281:British Airways 1170: 1168:Civil operators 1161:British Airways 1127: 1082: 1067:British Airways 1029:Hawker Siddeley 1028: 1017:Hawker Siddeley 1016: 989:Hawker Siddeley 988: 977: 935:Hawker Siddeley 934: 931: 911:Channel Airways 884: 879: 852:London Heathrow 825: 754: 741: 647:Avro Shackleton 643:Royal Air Force 597: 591:configuration. 570:(43.8 kN) 569: 528: 498: 447:First World War 431:Fairey Aviation 417: 338: 261: 256: 200:Hawker Siddeley 194:) is a British 128: 124: 120: 118:British Airways 97: 84:Hawker Siddeley 70:National origin 50: 47:British Airways 28: 23: 22: 15: 12: 11: 5: 6148: 6146: 6138: 6137: 6132: 6127: 6122: 6117: 6112: 6107: 6102: 6092: 6091: 6085: 6084: 6082: 6081: 6076: 6071: 6069:P.1127 Kestrel 6066: 6061: 6056: 6051: 6046: 6041: 6036: 6031: 6026: 6021: 6016: 6011: 6006: 6001: 5996: 5991: 5986: 5976: 5971: 5965: 5963: 5957: 5956: 5954: 5953: 5948: 5943: 5938: 5933: 5928: 5923: 5918: 5913: 5908: 5903: 5893: 5883: 5878: 5873: 5868: 5863: 5858: 5853: 5848: 5843: 5838: 5833: 5828: 5823: 5818: 5813: 5808: 5803: 5798: 5793: 5788: 5783: 5778: 5773: 5767: 5765: 5761: 5760: 5758: 5757: 5752: 5747: 5742: 5737: 5732: 5727: 5722: 5717: 5712: 5707: 5702: 5697: 5692: 5687: 5682: 5677: 5672: 5667: 5662: 5657: 5652: 5647: 5642: 5637: 5632: 5627: 5622: 5617: 5612: 5607: 5602: 5597: 5592: 5587: 5582: 5577: 5572: 5567: 5562: 5557: 5552: 5547: 5542: 5537: 5532: 5527: 5522: 5517: 5512: 5507: 5502: 5497: 5492: 5487: 5482: 5477: 5472: 5467: 5462: 5457: 5452: 5447: 5442: 5437: 5432: 5427: 5422: 5417: 5412: 5407: 5402: 5397: 5392: 5387: 5382: 5377: 5372: 5367: 5362: 5357: 5352: 5347: 5342: 5337: 5332: 5327: 5322: 5317: 5312: 5307: 5302: 5297: 5292: 5287: 5282: 5277: 5272: 5267: 5262: 5257: 5252: 5247: 5242: 5237: 5232: 5227: 5222: 5217: 5212: 5207: 5202: 5197: 5192: 5187: 5182: 5177: 5172: 5167: 5162: 5157: 5152: 5147: 5142: 5137: 5132: 5127: 5122: 5117: 5112: 5107: 5102: 5097: 5092: 5087: 5082: 5077: 5072: 5067: 5062: 5057: 5051: 5049: 5045: 5044: 5034: 5032: 5031: 5024: 5017: 5009: 5000: 4999: 4997: 4996: 4991: 4986: 4981: 4976: 4970: 4968: 4964: 4963: 4960: 4959: 4957: 4956: 4950: 4948: 4944: 4943: 4941: 4940: 4934: 4932: 4928: 4927: 4925: 4924: 4919: 4914: 4909: 4903: 4901: 4897: 4896: 4894: 4893: 4888: 4883: 4878: 4873: 4868: 4863: 4858: 4853: 4847: 4845: 4841: 4840: 4838: 4837: 4832: 4827: 4822: 4817: 4812: 4807: 4802: 4797: 4792: 4787: 4782: 4777: 4771: 4769: 4765: 4764: 4762: 4761: 4756: 4754:DH.121 Trident 4751: 4746: 4741: 4736: 4731: 4726: 4724:DH.95 Flamingo 4721: 4716: 4711: 4706: 4701: 4696: 4691: 4686: 4684:DH.83 Fox Moth 4681: 4679:DH.66 Hercules 4676: 4671: 4666: 4661: 4656: 4651: 4646: 4641: 4636: 4631: 4626: 4620: 4618: 4614: 4613: 4611: 4610: 4608:DH.98 Mosquito 4605: 4603:DH.72 Canberra 4600: 4595: 4590: 4585: 4580: 4575: 4570: 4565: 4560: 4554: 4552: 4548: 4547: 4545: 4544: 4539: 4534: 4529: 4524: 4519: 4514: 4512:DH.100 Vampire 4509: 4507:DH.98 Mosquito 4504: 4499: 4494: 4489: 4483: 4481: 4474: 4470: 4469: 4467: 4466: 4461: 4456: 4451: 4446: 4441: 4436: 4431: 4426: 4421: 4416: 4411: 4406: 4401: 4396: 4391: 4386: 4381: 4376: 4371: 4366: 4361: 4356: 4351: 4346: 4341: 4336: 4331: 4326: 4321: 4316: 4311: 4306: 4301: 4296: 4291: 4286: 4281: 4276: 4271: 4266: 4261: 4256: 4251: 4246: 4241: 4236: 4231: 4226: 4221: 4216: 4211: 4206: 4201: 4195: 4193: 4189: 4188: 4186: 4185: 4180: 4175: 4170: 4165: 4160: 4155: 4150: 4145: 4140: 4135: 4130: 4125: 4120: 4115: 4110: 4105: 4100: 4095: 4090: 4085: 4080: 4075: 4070: 4065: 4060: 4055: 4050: 4045: 4040: 4035: 4030: 4025: 4020: 4015: 4010: 4005: 4000: 3995: 3990: 3985: 3980: 3975: 3970: 3965: 3960: 3955: 3950: 3945: 3940: 3935: 3930: 3925: 3920: 3915: 3910: 3905: 3900: 3895: 3890: 3885: 3880: 3875: 3870: 3865: 3860: 3855: 3850: 3845: 3840: 3835: 3830: 3825: 3820: 3815: 3810: 3805: 3800: 3795: 3790: 3785: 3780: 3775: 3770: 3765: 3760: 3755: 3750: 3745: 3740: 3735: 3730: 3725: 3720: 3715: 3710: 3705: 3700: 3695: 3690: 3685: 3680: 3675: 3670: 3665: 3660: 3655: 3650: 3645: 3640: 3635: 3630: 3617: 3612: 3607: 3602: 3597: 3592: 3587: 3582: 3576: 3574: 3567: 3564: 3563: 3553: 3551: 3550: 3543: 3536: 3528: 3522: 3521: 3516: 3511: 3504: 3503:External links 3501: 3500: 3499: 3488: 3485: 3483: 3482: 3467: 3456:Civil Aircraft 3452: 3437: 3422: 3407: 3400: 3393: 3380:Jackson, A.J. 3378: 3363: 3347: 3345: 3342: 3340: 3339: 3309: 3279: 3270: 3261: 3245: 3231:AAIB, gov.uk. 3223: 3207: 3191: 3175: 3159: 3143: 3127: 3111: 3095: 3079: 3064: 3048: 3032: 3009: 2995: 2985:Falcus, Matt. 2978: 2956: 2915: 2906: 2883: 2866: 2862:Glasgow Herald 2849: 2845:Glasgow Herald 2834: 2832:, 10 May 1971. 2818: 2814:Glasgow Herald 2802: 2786: 2771: 2747: 2720: 2707: 2686: 2673: 2651: 2637: 2623: 2614: 2605: 2596: 2584: 2575: 2563: 2545: 2536: 2527: 2504: 2491: 2478: 2465: 2452: 2439: 2423: 2410: 2401: 2392: 2380: 2367: 2354: 2341: 2328: 2300: 2280: 2267:MeasuringWorth 2247: 2238: 2217: 2201: 2192: 2174: 2165: 2150: 2141: 2129: 2117: 2108: 2099: 2086: 2084: 2081: 2078: 2077: 2068: 2059: 2049: 2048: 2046: 2043: 2042: 2041: 2036: 2025: 2024: 2022:Tupolev Tu-154 2019: 2014: 2003: 2002: 1988: 1972: 1969: 1966: 1965: 1962: 1959: 1956: 1951: 1947: 1946: 1943: 1939: 1938: 1935: 1932: 1928: 1927: 1921: 1918: 1915: 1912: 1908: 1907: 1896: 1893: 1890: 1883: 1879: 1878: 1873: 1868: 1863: 1858: 1857:Fuel capacity 1854: 1853: 1850: 1847: 1844: 1839: 1833: 1832: 1829: 1826: 1823: 1818: 1811: 1810: 1807: 1803: 1802: 1799: 1796: 1792: 1791: 1788: 1784: 1783: 1780: 1777: 1774: 1770: 1769: 1766: 1763: 1760: 1754: 1753: 1750: 1747: 1743: 1742: 1739: 1736: 1733: 1730: 1729:Typical seats 1726: 1725: 1722: 1718: 1717: 1714: 1711: 1708: 1705: 1687: 1686:Specifications 1684: 1683: 1682: 1675: 1658: 1655: 1654: 1653: 1639: 1629: 1618: 1612: 1609: 1608: 1607: 1604:reclaimed land 1588: 1573: 1566: 1558: 1532: 1513: 1482: 1461: 1458: 1456: 1453: 1452: 1451: 1448: 1445: 1434:Science Museum 1430: 1419: 1416: 1413: 1410: 1407: 1400:Cambridgeshire 1388: 1385: 1382: 1375: 1372: 1361: 1344: 1341: 1340: 1339: 1332: 1331: 1327: 1326: 1319: 1318: 1313: 1310: 1309: 1308: 1304: 1303: 1299: 1298: 1292: 1285: 1278: 1270: 1269: 1268:United Kingdom 1265: 1264: 1257: 1256: 1252: 1251: 1248:Kuwait Airways 1244: 1243: 1239: 1238: 1231: 1230: 1226: 1225: 1217:Cyprus Airways 1213: 1212: 1208: 1207: 1201: 1195: 1188: 1187: 1183: 1182: 1175: 1174: 1169: 1166: 1126: 1123: 1122: 1121: 1118: 1115: 1108: 1105: 1102: 1099: 1092: 1089: 1086: 1081: 1078: 976: 973: 969:Cyprus Airways 954:Extended Range 930: 927: 917:, and one for 899:Kuwait Airways 883: 880: 878: 875: 824: 821: 814:Dunlop Maxaret 784:applications. 753: 750: 740: 737: 656:GAM-87 Skybolt 605:BAC One-Eleven 596: 593: 567: 527: 524: 470:for the rival 464:Short Brothers 416: 413: 260: 257: 255: 252: 178: 177: 174: 170: 169: 168:9 January 1962 166: 162: 161: 155: 151: 150: 147: 143: 142: 138: 137: 134: 130: 129: 126:Cyprus Airways 116: 111: 107: 106: 103: 99: 98: 93: 91: 87: 86: 81: 75: 74: 73:United Kingdom 71: 67: 66: 61: 57: 56: 52: 51: 45: 37: 36: 35:HS-121 Trident 26: 24: 14: 13: 10: 9: 6: 4: 3: 2: 6147: 6136: 6133: 6131: 6128: 6126: 6123: 6121: 6118: 6116: 6113: 6111: 6108: 6106: 6103: 6101: 6098: 6097: 6095: 6080: 6077: 6075: 6072: 6070: 6067: 6065: 6062: 6060: 6057: 6055: 6052: 6050: 6047: 6045: 6042: 6040: 6037: 6035: 6032: 6030: 6027: 6025: 6022: 6020: 6017: 6015: 6012: 6010: 6007: 6005: 6002: 6000: 5997: 5995: 5992: 5990: 5987: 5984: 5980: 5977: 5975: 5972: 5970: 5967: 5966: 5964: 5962: 5958: 5952: 5949: 5947: 5944: 5942: 5939: 5937: 5934: 5932: 5929: 5927: 5924: 5922: 5919: 5917: 5914: 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2721: 2717: 2711: 2708: 2704: 2703:0-85296-766-7 2700: 2696: 2690: 2687: 2683: 2677: 2674: 2661: 2655: 2652: 2646: 2644: 2642: 2638: 2632: 2630: 2628: 2624: 2618: 2615: 2609: 2606: 2600: 2597: 2591: 2589: 2585: 2579: 2576: 2570: 2568: 2564: 2559: 2555: 2549: 2546: 2540: 2537: 2531: 2528: 2525: 2521: 2517: 2513: 2508: 2505: 2501: 2495: 2492: 2488: 2482: 2479: 2475: 2469: 2466: 2462: 2456: 2453: 2449: 2443: 2440: 2436: 2430: 2428: 2424: 2420: 2414: 2411: 2405: 2402: 2396: 2393: 2387: 2385: 2381: 2377: 2371: 2368: 2364: 2358: 2355: 2351: 2345: 2342: 2338: 2332: 2329: 2323: 2321: 2319: 2317: 2315: 2313: 2311: 2309: 2307: 2305: 2301: 2295: 2293: 2291: 2289: 2287: 2285: 2281: 2269: 2268: 2263: 2257: 2251: 2248: 2242: 2239: 2235: 2234: 2229: 2224: 2222: 2218: 2214: 2210: 2205: 2202: 2196: 2193: 2187: 2185: 2183: 2181: 2179: 2175: 2169: 2166: 2162: 2161: 2154: 2151: 2145: 2142: 2136: 2134: 2130: 2124: 2122: 2118: 2112: 2109: 2103: 2100: 2094: 2092: 2088: 2082: 2072: 2069: 2063: 2060: 2054: 2051: 2044: 2040: 2037: 2035: 2032: 2031: 2030: 2029: 2028:Related lists 2023: 2020: 2018: 2015: 2013: 2010: 2009: 2008: 2007: 2000: 1989: 1986: 1975: 1970: 1963: 1960: 1957: 1952: 1949: 1948: 1941: 1940: 1936: 1931:FL300 cruise 1930: 1929: 1926: 1922: 1919: 1916: 1913: 1910: 1909: 1906: 1904: 1897: 1894: 1891: 1888: 1884: 1881: 1880: 1874: 1869: 1864: 1859: 1856: 1855: 1851: 1848: 1845: 1840: 1838: 1835: 1834: 1830: 1827: 1824: 1819: 1817: 1813: 1812: 1805: 1804: 1800: 1794: 1793: 1786: 1785: 1778: 1775: 1772: 1771: 1764: 1761: 1759: 1756: 1755: 1751: 1745: 1744: 1740: 1737: 1734: 1731: 1728: 1727: 1721:Cockpit crew 1720: 1719: 1715: 1712: 1709: 1707:Trident 1/1C 1706: 1703: 1702: 1692: 1685: 1680: 1676: 1673: 1669: 1665: 1661: 1660: 1656: 1651: 1647: 1643: 1642: 1634: 1630: 1627: 1623: 1619: 1615: 1614: 1610: 1605: 1601: 1597: 1593: 1589: 1586: 1582: 1578: 1577:CAAC Airlines 1574: 1571: 1567: 1563: 1562:CAAC Airlines 1559: 1556: 1552: 1548: 1544: 1541: 1537: 1533: 1530: 1526: 1522: 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244: 243:blind landing 240: 236: 232: 228: 223: 221: 217: 216:maiden flight 213: 209: 205: 201: 197: 193: 189: 185: 175: 171: 167: 163: 160: 156: 152: 148: 144: 139: 135: 131: 127: 123: 122:CAAC Airlines 119: 115: 112: 110:Primary users 108: 104: 100: 96: 92: 88: 85: 82: 80: 76: 72: 68: 65: 62: 58: 53: 48: 43: 38: 33: 30: 19: 6053: 4931:Experimental 4753: 4749:DH.114 Heron 4744:DH.106 Comet 4739:DH.104 Devon 4689:DH.84 Dragon 4588:DH.11 Oxford 4583:DH.10 Amiens 4578:DH.9A Ninack 4527:DH.112 Venom 4453: 4399:Moth Trainer 4369:Menasco Moth 4359:Leopard Moth 4354:Humming Bird 4167: 4162: 3585:Biplane No.2 3580:Biplane No.1 3568:de Havilland 3555:de Havilland 3495: 3470: 3455: 3440: 3425: 3410: 3403: 3396: 3381: 3366: 3365:Gunn, John. 3351: 3330:. Retrieved 3326:the original 3321: 3312: 3300:. Retrieved 3296:the original 3291: 3282: 3273: 3264: 3248: 3236:. Retrieved 3226: 3218: 3210: 3202: 3194: 3186: 3178: 3170: 3162: 3146: 3138: 3130: 3122: 3114: 3106: 3098: 3090: 3082: 3073: 3067: 3059: 3051: 3043: 3035: 3027: 3012: 2998: 2990: 2981: 2969:. Retrieved 2959: 2950: 2909: 2897:. Retrieved 2886: 2878: 2869: 2861: 2856:Imrie, Ian. 2852: 2844: 2837: 2829: 2821: 2813: 2805: 2797: 2789: 2778: 2774: 2767:Airways News 2766: 2750: 2742: 2715: 2710: 2694: 2689: 2681: 2676: 2664:. Retrieved 2654: 2617: 2608: 2599: 2578: 2557: 2548: 2539: 2530: 2515: 2507: 2499: 2494: 2486: 2481: 2473: 2468: 2460: 2455: 2447: 2442: 2434: 2418: 2413: 2404: 2395: 2375: 2370: 2362: 2357: 2349: 2344: 2336: 2331: 2271:. Retrieved 2265: 2250: 2241: 2231: 2212: 2204: 2195: 2168: 2158: 2153: 2144: 2111: 2102: 2071: 2062: 2053: 2027: 2026: 2005: 2004: 1924: 1900: 1649: 1636: 1632: 1502:Soviet Union 1467:registration 1071: 1056: 1053: 1046: 1041: 1037: 1025:hot and high 1012: 1010: 986: 966: 953: 949: 947: 938: 932: 890: 888: 885: 882:Introduction 871: 860: 849: 838: 810: 786: 758:jet airliner 755: 728: 724: 722: 717: 711: 691: 671: 624: 613: 598: 581: 565: 537: 529: 511: 499:de Havilland 491: 476: 435: 418: 401: 396:avionics bay 375:gross weight 367: 339:de Havilland 312: 289: 263:In 1953, as 262: 237:. Advanced 224: 210:design to a 204:de Havilland 198:produced by 192:Airco DH.121 191: 187: 183: 181: 165:First flight 146:Manufactured 133:Number built 95:de Havilland 79:Manufacturer 29: 4922:DH.88 Comet 4734:DH.104 Dove 4598:DH.27 Derby 4593:DH.14 Okapi 4349:Hornet Moth 4329:Hermes Moth 4219:Comet (jet) 4214:Cirrus Moth 1790:35 degrees 1716:Trident 3B 1713:Trident 2E 1710:Trident 1E 1611:Hull losses 1488:Trident 1E 1002:Boeing 727s 905:, four for 802:Airbus A300 557:Convair 880 468:death knell 254:Development 202:. In 1957, 6094:Categories 5745:A.P.D.1019 4856:DH.60 Moth 4790:DH.60 Moth 4394:Moth Minor 4389:Moth Major 4374:Metal Moth 4319:Gipsy Moth 4304:Genet Moth 3302:7 December 2951:rzjets.net 2899:23 January 2666:7 December 2083:References 2012:Boeing 727 1787:Wingsweep 1773:Wing area 1741:180 seats 1738:115 seats 1735:108 seats 1732:101 seats 1547:Yugoslavia 1540:Inex Adria 1471:deep stall 1365:Sunderland 1179:Air Ceylon 1147:Trident 1E 1134:Air Ceylon 1107:Trident 3B 1101:Trident 2E 1094:Increased 1091:Trident 1E 1085:Trident 1C 1074:Boeing 727 1038:Trident 3B 994:Boeing 737 975:Trident 3B 950:Trident 2E 939:Trident 1F 929:Trident 2E 923:seat pitch 919:Air Ceylon 891:Trident 1E 725:Trident 1C 718:Trident 1A 561:Boeing 720 474:proposal. 422:aeroengine 231:swept wing 220:Boeing 727 49:Trident 3B 6049:Sea Vixen 5974:Buccaneer 5896:Hurricane 4881:DH.93 Don 4617:Passenger 4439:Sea Venom 4434:Sea Vixen 4429:Queen Bee 4424:Puss Moth 4339:Highclere 4324:Hawk Moth 4274:Dragonfly 4254:Doncaster 4199:Albatross 3570:numerical 2780:Interavia 1985:UK portal 1657:Incidents 1648:) flight 1479:Felthorpe 1442:Wiltshire 1429:livery. 1355:, Beijing 1192:Air China 1125:Operators 1063:hush kits 1013:Trident 3 962:Küchemann 817:anti-skid 808:in 1969. 589:hydraulic 384:cruciform 351:turbojets 269:turboprop 149:1962–1978 6120:Quadjets 5983:variants 5951:Woodcock 5926:Sea Hawk 5921:Sea Fury 5900:variants 5890:variants 5866:Hornbill 5841:Hedgehog 5831:Hawfinch 5786:Danecock 5042:aircraft 4844:Trainers 4480:Fighters 4379:Mosquito 4294:Fox Moth 4289:Flamingo 4284:Hercules 4209:Canberra 3572:sequence 3561:aircraft 3238:12 March 3021:Archived 2971:14 April 2798:ntsb.gov 2760:Archived 2735:Archived 2520:Archived 1971:See also 1942:Ceiling 1882:Engines 1814:Typical 1758:Wingspan 1704:Variant 1498:Lin Biao 1494:Mongolia 1367:, UK in 1330:Pakistan 1255:Pakistan 1080:Variants 952:, E for 823:Avionics 819:system. 752:Overview 674:turbofan 576:fuselage 487:Hatfield 472:Type 200 404:avionics 359:turbofan 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