Hawker Siddeley Trident

283:, 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. 1130: 264:– 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 287: 1119: 31: 528:

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

733: 474:, 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 478:; (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". 1141: 494: 969: 1968: 1337: 1680: 801:

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

563:. 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 886:, 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 817: 836:. 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. 520:

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

1982: 380: 847:(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. 690: 682:

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

600:, 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. 1016:" 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, 1279:

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

677:

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

527:

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

413:

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

2772:

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

784:

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

571:

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,

709:, 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. 510:

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

425:

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

1272:

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

519:

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

800:

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,

375:

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

1605:

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

681:

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

395:

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

361:

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

485:

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

408:

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

455:, 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 366:

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

1058:, 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. 638:. 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 234:

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

567:

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".

442:

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

861:

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.

642:

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

505:

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

396:

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

1280:

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.

1208:

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

1553:

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

1265:

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

930:. 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 980:

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

1024:

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

705:(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 678:

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".

607:, 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 785:

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

486:

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

716:. 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, 1617:, 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. 854:

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

555:

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

776:

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

588:

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

673:, 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 346:

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

1043:

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.

5733: 422:, would be responsible for other elements; however, Bristol strongly opposed this arrangement and chose to work with Hawker Siddeley in competition against de Havilland. 1516:. 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 ( 614:

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

2748: 882:. 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 6067: 6027: 6007: 5997: 5992: 5987: 5728: 5723: 603:

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

501:

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

1367: 1029:, 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 843:

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)

757:

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

552:

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.

400:

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.

4972: 960:. 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. 362:

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

5015: 1414:, Manchester, UK; moved from Heathrow in September 2005 after fund raising campaign by The Trident Preservation Society and Neil Lomax on display in 3306: 3276: 2508: 922:

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.

761:. 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 596:) being marketed alongside the DH.121 as a complementary, smaller member of the same airliner family. Fairey Aviation, partially incorporated into 5708: 5698: 5693: 5688: 5683: 5678: 5673: 5668: 5663: 5658: 5653: 5643: 5638: 5628: 5623: 5618: 5568: 5563: 5558: 5548: 5518: 5508: 5493: 5488: 5473: 5468: 5458: 5453: 5443: 5428: 5418: 5398: 5388: 5383: 5378: 5363: 5358: 5353: 5343: 5338: 5333: 5328: 5323: 5318: 5313: 5308: 5303: 5293: 5288: 5283: 5278: 5258: 5243: 5233: 5228: 5223: 5208: 5203: 5193: 5188: 5183: 5178: 5173: 5168: 5148: 5118: 5113: 5108: 5098: 5083: 5078: 5068: 5063: 5043: 3534: 280: 875:

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.

3063:

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

279:

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

1595:

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.

2216: 611:, 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. 490:, and therefore the Trident submission, due to the firm's established experience with jet airliners with its prior development of the Comet. 2992: 1189:

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.

701:

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

2863: 426:

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

315: 2773:

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

1047: 828:

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

1213:

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

5008: 2846: 2814: 1065:

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

1036:

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

2830: 2798: 6123: 3221: 1474: 1311: 1129: 338:(BOAC). In July 1957, de Havilland made another submission in the form of the DH.121; this proposal was furnished with three 330:

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

2723: 481:

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

2744: 1656: 335: 1252:

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

276:

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

3527: 1505: 1327:

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

627: 3009: 1099:

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

572:

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

334:, 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 211:. By the end of the programme in 1978, 117 Tridents had been produced. The Trident was withdrawn from service in 1995. 6098: 5001: 3467: 3452: 3437: 3422: 3407: 3378: 3363: 3348: 2881: 2691: 1286:

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

6088: 1482: 953:-style tips. It had a gross weight of 142,400 lb (64,600 kg) and a 2,000 miles (3,200 kilometres) range. 2953: 4773: 4342: 3831: 1614: 1249: 895: 820:

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

6093: 3520: 2046:"B.E.A.'s feelings on these points were not inflexible. Their specification constituted a basis for discussion" 1498: 1008:

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

957: 647: 114: 3060: 286: 4905: 4432: 3921: 2055:

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

1569: 1539: 1037: 524:, which duplicated the DH.121's general payload-range area; and the growing trend to higher-density seating. 207:

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

1239:

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

3573: 1463: 976:

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

931: 589: 3481: 2542: 1426: 1380: 3314: 3284: 2648: 2500: 1497:

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

997:

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

414:

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

6118: 6017: 4692: 4687: 4257: 4232: 4011: 3568: 3497: 1210: 444: 2782: 1050:

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

850:

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

5888: 4818: 4747: 4347: 4166: 3991: 3971: 1609:

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

1573: 1353: 844: 303: 686:. As a result of this loss, prospects for an enlarged, higher-power Trident effectively evaporated. 6113: 5971: 4910: 4823: 4586: 4337: 4217: 4212: 4006: 4001: 3701: 1415: 1392: 1276: 1145: 1012:; the engines remained the same. BEA rejected the design as being unable to perform adequately in " 945:. Now powered by newer Spey 512s with 11,930 lbf (53.1 kN) thrust, it also replaced wing 805: 615: 604: 533: 253: 200: 147: 102: 1118: 5967: 5957: 4942: 4874: 4864: 4859: 4854: 4849: 4844: 4808: 4803: 4798: 4793: 4788: 4783: 4778: 4662: 4437: 4417: 4387: 4382: 4377: 4372: 4362: 4357: 4317: 4307: 4302: 4292: 4202: 4036: 3976: 3871: 3866: 3245: 3143: 1634: 1633:, and failing to stop on the remaining length of (wet) runway. It was operating British Airways ( 1624:

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

1422: 1357: 1262: 946: 903: 3241: 3139: 6062: 6057: 6052: 6047: 6037: 6032: 6022: 6002: 5894: 5878: 5718: 5713: 5703: 5633: 5128: 4813: 4768: 4702: 4697: 4657: 4637: 4530: 4520: 4510: 4427: 4422: 4412: 4327: 4312: 4262: 4242: 4187: 4131: 4106: 4021: 4016: 3966: 3941: 3851: 3841: 3836: 3716: 3711: 3203: 3187: 3155: 3123: 3091: 3075: 3044: 3028: 2022: 2005: 1825: 1804: 1531: 1170:

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

683: 541: 363: 269: 67: 858:

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

6012: 5982: 4712: 4672: 4667: 4596: 4495: 4367: 4282: 4277: 4272: 4076: 4056: 4041: 3981: 3896: 3776: 2027: 1455: 1341: 1192: 431: 268:, which was ordered by the airline on 20 July 1956. By this point, however, the French-built 1004:. A fuselage stretch of 5 m (16 ft 5 in) made room for up to 180 passengers; 950: 4879: 4707: 4682: 4525: 4500: 4447: 4267: 4227: 4126: 4116: 4066: 4026: 3996: 2768: 2148: 781: 623: 52: 8: 5962: 4677: 4505: 4332: 4252: 4171: 4161: 4146: 4141: 4136: 4101: 4091: 4081: 4071: 3986: 1610: 1543: 1494: 1296:

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

1040:, China completed several purchase deals and more than 35 Tridents were eventually sold. 1009: 985:. Both were to be powered by a new high-bypass engine under development at the time, the 777: 694: 670: 655: 573: 231: 203:(BEA) request. By 1960, de Havilland had been acquired by Hawker Siddeley. The Trident's 30: 1508:, a Trident 1 registered G-ARPI, entered a deep stall due to pilot error and crashed at 1000:

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

4982: 4977: 4967: 4962: 4926: 4763: 4737: 4732: 4717: 4652: 4647: 4642: 4632: 4591: 4581: 4576: 4571: 4515: 4490: 4452: 4407: 4402: 4322: 4297: 4287: 4207: 4197: 4192: 4121: 4111: 4096: 4061: 4051: 4046: 3961: 3956: 3951: 3946: 3936: 3931: 3926: 3916: 3911: 3906: 3901: 3891: 3886: 3881: 3876: 3861: 3856: 3846: 3826: 3821: 3816: 3806: 3801: 3796: 3791: 3786: 3781: 3771: 3766: 3761: 3756: 3751: 3746: 3741: 3736: 3731: 3726: 3721: 3706: 3696: 3691: 3681: 3676: 3671: 3666: 3661: 3656: 3636: 3631: 3626: 3621: 2244: 2197: 1891: 1670:

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

1660: 1411: 1324: 1140: 855: 851: 821: 721: 674: 475: 439: 351: 331: 319: 4993: 3487:

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

3430:

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

3242:

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

1398:

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

669:, the development of the latter being supported by the 776's procurement if selected. 592:(BAC); their departure removed any putative possibility of the Hunting 107 (later the 507: 6108: 4727: 4722: 4247: 4222: 4086: 3463: 3448: 3433: 3418: 3403: 3374: 3359: 3344: 2935: 2687: 1517: 1478: 1100: 1021: 986: 937:

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

766: 712:

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

702: 666: 639: 597: 236: 3066:

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

1061:

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

6103: 5977: 5884: 5053: 4869: 4237: 4031: 1875: 1592: 1558: 1513: 1407:

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

1087:, uprated engines, and addition of leading edge slats over the Trident 1C; 15 built 1084: 883: 786: 762: 608: 560: 521: 482: 460: 448: 415: 343: 307: 295: 265: 261: 215: 3512: 544:

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

5949: 5939: 5914: 5909: 5854: 5829: 5819: 5774: 5498: 5403: 5373: 5273: 5268: 5263: 5253: 5248: 5238: 5218: 5213: 5198: 5153: 5143: 5138: 5133: 5028: 5024: 3107: 3013: 2752: 2727: 2720: 2512: 2250: 2221: 1987: 1667: 1652: 1584: 1580: 1524: 1363:

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

1283: 1269: 1149: 1055: 968: 899: 840: 635: 631: 576:; this name had been chosen as a reflection of its then-unique three-jet, triple- 419: 368: 188: 106: 72: 35: 5904: 910:. Channel Airways' aircraft were equipped with cramped, 21 in (53 cm) 493: 5934: 5929: 5919: 5869: 5864: 5809: 5794: 5779: 5163: 5158: 5123: 5103: 5093: 5088: 3172:"Accident description: Hawker Siddeley HS-121 Trident 1E 9K-ACG, 30 June 1966" 2255: 2251:"The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)" 2010: 1401:

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

1388: 1236: 1205: 887: 789:, who would later use the Trident wing design as the basis for the wing of the 651: 644: 593: 452: 318:

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

3171: 6082: 5924: 5899: 5874: 5849: 5834: 5824: 5789: 5769: 5764: 5648: 5613: 5608: 5603: 5598: 5593: 5588: 5583: 5578: 5573: 5553: 5543: 5538: 5533: 5528: 5523: 5513: 5503: 5483: 5478: 5463: 5448: 5438: 5433: 5423: 5413: 5408: 5393: 5368: 5348: 5298: 5073: 5058: 5048: 3005: 1579:

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

1565: 1550: 1223: 1186: 1133: 891: 794: 502: 273: 204: 110: 3204:"Accident description: Hawker Siddeley HS-121 Trident 1E, 15 September 1975" 3092:"Accident description: Hawker Siddeley HS-121 Trident 3B, 10 September 1976" 1336: 661:

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

511:

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

447:

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

5839: 5743: 5738: 3543: 1641:

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

1490: 1349:

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

1013: 833: 746: 397: 384: 323: 192: 83: 3356:

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

1679: 1436:

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

1404:

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

1054:

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

5859: 5844: 5814: 5804: 5799: 5784: 5759: 4627: 4622: 4566: 4397: 3811: 3686: 3651: 3646: 3641: 3616: 3612: 3358:. St Lucia, Queensland, Australia: University of Queensland Press, 1999. 3313:. Vol. 95, no. 3121. 2 January 1969. p. 27. Archived from 3156:"Accident description: Hawker Siddeley HS-121 Trident 2E, 31 August 1988" 2864:"Analysis: Why there was more to the HS Trident than just a lot of noise" 2461:"D.H.121: Progress Report on Britain's 600 m.p.h. Viscount Replacement". 790: 545: 456: 435: 322:

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

3124:"ASN Aircraft accident: Hawker Siddeley HS-121 Trident 2E B-266 Yangsuo" 914:, seven-abreast seating in the forward section, seating 149 passengers. 4900: 4895: 4839: 4617: 4612: 4561: 4556: 4551: 4546: 4485: 4480: 4475: 4392: 4352: 3608: 3603: 3598: 3593: 3588: 3583: 3578: 3188:"Hull-loss description: Hawker Siddeley HS-121 Trident 1s, 3 June 1966" 3076:"Accident description: Hawker Siddeley HS-121 Trident 1C, 18 June 1972" 2000: 1535: 1528: 1459: 1167: 1122: 1062: 994: 990: 982: 911: 907: 754: 577: 549: 537: 471: 410: 219: 208: 3045:"Criminal Occurrence description: Trident 1E crash, 13 September 1971" 3029:"Accident description: Hawker Siddeley HS-121 Trident 1C, 3 June 1966" 2734:, 10 February 1972 Volume 53 Number 782. pp. 321–323. via Google Books 1587:

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

972:

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

736:

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

2684:

Flight Control Systems: Practical Issues in Design and Implementation

1973: 1557:

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

1467: 1430: 1180: 372: 257: 816: 1746: 1626: 1486: 1226:

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

1051: 829: 662: 564: 392: 347: 339: 227: 184: 2669:"Talking to Mr. Beall: Boeing's Senior Vice-President in London". 1561:, crashed near Yangsuo, China killing all 112 passengers and crew. 1046:

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

1020:'s engineers decided to add a fourth engine in the tail, the tiny 3507: 2975: 1588: 1509: 1384: 802: 3417:. Danbury, Connecticut: Grolier Educational Corporation, 1980. 3400:

Government Birds: Air Transport and the State in Western Europe

758: 750: 732: 529: 467: 379: 358: 291: 223: 196: 1439:

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

689: 658:

had also proposed their own military variants of the Trident.

354:, and an expansion to accommodate a maximum of 98 passengers. 3547: 2993:"China People's Revolution Military Museum - Beijing - China" 1093:

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

427: 3386:

Illustrated International Aircraft Guide 6: General Aviation

2686:. Kidlington, Oxfordshire, UK: Elsevier Science Ltd., 2000. 1352:

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

770: 619: 311: 302:

Four companies prepared projects to match the BEA outline.

2487:"Commercial Aircraft of the World: D.H.121 Trident Mk 1". 2882:"Boeing's famous trijet 727 makes last commercial flight" 1077:

Production version for British European Airways; 24 built

3482:"Classic Aircraft (Trident at 50: Tales of the Trident). 247: 5023: 3502: 2783:"Smiths Industries Flight Data/Cockpit Voice Recorders" 403: 3222:"8/1977 British Airways Trident G-AVYD, 15 Sept 1975" 839:

The ability to land in fog solved a major problem at

3402:. Lanham, Maryland: Rowman & Littlefield, 2003. 2418: 2416: 2375: 2373: 2124: 2122: 1963: 1713:

Three (Captain, First Officer, and Flight Engineer)

1493:

according to the official view of the PRC. Official

1485:

under mysterious circumstances during an attempt by

1109:

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

583: 466:

Meanwhile, a rival airliner emerged, this time from

3542: 2745:"Flashback Friday: 50th Anniversary of Autolanding" 2715: 2713: 1995:

Aircraft of comparable role, configuration, and era

2954:"Hawker Siddeley HS-121 Trident 2 Production List" 2064:Hunting and Fairey remained DH.121 subcontractors. 1433:, UK; preserved in British Airways 'Negus' livery. 1368:Military Museum of the Chinese People's Revolution 1183:operated 5 former CAAC Tridents from 1988 to 1991. 878:Hawker Siddeley then proposed an improved 1C, the 391:From the outset, the DH.121 was planned to employ 3498:Hawker Siddeley HS121 Trident at BAE Systems site 3432:. New York: Simon & Schuster/Fireside, 1978. 2413: 2370: 2119: 1373:Trident 1E 50051 at Beijing Air And Space Museum. 6080: 3443:Winchester, Jim, ed. "Hawker Siddeley Trident". 3388:. London: Phoebus Publishing Co., 1981. No ISBN. 3343:. London: Frederick Warne & Co. Ltd., 1976. 2710: 1583:hit approach lights of runway 31 of Hong Kong's 720:, made its maiden flight on 9 January 1962 from 2936:"Hawker Siddeley HS121 Trident production list" 1527:Trident 3B, G-AWZT, collided in midair with an 3283:. 9 November 1962. p. 865. Archived from 3019:, 7 August 2007. Retrieved: 27 September 2009. 230:allowed it to be the first airliner to make a 214:The jetliner is powered by three rear-mounted 5009: 3528: 693:A 35-m-long Trident 1C at the September 1962 2634: 2632: 2630: 2595: 2586: 2565: 2517: 2382: 2237: 2228: 1851:1C: 4,840 imp gal (22,000 L) 1448: 1410:Trident 3B G-AWZK at Runway Visitor Park at 3371:British Civil Aircraft since 1919, Volume 2 3251: 2930: 2928: 2620: 2618: 2616: 2579: 2577: 2558: 2556: 2311: 2309: 2307: 2305: 2303: 2301: 2299: 2297: 2295: 2293: 2283: 2281: 2279: 2277: 2275: 2273: 2182: 2175: 2173: 2171: 2169: 2167: 2131: 769:, originally intended as a lift engine for 5016: 5002: 3535: 3521: 2926: 2924: 2922: 2920: 2918: 2916: 2914: 2912: 2910: 2908: 2112: 2110: 2098: 1443: 926:responded with another upgrade designated 371:flights). The design initially included a 3462:. Macdonald and Jane's Publishers, 1975. 2627: 2350:"Bristol 200 – a Preliminary Appraisal". 2247:inflation figures are based on data from 2082: 2080: 1538:, killing everyone on both aircraft. The 654:bomber. In addition to Avro's proposals, 470:in the United States, in the form of the 409:government came to view the airframe and 2649:"1964 | 0946 | Flight Archive" 2613: 2604: 2574: 2553: 2290: 2270: 2225:, 18 June 1965. Retrieved: 17 July 2009. 2164: 1926:Mach 0.84 – 495 kn (917 km/h) 1923:Mach 0.86 – 506 kn (937 km/h) 1678: 1335: 1139: 1128: 1117: 967: 956:BEA bought 15, while two were bought by 815: 731: 688: 514: 492: 383:Offset nosewheel to accommodate a large 378: 376:settled on a variable-incidence T-tail. 285: 3415:Jane's Encyclopedia of Aviation, Vol. 2 3006:"HS.121 Trident series 3B-101 'G-AWZK'" 2905: 2721:"Cutting through the fog with autoland" 2494: 2212: 2210: 2155: 2107: 949:with slats, and extended the span with 357:The DH.121 was to be the world's first 6081: 3235: 3133: 2448:"Airco D.H.121: Preliminary Details". 2324:Bacon, Roger. "Straight & Level". 2077: 1849:3,840 imperial gallons (17,500 L) 1798:11 ft 3.5 in (3.442 m) 1331: 865: 4997: 3516: 3061:Civil Aircraft Accident Report 4/73: 2847:"New snag could again delay Tridents" 2474:"The D.H.121 and Automatic Landing". 2248: 1771:1,462 sq ft (135.8 m) 1768:1,415 sq ft (131.5 m) 1765:1,358 sq ft (126.2 m) 1751:89 ft 10 in (27.38 m) 1741:131 ft 2 in (39.98 m) 1738:114 ft 9 in (34.98 m) 1300: 630:, which sought a replacement for the 248:Background and original specification 2363:"B.E.A.'s Jet: Cards on the Table". 2207: 1683:Hawker Siddeley Trident 3B side view 1103:booster engine in the tail; 26 built 697:, before its April 1964 introduction 404:Industry consolidation and selection 336:British Overseas Airways Corporation 306:proposed the initially four-engined 2879: 2815:"British bid to sell jets to China" 2406:"B.E.A. versus Traffic Recession". 1790:28 ft 3 in (8.61 m) 1787:27 ft 0 in (8.23 m) 1659:while over the sea. It diverted to 1506:British European Airways Flight 548 898:(later sold to CAAC), two each for 256:(BEA) introduced the world's first 218:low-bypass turbofans, it has a low 13: 3475: 3384:Jerram, Michael and Cliff Barnet. 3277:"Commercial Aircraft of the World" 3140:Accident description for B-264 1944:1C: 1,760 nmi; 3,260 km 1832:1C: 115,000 lb (52.2 t) 1475:People's Liberation Army Air Force 1312:People's Liberation Army Air Force 1156: 780:. Designed for high speed, with a 622:design competition to replace the 14: 6135: 3491: 1906:3 x 11,400 lbf (51 kN) 1903:3 x 10,400 lbf (46 kN) 1811:1C: 67,200 lb (30.5 t) 1674: 1470:, Norfolk, killing all four crew. 832:developed by Hawker Siddeley and 749:of all-metal construction with a 584:Further development and proposals 290:The Trident was one of the first 3503:The Trident Preservation Society 3395:. London: Blandford Press, 1967. 3219: 2651:. Flightglobal.com. 2 April 1964 1980: 1966: 1620:On 15 September 1975 Trident 1E 1576:. Eleven passengers were killed. 1568:Trident 2E registered B-264 was 1489:and his family to defect to the 29: 3341:The Observer's Book of Aircraft 3299: 3269: 3260: 3213: 3197: 3181: 3165: 3149: 3117: 3101: 3085: 3069: 3054: 3038: 3022: 2999: 2985: 2968: 2946: 2896: 2873: 2856: 2839: 2824: 2808: 2792: 2776: 2761: 2737: 2697: 2676: 2663: 2641: 2535: 2526: 2481: 2468: 2455: 2442: 2429: 2400: 2391: 2357: 2344: 2331: 2318: 2191: 2058: 2049: 1934:35,000 ft (11,000 m) 1615:BKS Air Transport Flight C.6845 1250:Pakistan International Airlines 896:Pakistan International Airlines 870: 765:, while the boost engine was a 648:air-launched ballistic missiles 3447:. Kent, UK: The Grange, 2004. 3194:. Retrieved: 13 November 2010. 3162:. Retrieved: 13 November 2010. 3146:. Retrieved on 30 August 2014. 3098:. Retrieved: 13 November 2010. 3082:. Retrieved: 13 November 2010. 3051:. Retrieved: 13 November 2010. 3035:. Retrieved: 13 November 2010. 2549:. 10 August 1972. p. 183. 2204:. Retrieved: 13 November 2010. 2140: 2089: 2040: 1953:1,940 nmi; 3,600 km 1950:2,350 nmi; 4,350 km 1947:1,910 nmi; 3,540 km 1841:150,000 lb (68.0 t) 1838:142,500 lb (64.6 t) 1835:128,000 lb (58.1 t) 1599: 1499:controlled flight into terrain 830:automatic blind landing system 824:on the centre instrument panel 260:-powered civil airliner – the 242: 173:Hawker Siddeley HS-121 Trident 16:British trijet T-tail airliner 1: 2880:Guy, Jack (22 January 2019). 2071: 1942:1,170 nmi; 2,170 km 1830:107,000 lb (48.5 t) 1820:83,000 lb (37.6 t) 1817:73,200 lb (33.2 t) 1814:70,000 lb (31.8 t) 1540:collision of the two aircraft 1314:operated former CAAC Tridents 1195:operated former CAAC Tridents 963: 917: 793:; for the Trident he won the 6124:Aircraft first flown in 1962 4526:DH.113 Vampire Night Fighter 3248:. Retrieved on 18 July 2021. 2507:. 12 February 1960, p. 196. 2379:Staniland 2003, pp. 149–150. 1809:66,700 lb (30.3 t) 1645: 1429:exhibit store at Wroughton, 1113: 590:British Aircraft Corporation 239:booster engine in the tail. 7: 2491:. 18 November 1960, p. 798. 2328:. 16 December 1960, p. 953. 2146:"Thoughts on the D.H.121". 1959: 1884:3 x Spey RB.163-25 Mk512-5 1512:shortly after takeoff from 1462:while on a test flight and 1454:On 3 June 1966, Trident 1C 1427:National Collections Centre 1381:Imperial War Museum Duxford 1376:Trident 2E 50057 at Zhuhai. 1068: 834:Smiths Aircraft Instruments 811: 740: 536:were also downsizing their 10: 6140: 3413:Taylor, Michael J.H., ed. 3393:Civil Airliners since 1946 3332: 3210:. Reviewed: 12 March 2024. 3178:. Retrieved: 8 March 2024. 3130:. Retrieved: 1 April 2010. 3114:. Retrieved: 1 April 2010. 2982:. Retrieved: 1 April 2010. 2831:"After Trident, Concorde?" 2799:"BEA orders more Tridents" 2789:. Retrieved: 1 April 2010. 2673:. 14 October 1960, p. 603. 2638:Jackson 1973, pp. 272–276. 2478:. 22 January 1960, p. 120. 2354:, 24 January 1958, p. 109. 1914:1 x (5,250) lbf (23.4 kN) 1887:3 x Spey RB.163-25 Mk512-5 1881:3 x Spey RB163-25 Mk511-5 1570:hit by a military aircraft 1520:was a terrorist incident). 1211:Turkish Invasion of Cyprus 1144:A Trident 3B in crossover 1038:People's Republic of China 451:, chairman of Bristol and 445:Pan American World Airways 281:Lord Douglas of Kirtleside 5948: 5752: 5036: 4955: 4935: 4919: 4888: 4865:DH.82C-2/C-4 Menasco Moth 4832: 4756: 4605: 4539: 4468: 4461: 4180: 3555: 2703:"Trident Automatically". 2501:"Hawker Siddeley Mergers" 2152:28 February 1958, p. 267. 2128:Munson 1967, pp. 153–154. 1933: 1922: 1912:3 x 11,960 lbf (53.2 kN) 1909:3 x 11,960 lbf (53.2 kN) 1797: 1786: 1778: 1770: 1756: 1737: 1712: 1449:Accidents with fatalities 1421:Trident 3B G-AWZM at the 1366:Trident 1E B-2207 at the 934:for 14 further aircraft. 845:instrument landing system 727: 628:Air Staff Requirement 381 161: 153: 142: 134: 129: 121: 98: 90: 78: 66: 58: 48: 43: 28: 23: 6099:Hawker Siddeley aircraft 3373:. London: Putnam, 1973. 3017:www.ringwayreports.co.uk 3012:15 December 2009 at the 2751:22 December 2015 at the 2465:22 January 1960, p. 102. 2452:. 28 August 1959, p. 91. 2439:, 14 August 1959, p. 26. 2410:. 28 August 1958, p. 74. 2367:, February 1958, p. 167. 2033: 1523:On 10 September 1976, a 1473:On 13 September 1971, a 1416:British European Airways 1393:British European Airways 1277:British European Airways 989:. BEA instead opted for 947:leading-edge droop flaps 616:maritime patrol aircraft 605:Trans Australia Airlines 430:company, which had been 314:proposed the futuristic 254:British European Airways 201:British European Airways 103:British European Airways 6089:1960s British airliners 3246:Aviation Safety Network 3144:Aviation Safety Network 2726:20 October 2023 at the 2707:. 17 June 1965, p. 972. 2601:Wood 1975, pp. 107–108. 2592:Wood 1975, pp. 106–107. 2571:Wood 1975, pp. 105–106. 2532:Gunn 1999, pp. 184–185. 2523:Wood 1975, pp. 104–105. 2511:1 February 2014 at the 2397:Staniland 2003, p. 150. 2388:Wood 1975, pp. 103–104. 2249:Clark, Gregory (2017). 2234:Wood 1975, pp. 102–103. 2217:"Touchdown by Computer" 2188:Wood 1975, pp. 97, 102. 2137:Wood 1975, pp. 100–101. 2095:Staniland 2003, p. 149. 1864:5,440 imp gal 1859:5,774 imp gal 1854:5,440 imp gal 1757:98 ft (30 m) 1754:95 ft (29 m) 1572:while on the runway at 1564:On 14 September 1983 a 1444:Accidents and incidents 1358:Northeast Airlines (UK) 434:'s employer during the 387:beneath the flight deck 4880:DH.115 Vampire Trainer 2543:"Airliner price index" 2426:, 29 May 1959, p. 753. 2198:"Deep-Stall Avoidance" 2104:Wood 1975, pp. 99–100. 2023:List of civil aircraft 2006:McDonnell Douglas DC-9 1684: 1532:McDonnell-Douglas DC-9 1458:G-ARPY entered into a 1345: 1273:between 1974 and 1985. 1263:BKS/Northeast Airlines 1153: 1137: 1126: 1125:Trident 1E, March 1978 973: 825: 737: 698: 684:Hawker Siddeley Nimrod 498: 388: 299: 270:Sud Aviation Caravelle 6094:De Havilland aircraft 3257:Jackson 1973, p. 276. 2862:Kingsley-Jones, Max. 2435:"A Smaller D.H.121". 2028:List of jet airliners 1682: 1574:Guilin Airport, China 1542:was attributed to an 1501:during radar evasion. 1379:Trident 2E G-AVFB at 1342:China Aviation Museum 1339: 1193:China United Airlines 1143: 1132: 1121: 971: 819: 735: 692: 515:Revised specification 496: 432:Geoffrey de Havilland 382: 289: 4809:DH.60GIII Moth Major 3311:Flight International 3281:Flight International 2902:Taylor 1980, p. 269. 2868:Flight International 2705:Flight International 2671:Flight International 2547:Flight International 2505:Flight International 2489:Flight International 2476:Flight International 2463:Flight International 2450:Flight International 2437:Flight International 2424:Flight International 2422:"Subsonic Setback?" 2408:Flight International 2365:Flight International 2352:Flight International 2339:Flight International 2326:Flight International 2149:Flight International 1549:On 14 March 1979, a 1391:, UK; on display in 782:critical Mach number 759:S-shaped intake duct 624:Lockheed P-2 Neptune 561:Rolls-Royce Spey 505 298:engines rear-mounted 195:proposed its DH.121 53:Narrow-body airliner 5795:F.20/27 Interceptor 4855:DH.60T Moth Trainer 4688:DH.89 Dragon Rapide 3428:Varley, Helen, ed. 3398:Staniland, Martin. 3307:"Aero Engines 1969" 3266:Green 1976, p. 117. 3208:aviation-safety.net 3192:aviation-safety.net 3176:aviation-safety.net 3160:aviation-safety.net 3128:aviation-safety.net 3096:aviation-safety.net 3080:aviation-safety.net 3049:aviation-safety.net 3033:aviation-safety.net 2956:. Planespotters.net 2870:, 14 December 2015. 2743:Bearup, Benjamin. 1689: 1688:Variant comparison 1655:Trident suffered a 1651:On 23 July 1974, a 1611:Airspeed Ambassador 1544:air traffic control 1332:Aircraft on display 866:Operational history 695:Farnborough Airshow 671:Rolls-Royce Limited 656:Armstrong Whitworth 574:Farnborough Airshow 177:de Havilland DH.121 44:General information 5765:Australian Fighter 4819:DH.85 Leopard Moth 4774:DH.53 Humming Bird 4562:DH.9/M'pala/Mantis 4438:Tiger Moth (DH.82) 4433:Tiger Moth (DH.71) 4303:Giant Moth (DH.61) 4298:Giant Moth (DH.50) 3112:planecrashinfo.com 2980:savethetrident.org 2976:"Save the Trident" 2836:, 5 December 1973. 2719:Kenward, Michael. 2682:Pratt, Roger, ed. 2624:Wood 1975, p. 108. 2610:Wood 1975, p. 107. 2583:Wood 1975, p. 106. 2562:Wood 1975, p. 105. 2315:Wood 1975, p. 104. 2287:Wood 1975, p. 103. 2245:Retail Price Index 2202:Concept to Reality 2179:Wood 1975, p. 102. 2161:Wood 1975, p. 101. 2116:Wood 1975, p. 100. 1687: 1685: 1661:Manchester Airport 1635:Northeast Airlines 1412:Manchester Airport 1346: 1325:Pakistan Air Force 1301:Military operators 1154: 1138: 1127: 974: 904:Northeast Airlines 856:Doppler navigation 852:moving map display 826: 822:moving map display 753:and a low-mounted 745:The Trident was a 738: 722:Hatfield Aerodrome 699: 675:Rolls-Royce Conway 634:'s piston-engined 499: 440:Minister of Supply 389: 352:Rolls-Royce Medway 300: 272:had conducted its 146:1 April 1964 with 6119:Low-wing aircraft 6076: 6075: 5037:By project number 4991: 4990: 4951: 4950: 4850:DH.60G Gipsy Moth 4824:DH.87 Hornet Moth 4804:DH.60M Metal Moth 4799:DH.60G Gipsy Moth 4789:DH.60 Hermes Moth 4784:DH.60 Cirrus Moth 3460:Project Cancelled 3391:Munson, Kenneth. 3108:"CAAC Trident 2E" 2853:, 12 August 1977. 2337:"Airco D.H.121". 2086:Wood 1975, p. 99. 1957: 1956: 1795:Max. cabin width 1613:G-AMAD operating 1518:Pan Am Flight 103 1504:On 18 June 1972, 1370:, Beijing, China. 1022:Rolls-Royce RB162 987:Rolls-Royce RB178 767:Rolls-Royce RB162 703:American Airlines 667:Rolls-Royce RB211 640:Rolls-Royce RB178 598:Westland Aircraft 522:Vickers Vanguards 497:Six-abreast cabin 294:, with all three 169: 168: 143:Introduction date 6131: 5018: 5011: 5004: 4995: 4994: 4956:Technical school 4906:DH.71 Tiger Moth 4875:DH.94 Moth Minor 4860:DH.82 Tiger Moth 4794:DH.60 Genet Moth 4663:DH.61 Giant Moth 4653:DH.50 Giant Moth 4521:DH.112 Sea Venom 4511:DH.110 Sea Vixen 4466: 4465: 3537: 3530: 3523: 3514: 3513: 3485:Classic Aircraft 3339:Green, William. 3327: 3326: 3324: 3322: 3317:on 17 April 2015 3303: 3297: 3296: 3294: 3292: 3273: 3267: 3264: 3258: 3255: 3249: 3239: 3233: 3232: 3230: 3228: 3217: 3211: 3201: 3195: 3185: 3179: 3169: 3163: 3153: 3147: 3137: 3131: 3121: 3115: 3105: 3099: 3089: 3083: 3073: 3067: 3058: 3052: 3042: 3036: 3026: 3020: 3003: 2997: 2996: 2989: 2983: 2972: 2966: 2965: 2963: 2961: 2950: 2944: 2943: 2932: 2903: 2900: 2894: 2893: 2891: 2889: 2877: 2871: 2860: 2854: 2843: 2837: 2828: 2822: 2812: 2806: 2805:, 6 August 1965. 2796: 2790: 2780: 2774: 2765: 2759: 2741: 2735: 2717: 2708: 2701: 2695: 2680: 2674: 2667: 2661: 2660: 2658: 2656: 2645: 2639: 2636: 2625: 2622: 2611: 2608: 2602: 2599: 2593: 2590: 2584: 2581: 2572: 2569: 2563: 2560: 2551: 2550: 2539: 2533: 2530: 2524: 2521: 2515: 2498: 2492: 2485: 2479: 2472: 2466: 2459: 2453: 2446: 2440: 2433: 2427: 2420: 2411: 2404: 2398: 2395: 2389: 2386: 2380: 2377: 2368: 2361: 2355: 2348: 2342: 2335: 2329: 2322: 2316: 2313: 2288: 2285: 2268: 2267: 2265: 2263: 2241: 2235: 2232: 2226: 2214: 2205: 2195: 2189: 2186: 2180: 2177: 2162: 2159: 2153: 2144: 2138: 2135: 2129: 2126: 2117: 2114: 2105: 2102: 2096: 2093: 2087: 2084: 2065: 2062: 2056: 2053: 2047: 2044: 1990: 1985: 1984: 1983: 1976: 1971: 1970: 1969: 1878:RB163-1 Mk505-5 1866:(24,700 L) 1861:(26,250 L) 1856:(24,700 L) 1690: 1686: 1559:CAAC Flight 3303 1514:Heathrow Airport 1106:Super Trident 3B 1085:seating capacity 1031:Super Trident 3B 1019: 1007: 979: 925: 787:Richard Clarkson 763:Rolls-Royce Spey 609:Ansett Australia 489: 483:letter of intent 449:Matthew Slattery 416:Hunting Aircraft 344:Rolls-Royce Avon 329: 308:Bristol Type 200 296:Rolls-Royce Spey 266:Vickers Vanguard 262:Vickers Viscount 216:Rolls-Royce Spey 179:and briefly the 175:(originally the 33: 21: 20: 6139: 6138: 6134: 6133: 6132: 6130: 6129: 6128: 6114:T-tail aircraft 6079: 6078: 6077: 6072: 5950:Hawker Siddeley 5944: 5748: 5032: 5029:Hawker Siddeley 5022: 4992: 4987: 4947: 4943:DH.82 Queen Bee 4931: 4915: 4884: 4828: 4814:DH.80 Puss Moth 4769:DH.75 Hawk Moth 4752: 4703:DH.91 Albatross 4698:DH.90 Dragonfly 4658:DH.54 Highclere 4638:DH.29 Doncaster 4601: 4535: 4457: 4176: 3562: 3560: 3558: 3551: 3541: 3494: 3478: 3476:Further reading 3473: 3335: 3330: 3320: 3318: 3305: 3304: 3300: 3290: 3288: 3287:on 11 July 2015 3275: 3274: 3270: 3265: 3261: 3256: 3252: 3240: 3236: 3226: 3224: 3218: 3214: 3202: 3198: 3186: 3182: 3170: 3166: 3154: 3150: 3138: 3134: 3122: 3118: 3106: 3102: 3090: 3086: 3074: 3070: 3059: 3055: 3043: 3039: 3027: 3023: 3014:Wayback Machine 3004: 3000: 2991: 2990: 2986: 2973: 2969: 2959: 2957: 2952: 2951: 2947: 2934: 2933: 2906: 2901: 2897: 2887: 2885: 2878: 2874: 2861: 2857: 2844: 2840: 2829: 2825: 2813: 2809: 2797: 2793: 2781: 2777: 2766: 2762: 2758:, 31 July 2015. 2753:Wayback Machine 2742: 2738: 2728:Wayback Machine 2718: 2711: 2702: 2698: 2681: 2677: 2668: 2664: 2654: 2652: 2647: 2646: 2642: 2637: 2628: 2623: 2614: 2609: 2605: 2600: 2596: 2591: 2587: 2582: 2575: 2570: 2566: 2561: 2554: 2541: 2540: 2536: 2531: 2527: 2522: 2518: 2513:Wayback Machine 2499: 2495: 2486: 2482: 2473: 2469: 2460: 2456: 2447: 2443: 2434: 2430: 2421: 2414: 2405: 2401: 2396: 2392: 2387: 2383: 2378: 2371: 2362: 2358: 2349: 2345: 2341:, 25 July 1958. 2336: 2332: 2323: 2319: 2314: 2291: 2286: 2271: 2261: 2259: 2242: 2238: 2233: 2229: 2215: 2208: 2196: 2192: 2187: 2183: 2178: 2165: 2160: 2156: 2145: 2141: 2136: 2132: 2127: 2120: 2115: 2108: 2103: 2099: 2094: 2090: 2085: 2078: 2074: 2069: 2068: 2063: 2059: 2054: 2050: 2045: 2041: 2036: 1988:Aviation portal 1986: 1981: 1979: 1972: 1967: 1965: 1962: 1943: 1888: 1865: 1860: 1855: 1850: 1831: 1810: 1677: 1668:CAAC Flight 296 1666:On 5 May 1983, 1657:bombing attempt 1653:British Airways 1648: 1630: 1602: 1585:Kai Tak Airport 1581:CAAC Flight 301 1534:, YU-AJR, over 1525:British Airways 1451: 1446: 1334: 1303: 1284:Channel Airways 1270:British Airways 1159: 1157:Civil operators 1150:British Airways 1116: 1071: 1056:British Airways 1018:Hawker Siddeley 1017: 1006:Hawker Siddeley 1005: 978:Hawker Siddeley 977: 966: 924:Hawker Siddeley 923: 920: 900:Channel Airways 873: 868: 841:London Heathrow 814: 743: 730: 636:Avro Shackleton 632:Royal Air Force 586: 580:configuration. 559:(43.8 kN) 558: 517: 487: 436:First World War 420:Fairey Aviation 406: 327: 250: 245: 189:Hawker Siddeley 183:) is a British 117: 113: 109: 107:British Airways 86: 73:Hawker Siddeley 59:National origin 39: 36:British Airways 17: 12: 11: 5: 6137: 6127: 6126: 6121: 6116: 6111: 6106: 6101: 6096: 6091: 6074: 6073: 6071: 6070: 6065: 6060: 6058:P.1127 Kestrel 6055: 6050: 6045: 6040: 6035: 6030: 6025: 6020: 6015: 6010: 6005: 6000: 5995: 5990: 5985: 5980: 5975: 5965: 5960: 5954: 5952: 5946: 5945: 5943: 5942: 5937: 5932: 5927: 5922: 5917: 5912: 5907: 5902: 5897: 5892: 5882: 5872: 5867: 5862: 5857: 5852: 5847: 5842: 5837: 5832: 5827: 5822: 5817: 5812: 5807: 5802: 5797: 5792: 5787: 5782: 5777: 5772: 5767: 5762: 5756: 5754: 5750: 5749: 5747: 5746: 5741: 5736: 5731: 5726: 5721: 5716: 5711: 5706: 5701: 5696: 5691: 5686: 5681: 5676: 5671: 5666: 5661: 5656: 5651: 5646: 5641: 5636: 5631: 5626: 5621: 5616: 5611: 5606: 5601: 5596: 5591: 5586: 5581: 5576: 5571: 5566: 5561: 5556: 5551: 5546: 5541: 5536: 5531: 5526: 5521: 5516: 5511: 5506: 5501: 5496: 5491: 5486: 5481: 5476: 5471: 5466: 5461: 5456: 5451: 5446: 5441: 5436: 5431: 5426: 5421: 5416: 5411: 5406: 5401: 5396: 5391: 5386: 5381: 5376: 5371: 5366: 5361: 5356: 5351: 5346: 5341: 5336: 5331: 5326: 5321: 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4645: 4640: 4635: 4630: 4625: 4620: 4615: 4609: 4607: 4603: 4602: 4600: 4599: 4597:DH.98 Mosquito 4594: 4592:DH.72 Canberra 4589: 4584: 4579: 4574: 4569: 4564: 4559: 4554: 4549: 4543: 4541: 4537: 4536: 4534: 4533: 4528: 4523: 4518: 4513: 4508: 4503: 4501:DH.100 Vampire 4498: 4496:DH.98 Mosquito 4493: 4488: 4483: 4478: 4472: 4470: 4463: 4459: 4458: 4456: 4455: 4450: 4445: 4440: 4435: 4430: 4425: 4420: 4415: 4410: 4405: 4400: 4395: 4390: 4385: 4380: 4375: 4370: 4365: 4360: 4355: 4350: 4345: 4340: 4335: 4330: 4325: 4320: 4315: 4310: 4305: 4300: 4295: 4290: 4285: 4280: 4275: 4270: 4265: 4260: 4255: 4250: 4245: 4240: 4235: 4230: 4225: 4220: 4215: 4210: 4205: 4200: 4195: 4190: 4184: 4182: 4178: 4177: 4175: 4174: 4169: 4164: 4159: 4154: 4149: 4144: 4139: 4134: 4129: 4124: 4119: 4114: 4109: 4104: 4099: 4094: 4089: 4084: 4079: 4074: 4069: 4064: 4059: 4054: 4049: 4044: 4039: 4034: 4029: 4024: 4019: 4014: 4009: 4004: 3999: 3994: 3989: 3984: 3979: 3974: 3969: 3964: 3959: 3954: 3949: 3944: 3939: 3934: 3929: 3924: 3919: 3914: 3909: 3904: 3899: 3894: 3889: 3884: 3879: 3874: 3869: 3864: 3859: 3854: 3849: 3844: 3839: 3834: 3829: 3824: 3819: 3814: 3809: 3804: 3799: 3794: 3789: 3784: 3779: 3774: 3769: 3764: 3759: 3754: 3749: 3744: 3739: 3734: 3729: 3724: 3719: 3714: 3709: 3704: 3699: 3694: 3689: 3684: 3679: 3674: 3669: 3664: 3659: 3654: 3649: 3644: 3639: 3634: 3629: 3624: 3619: 3606: 3601: 3596: 3591: 3586: 3581: 3576: 3571: 3565: 3563: 3556: 3553: 3552: 3540: 3539: 3532: 3525: 3517: 3511: 3510: 3505: 3500: 3493: 3492:External links 3490: 3489: 3488: 3477: 3474: 3472: 3471: 3456: 3445:Civil Aircraft 3441: 3426: 3411: 3396: 3389: 3382: 3369:Jackson, A.J. 3367: 3352: 3336: 3334: 3331: 3329: 3328: 3298: 3268: 3259: 3250: 3234: 3220:AAIB, gov.uk. 3212: 3196: 3180: 3164: 3148: 3132: 3116: 3100: 3084: 3068: 3053: 3037: 3021: 2998: 2984: 2974:Falcus, Matt. 2967: 2945: 2904: 2895: 2872: 2855: 2851:Glasgow Herald 2838: 2834:Glasgow Herald 2823: 2821:, 10 May 1971. 2807: 2803:Glasgow Herald 2791: 2775: 2760: 2736: 2709: 2696: 2675: 2662: 2640: 2626: 2612: 2603: 2594: 2585: 2573: 2564: 2552: 2534: 2525: 2516: 2493: 2480: 2467: 2454: 2441: 2428: 2412: 2399: 2390: 2381: 2369: 2356: 2343: 2330: 2317: 2289: 2269: 2256:MeasuringWorth 2236: 2227: 2206: 2190: 2181: 2163: 2154: 2139: 2130: 2118: 2106: 2097: 2088: 2075: 2073: 2070: 2067: 2066: 2057: 2048: 2038: 2037: 2035: 2032: 2031: 2030: 2025: 2014: 2013: 2011:Tupolev Tu-154 2008: 2003: 1992: 1991: 1977: 1961: 1958: 1955: 1954: 1951: 1948: 1945: 1940: 1936: 1935: 1932: 1928: 1927: 1924: 1921: 1917: 1916: 1910: 1907: 1904: 1901: 1897: 1896: 1885: 1882: 1879: 1872: 1868: 1867: 1862: 1857: 1852: 1847: 1846:Fuel capacity 1843: 1842: 1839: 1836: 1833: 1828: 1822: 1821: 1818: 1815: 1812: 1807: 1800: 1799: 1796: 1792: 1791: 1788: 1785: 1781: 1780: 1777: 1773: 1772: 1769: 1766: 1763: 1759: 1758: 1755: 1752: 1749: 1743: 1742: 1739: 1736: 1732: 1731: 1728: 1725: 1722: 1719: 1718:Typical seats 1715: 1714: 1711: 1707: 1706: 1703: 1700: 1697: 1694: 1676: 1675:Specifications 1673: 1672: 1671: 1664: 1647: 1644: 1643: 1642: 1628: 1618: 1607: 1601: 1598: 1597: 1596: 1593:reclaimed land 1577: 1562: 1555: 1547: 1521: 1502: 1471: 1450: 1447: 1445: 1442: 1441: 1440: 1437: 1434: 1423:Science Museum 1419: 1408: 1405: 1402: 1399: 1396: 1389:Cambridgeshire 1377: 1374: 1371: 1364: 1361: 1350: 1333: 1330: 1329: 1328: 1321: 1320: 1316: 1315: 1308: 1307: 1302: 1299: 1298: 1297: 1293: 1292: 1288: 1287: 1281: 1274: 1267: 1259: 1258: 1257:United Kingdom 1254: 1253: 1246: 1245: 1241: 1240: 1237:Kuwait Airways 1233: 1232: 1228: 1227: 1220: 1219: 1215: 1214: 1206:Cyprus Airways 1202: 1201: 1197: 1196: 1190: 1184: 1177: 1176: 1172: 1171: 1164: 1163: 1158: 1155: 1115: 1112: 1111: 1110: 1107: 1104: 1097: 1094: 1091: 1088: 1081: 1078: 1075: 1070: 1067: 965: 962: 958:Cyprus Airways 943:Extended Range 919: 916: 906:, and one for 888:Kuwait Airways 872: 869: 867: 864: 813: 810: 803:Dunlop Maxaret 773:applications. 742: 739: 729: 726: 645:GAM-87 Skybolt 594:BAC One-Eleven 585: 582: 556: 516: 513: 459:for the rival 453:Short Brothers 405: 402: 249: 246: 244: 241: 167: 166: 163: 159: 158: 157:9 January 1962 155: 151: 150: 144: 140: 139: 136: 132: 131: 127: 126: 123: 119: 118: 115:Cyprus Airways 105: 100: 96: 95: 92: 88: 87: 82: 80: 76: 75: 70: 64: 63: 62:United Kingdom 60: 56: 55: 50: 46: 45: 41: 40: 34: 26: 25: 24:HS-121 Trident 15: 9: 6: 4: 3: 2: 6136: 6125: 6122: 6120: 6117: 6115: 6112: 6110: 6107: 6105: 6102: 6100: 6097: 6095: 6092: 6090: 6087: 6086: 6084: 6069: 6066: 6064: 6061: 6059: 6056: 6054: 6051: 6049: 6046: 6044: 6041: 6039: 6036: 6034: 6031: 6029: 6026: 6024: 6021: 6019: 6016: 6014: 6011: 6009: 6006: 6004: 6001: 5999: 5996: 5994: 5991: 5989: 5986: 5984: 5981: 5979: 5976: 5973: 5969: 5966: 5964: 5961: 5959: 5956: 5955: 5953: 5951: 5947: 5941: 5938: 5936: 5933: 5931: 5928: 5926: 5923: 5921: 5918: 5916: 5913: 5911: 5908: 5906: 5903: 5901: 5898: 5896: 5893: 5890: 5886: 5883: 5880: 5876: 5873: 5871: 5868: 5866: 5863: 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1710:Cockpit crew 1709: 1708: 1704: 1701: 1698: 1696:Trident 1/1C 1695: 1692: 1691: 1681: 1669: 1665: 1662: 1658: 1654: 1650: 1649: 1640: 1636: 1632: 1631: 1623: 1619: 1616: 1612: 1608: 1604: 1603: 1594: 1590: 1586: 1582: 1578: 1575: 1571: 1567: 1566:CAAC Airlines 1563: 1560: 1556: 1552: 1551:CAAC Airlines 1548: 1545: 1541: 1537: 1533: 1530: 1526: 1522: 1519: 1515: 1511: 1507: 1503: 1500: 1496: 1492: 1488: 1484: 1480: 1476: 1472: 1469: 1465: 1461: 1457: 1453: 1452: 1438: 1435: 1432: 1428: 1424: 1420: 1417: 1413: 1409: 1406: 1403: 1400: 1397: 1394: 1390: 1386: 1382: 1378: 1375: 1372: 1369: 1365: 1362: 1359: 1355: 1351: 1348: 1347: 1343: 1340:Trident 2 at 1338: 1326: 1323: 1322: 1318: 1317: 1313: 1310: 1309: 1305: 1304: 1295: 1294: 1290: 1289: 1285: 1282: 1278: 1275: 1271: 1268: 1264: 1261: 1260: 1256: 1255: 1251: 1248: 1247: 1243: 1242: 1238: 1235: 1234: 1230: 1229: 1225: 1224:Iraqi Airways 1222: 1221: 1217: 1216: 1212: 1207: 1204: 1203: 1199: 1198: 1194: 1191: 1188: 1187:CAAC Airlines 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Retrieved 2254: 2239: 2230: 2220: 2201: 2193: 2184: 2157: 2147: 2142: 2133: 2100: 2091: 2060: 2051: 2042: 2016: 2015: 1994: 1993: 1913: 1889: 1638: 1625: 1621: 1491:Soviet Union 1456:registration 1060: 1045: 1042: 1035: 1030: 1026: 1014:hot and high 1001: 999: 975: 955: 942: 938: 936: 927: 921: 879: 877: 874: 871:Introduction 860: 849: 838: 827: 799: 775: 747:jet airliner 744: 717: 713: 711: 706: 700: 680: 660: 613: 602: 587: 570: 554: 526: 518: 500: 488:de Havilland 480: 465: 424: 407: 390: 385:avionics bay 364:gross weight 356: 328:de Havilland 301: 278: 252:In 1953, as 251: 226:. Advanced 213: 199:design to a 193:de Havilland 187:produced by 181:Airco DH.121 180: 176: 172: 170: 154:First flight 135:Manufactured 122:Number built 84:de Havilland 68:Manufacturer 18: 4911:DH.88 Comet 4723:DH.104 Dove 4587:DH.27 Derby 4582:DH.14 Okapi 4338:Hornet Moth 4318:Hermes Moth 4208:Comet (jet) 4203:Cirrus Moth 1779:35 degrees 1705:Trident 3B 1702:Trident 2E 1699:Trident 1E 1600:Hull losses 1477:Trident 1E 991:Boeing 727s 894:, four for 791:Airbus A300 546:Convair 880 457:death knell 243:Development 191:. In 1957, 6083:Categories 5734:A.P.D.1019 4845:DH.60 Moth 4779:DH.60 Moth 4383:Moth Minor 4378:Moth Major 4363:Metal Moth 4308:Gipsy Moth 4293:Genet Moth 3291:7 December 2940:rzjets.net 2888:23 January 2655:7 December 2072:References 2001:Boeing 727 1776:Wingsweep 1762:Wing area 1730:180 seats 1727:115 seats 1724:108 seats 1721:101 seats 1536:Yugoslavia 1529:Inex Adria 1460:deep stall 1354:Sunderland 1168:Air Ceylon 1136:Trident 1E 1123:Air Ceylon 1096:Trident 3B 1090:Trident 2E 1083:Increased 1080:Trident 1E 1074:Trident 1C 1063:Boeing 727 1027:Trident 3B 983:Boeing 737 964:Trident 3B 939:Trident 2E 928:Trident 1F 918:Trident 2E 912:seat pitch 908:Air Ceylon 880:Trident 1E 714:Trident 1C 707:Trident 1A 550:Boeing 720 463:proposal. 411:aeroengine 220:swept wing 209:Boeing 727 38:Trident 3B 6038:Sea Vixen 5963:Buccaneer 5885:Hurricane 4870:DH.93 Don 4606:Passenger 4428:Sea Venom 4423:Sea Vixen 4418:Queen Bee 4413:Puss Moth 4328:Highclere 4313:Hawk Moth 4263:Dragonfly 4243:Doncaster 4188:Albatross 3559:numerical 2769:Interavia 1974:UK portal 1646:Incidents 1637:) flight 1468:Felthorpe 1431:Wiltshire 1418:livery. 1344:, Beijing 1181:Air China 1114:Operators 1052:hush kits 1002:Trident 3 951:Küchemann 806:anti-skid 797:in 1969. 578:hydraulic 373:cruciform 340:turbojets 258:turboprop 138:1962–1978 6109:Quadjets 5972:variants 5940:Woodcock 5915:Sea Hawk 5910:Sea Fury 5889:variants 5879:variants 5855:Hornbill 5830:Hedgehog 5820:Hawfinch 5775:Danecock 5031:aircraft 4833:Trainers 4469:Fighters 4368:Mosquito 4283:Fox Moth 4278:Flamingo 4273:Hercules 4198:Canberra 3561:sequence 3550:aircraft 3227:12 March 3010:Archived 2960:14 April 2787:ntsb.gov 2749:Archived 2724:Archived 2509:Archived 1960:See also 1931:Ceiling 1871:Engines 1803:Typical 1747:Wingspan 1693:Variant 1487:Lin Biao 1483:Mongolia 1356:, UK in 1319:Pakistan 1244:Pakistan 1069:Variants 941:, E for 812:Avionics 808:system. 741:Overview 663:turbofan 565:fuselage 476:Hatfield 461:Type 200 393:avionics 348:turbofan 316:Avro 740 228:avionics 185:airliner 79:Designer 6104:Trijets 6043:Trident 5968:Harrier 5958:Andover 5935:Typhoon 5930:Tornado 5920:Tempest 5895:Kestrel 5870:Hotspur 5865:Horsley 5810:Harrier 5780:Dantorp 5753:By name 4540:Bombers 4462:By role 4448:Vampire 4443:Trident 4288:Gazelle 4268:Express 4233:Dominie 4228:Dolphin 4181:By name 3333:Sources 3321:10 July 3244:at the 3142:at the 2819:The Age 1900:Thrust 1784:Height 1735:Length 1591:of the 1589:seawall 1554:ground. 1510:Staines 1479:crashed 1464:crashed 1395:livery. 1385:Duxford 1360:livery. 1152:livery. 534:Douglas 369:charter 320:Vickers 304:Bristol 292:trijets 162:Retired 130:History 94:Retired 6068:P.1202 6063:P.1154 6053:P.1017 6048:P.139B 6033:Nimrod 6028:HS.803 6023:HS.748 6018:HS.681 6013:HS.146 6008:HS.145 6003:HS.141 5998:HS.140 5993:HS.138 5988:HS.133 5983:HS.125 5925:Tomtit 5905:Osprey 5900:Nimrod 5875:Hunter 5860:Hornet 5850:Hoopoe 5835:Henley 5825:Hector 5790:Duiker 5770:Cygnet 5729:P.1217 5724:P.1202 5719:P.1155 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