The decision to build the de Havilland Canada DHC-4 Caribou was taken in 1956, the object being to develop an aircraft combining the load-carrying capability of the Douglas DC-3 with the STOL performance of the Beaver and Otter.
First flown on 30 July 1958 the de Havilland Canada DHC 4 Caribou is powered by two 1,450hp Pratt & Whitney R 2000 Twin Wasp radials. It can carry 36 troops, 26 paratroops, 22 stretchers, or freight (including vehicles) up to 8,740 lb (3,965 kg) in weight.
The Caribou is a twin-engined high-wing monoplane with full-span double-slotted Fowler flaps and fully-reversible propellers, which allow it to achieve steep approach and very short take-offs and landings. The high wing centre-section has marked anhedral and distinctive high placement of the tail provide easy access to a large cargo compartment, while the low-pressure tyres permit operation on unprepared runways. The rear door was designed as a ramp for items weighing up to 3048kg. The Caribou is not pressurised and is not fitted with auto-pilot or weather radar.
The Canadian army placed an order for two and the US Army followed with five, the US Secretary of Defense waiving a restriction which limited the US Army to fixed-wing aircraft with an empty weight less than 2268kg. The Caribou served with the RCAF as the CC-108 and with the US Army as the AC-1 (1962 designation CV-2A). As a result of its evaluation of the first five aircraft the US Army adopted the Caribou as standard equipment and placed orders for 159. The second batch of aircraft was designated CV-2B. Following tension on the border between China and India, the US Army handed over two Caribous to the Indian Air Force in early 1963. In January 1967 the 134 Caribous still in service with the US Army were transferred to US Air Force charge as C-7A and C-7B transports.
A YAC 1 Caribou evaluation aircraft, fourth off the Downsview line and redesignated as a CV 2A in 1962, was used by the ‘Golden Knights’ parachute team. Eighteen Caribous were ordered for the RAAF in May 1963 and the first aircraft, A4-134, was handed over at Downsview, Toronto in Februrary 1964. Three aircraft were then ferried by No.38 Sqn crews to Australia via Europe. Three later Caribous on ferry were diverted to form RAAF transport Flight Vietnam.
In total the RAAF received 29 Caribous.
RAAF Caribou A4-210
In 1964 three US Army CV-2 Caribou flew Travis AFB, California, via Hawaii, Wake Island, Guam, the Philippines to Vietnam in elapsed time of just under 65 hours. Manned by crews from 10th Air Transport Brigade from Ft. Benning, Ga. The Caribou flew combat missions in South Vietnam. The Army CV-2s were joined by three from the RAAF.
It was the last piston-engined aircraft in the Royal Australian Air Force. The Caribou was last operated by No 38 Squadron from RAAF Base Townsville.
In Canadian service the Caribou was replaced by the DHC-5 Buffalo and surplus examples were sold to a number of nations including Colombia, Oman and Tanzania. Many of the Canadian aircraft had been loaned to the United Nations, seeing extensive international service. Production ended in 1973. The DHC-4A model supplanted the DHC-4 on the production line from aircraft no. 24: the two models are very similar apart from the later model’s increase in weight, maximum take-off weight of the DHC-4 being 11793kg. Total production was 307.
The newly independent Kenya built a small air force, assisted by British advisors. The first planes to be acquired were DHC Beavers and Caribou. Kenyan pilots were trained by the RAF in Britain.
DHC-4A Caribou Engines: 2 x Pratt & Whitney R-2000-7M Twin Wasp, 1,450 hp / 1081kW Max take-off weight: 12927 kg / 28499 lb Empty weight: 8283 kg / 18261 lb Wingspan: 29.15 m / 96 ft 8 in Length: 22.12 m / 73 ft 7 in Height: 9.68 m / 32 ft 9 in Wing area: 84.72 sq.m / 911.92 sq ft Max. speed: 348 km/h / 216 mph Cruise speed: 293 km/h / 182 mph Service Ceiling: 7560 m / 24800 ft Range w/max.payload: 389 km / 242 miles Crew: 2 Passengers: 32
In the late 1940s de Havilland Canada developed a larger version of the Beaver, with cabin space for some 14 passengers or a freight load of up to 1016kg. The de Havilland Canada DHC-3 Otter, which was essentially a scaled-up Beaver, with an all-metal airframe and a 447kW Pratt & Whitney R.1340 Wasp radial, and which was initially known as the King Beaver.
Pratt & Whitney powered, a high-wing monoplane with a single bracing strut on each side, its parallel-chord wing with double-slotted flaps for good STOL performance.
The prototype first flew on 12 December 1951, and first deliveries were made in 1952.
When production ceased in 1968, 460 had been built, including 66 for the Royal Canadian Air Force and 227 for the US armed forces (223 of the U-1A for the US Army and four of the UC-1 [changed to U-1B in 1962] for the US Navy). An initial order for 84 had been placed for the U.S. Army by 1955 under the designation C-137.
Delivery of a substantial number of DHC Otter to the Indian Air Force was completed in mid-1958.
When released by military operators, many Otters joined those already on the civil market, where again the type had found ready acceptance for its versatility. Like the Beaver, the Otter can operate on wheel, ski, float or amphibious float landing gears.
Despite its already impressive STOL performance, the Otter was selected as the basis for a Canadian experiment in advanced STOL characteristics, a programme undertaken by the company in conjunction with the Defense Research Board. As part of this programme an Otter was fitted with extremely large flaps inboard of the strut/wing junction points; this also necessitated an enlargement of the tail surfaces, and ground stability was ensured by the replacement of the original tailwheel landing gear with a float chassis fitted with quadricycle wheels instead of the floats. The STOL modifications reduced the Otter’s stalling speed by 16km/h. The flaps were then removed, and a 1112kg thrust General Electric J85-GE-7 turbojet installed, in the fuselage aft of the wings, with adjustable nozzles protruding one through each side of the fuselage. This arrangement permitted far greater control of speed, and allowed spot landings. Finally, the single Wasp radial was replaced by a pair of wing-mounted Pratt & Whitney Aircraft of Canada PT6 turboprops, whose slipstream was found beneficial to the controllability of the aircraft.
Under the designation DHC-3-T Turbo-Otter, one aircraft has been modified by Cox Air Resources to turboprop power, a 494kW PT6A-27 replacing the standard Wasp. Empty weight is thus reduced to 1861kg, resulting in a useful payload increment.
Airtech Canada of Peterborough, Ontario, has converted a number of Otters to take either the 800 hp / 447kW PZL-3S or 1000 hp / 746kW Kalisz ASz-621R nine-cylinder air-cooled radial engines manufactured in Poland, each driving a PZL four-bladed constant speed propeller. The re-engined aircraft offer increased climb rates and greater fuel economy at lower power settings. The first PZL-3S conversion flew in August 1983.
Engine: 1 x Pratt & Whitney R-1340-S1H1-G Wasp radial, 600 hp / 447kW Max take-off weight: 3629 kg / 8001 lb Empty weight: 2010 kg / 4431 lb Wingspan: 17.68 m / 58 ft 0 in Length: 12.75 m / 42 ft 10 in Height: 3.84 m / 13 ft 7 in Wing area: 34.84 sq.m / 375.01 sq ft Max. speed: 246 km/h / 153 mph Cruise speed: 195 km/h / 121 mph Ceiling: 5485 m / 18000 ft Range w/max.payload: 1408 km / 875 miles Fuel consumption: 30 Imp.Gal/hr. Accommodation: 2 crew plus 14 troops or 6 stretchers and 4 passengers, or freight.
A design exercise team was assembled under the direction of W.J. (“Jackie”) Jakimiuk for a primary trainer in both Canada and the United Kingdom. The team began production in December 1945 of detailed parts of what was to become known as the Chipmunk, culminating in the first flight on 22 May 1946 at Downsview, Toronto. The prototype, flown by Pat Fillingham from the parent company at Hatfield, was powered by a 108kW de Havilland Gipsy Major 1C. Chipmunks built to the prototype’s specification were designated DHC-1B-1, while those with a Gipsy Major 10-3 were designated DHC-1 B-2.
Seating is tandem fashion under a sliding bubble canopy. A 145 hp Gipsy Major four-cylinder engine turns either a fixed-pitch wood propeller or a metal Fairey-Reed airscrew. The fuselage and wings are of all metal construction, but the ailerons, elevators, and rudder are fabric covered.
Downsview built 218 Chipmunks, the last in 1951. The first batch being built in Canada, a total of 153 aircraft. Examples from this initial production run were sent as demonstrators to the UK, South Africa, South American and India, as well as the RCAF which accepted 45. These original aircraft went to the 14 flying clubs in Canada which participated in the ab initio air force training and refresher flying scheme. In 1955 a further order of 60 aircraft was placed by the RCAF. In all, the Canadian production totalled 218, the majority of this number sporting the distinctive one piece bubble canopy and designated the Chip¬munk T.30. The main external difference between the British and Canadian aircraft lay in the design of the canopy, the British version having the metal formed pattern. The RCAF accepted its first DHC-1 Chipmunks in 1948 and did not retire the last one until 1972.
Two were evaluated by the Aeroplane and Armament Experimental Establishment at Boscombe Down. As a result, the fully-aerobatic Chipmunk was ordered from Hatfield and Chester to Specification 8/48 as an ab initio trainer for the RAF. The value of the Chipmunk had also been realised by the RAF, which placed large orders, eventually taking on charge 740 examples of a total production run of 1000 aircraft manufactured in Britain.
Beginning in 1950, the University Air Squadrons were the first RAF units to receive Chipmunks, shortly followed by the twenty Reserve Flying Schools. The first to wear RAF roundels were flown by the Oxford University Air Squadron from February 1950; thereafter, the type replaced the Tiger Moth with all 17 university air squadrons. National service pilots underwent their initial training on the Chipmunk, which served intermittently at the RAF College, Cranwell. The selection of the Chipmunk as the RAF’s primary trainer during the early 1950s expansion of its pilot training programme transformed the aircraft’s story. With increased orders to meet these expanded needs, eventually totalling 735 out of 1,014 manufactured in the UK. In 1952, the aircraft received the royal seal of approval when HRH the Duke of Edinburgh took his first flying lessons in Chipmunk (which can be seen at RAF Museum Cosford) operated by a special flight at White Waltham, Berkshire. New trainers such as the Scottish Aviation Bulldog entered service with the RAF but they did not completely replace the Chipmunk. Many Air Experience Flights continued to operate Chipmunks through the 1980s and into the mid-1990s. Although best known as a training aircraft, RAF Chipmunks operating from Berlin were converted for covert reconnaissance missions. A few Chipmunks of No. 114 Squadron were pressed into service in Cyprus on internal security flights during the troubles of 1958. Chipmunk production was also under¬taken by the Portuguese, who purchased an initial batch of 10 UK built aircraft and produced a further 60, built under licence by the state run General Aeronautical Material Workshops (OGMA) aircraft factory. Manufactured from 1955, the Portuguese air force Chipmunks were due for retirement in 1989, but many examples are still in service with the RAF, Sri Lankan air force and the Royal Thai Air Force.
De Havilland Canada Chipmunk 1
Other users included Burma, Ceylon, Chile, Colombia, Denmark, Egypt, Eire, Iraq, Jordan, Lebanon, Malaya, Saudi Arabia, Syria, Thailand and Uruguay. On 27 March 1997, the Army Air Corps flew their last sortie in the Chipmunk T.10. As a civilian replacement trainer, how¬ever, the Chipmunk was never really a great success, due almost entirely to the cost. In 1948 a new Chipmunk cost $C10,500 which, compared with a war surplus Tiger Moth at $NZ500. Only six DHC 1Mk.21s were made in the UK specifically for civilian use, coming off de Havilland’s production line at Chester in 1952. The six were built as Mk.20s the export version of the Chipmunk but were converted to yet another model, the Mk.21. Differences included the replacement of the military cartridge starter with an electric unit and the fitting of two 12 gal fuel tanks in place of the 9 gal tanks of the RAF Chipmunks. A total of 1277 Chipmunks were built in either Canada, the UK or Portugal.
de Havilland Canada DHC 1 Chipmunk Engine : DeHavilland Gipsy Major 8, 143 hp Length : 25.427 ft / 7.75 m Height : 6.988 ft / 2.13 m Wingspan : 34.35 ft / 10.47 m Wing area : 173.3 sqft / 16.1 sq.m Max take off weight : 2015.4 lb / 914.0 kg Max. speed : 120 kts / 222 km/h Service ceiling : 15814 ft / 4820 m Wing load : 11.69 lbs/sq.ft / 57.0 kg/sq.m Range : 244 nm / 451 km Crew : 2
Chipmunk T.Mk 10 Engine: 1 x De Havilland Gipsy 8, 108kW Max take-off weight: 914 kg / 2015 lb Empty weight: 646 kg / 1424 lb Wingspan: 10.46 m / 34 ft 4 in Length: 7.75 m / 25 ft 5 in Height: 2.13 m / 7 ft 0 in Wing area: 15.97 sq.m / 171.90 sq ft Max. speed: 222 km/h / 138 mph Cruise speed: 187 km/h / 116 mph Ceiling: 4815 m / 15800 ft Range: 451 km / 280 miles
DHC1B-2-S5 Chipmunk II Engine : DH Gypsy Major 10 Mk1-3A, 146 hp Wing Span : 34ft 4in (10.5m) Length : 25ft 5in (7.8m) Height : 7ft (2.1m) Range : 485 miles (781 km) Speed : 120 Mph(193 km/h)
The de Havilland Aircraft DHA-3 Drover was produced to replace the de Havilland DH-84 Dragon then in widespread use in Australia, many by the Royal Flying Doctor Service. The prototype (c/n 5001) first flew on 23 January 1948 under the control of test pilot Brian Walker.
The Drover was based broadly on the D.H.104 Dove, but had three 145 hp / 108kW Gipsy Major 10 Mk 2 engines and tail-wheel landing gear. Built at de Havilland’s Bankstown works, versions were offered with variable- and fixed-pitch propellers as the Drover 1 and Drover 1F respectively; the Drover 2 had double-slotted flaps.
DHA-3 Drover I
Twenty Drovers were built at de Havilland Aircraft Pty Ltd’s Bankstown plant between 1948 and September 1953. VH-DHM c/n 5020, is the 20th and last production model.
Conversion from Mk.2 status to Mk3A involved replacing the three 150hp Gipsy Majors with 180hp Lycomings. Many of the earlier marks were re-engined as Mk.3 Drovers. The DHA-3 Drover 3 flew for the first time in May 1960. The DHA-3 Drover Mk.3A is a STOL aircraft. Lift off is at 62 knots and V2, the one engine out safety speed of 73 knots at maximum gross weight, is soon reached. Flaps are raised by a hand pump to the pilot’s right, necessitating a change of hands on the controls, and the Drover accelerates to an en route climb speed of 85 knots. The approach is carried out at 75 knots, reducing to 65 over the fence. Nine passenger seat positions are available.
Deliveries were made to Qantas, TAA, The Department of Health, the Department of Civil Aviation and a number of operators in New Guinea, Fiji and the islands. Best known operator was the Royal Flying Doctor Service. In Royal Flying Doctor Service the Drover carried two medical staff and two stretcher patients; all six aircraft were converted in 1960 to have Avco Lycoming O-360 engines under the revised designation Drover 3.
Mk.1 Engines: 3 x Gypsy Major 10 Mk.2, 145 hp. Wing span: 57 ft 6 in.
Mk.2 Engines: 3 x Gypsy Major, 150 hp. Wing span: 57 ft 6 in.
Mk.3 Engines: 3 x Lycoming O-360-A1A, 180 hp / 134kW Prop: 2 blade. Wing span: 57 ft (17.37m). Length: 36 ft 6 in (12 m). Height 3.28 metres Wing area: 325 sq.ft (30.19 sq.m). Gross weight: 6,500 lb (2948 kg). Empty weight: 1860 kg / 4101 lb Maximum speed 254 km/h Max cruising speed: 140 mph (225 kph) at 5,000 ft (1,525 m). Max range: 900 miles (1450 km) Ceiling: 6095 m / 20000 ft Crew: 1 / 2 Accommodation: 2 stretchers with 2 medical attendants Passengers: 9 Freight: 1,500 lb (680 kg)
In 1961, with thoughts of reviving a pre-war name for the jet replacement to the Dove, the 125 was originally billed as the de Havilland Jet Dragon in the early sixties. Designed specifically for the business aircraft category, the DH 125, accommodates a crew of two and from six to twelve passengers. The first of two prototypes flew on 13 August 1962, as the DH.125, with Rolls-Royce Viper 20 engines producing 1350kg of thrust each. The first production aircraft had a 0.9m greater wingspan and 1.2m longer fuselage as well as Viper 520 engines.
The original DH 125 was marketed by de Havilland, Hawker Siddeley, Beechcraft-Hawker and finally British Aerospace.
In 1963 the DH.125 was to be sold in the US by Atlantic Aircraft Sales Corp and AiResearch Aviation Services for a fully equipped price of US$740,000.
In 1965 Hawker Siddeley’s DH 125 flew one-stop from Wilmington, Del. To Los Angeles in 6 hr 50 min against headwinds of 110 mph following a 17 day US tour during which it made 107 demonstration flights. IIt flew at 35-39,000 ft with one stop at Wichita, Kan. AiResearch, the US distributor had the basic price at $575,000 and completely equipped at $750,000.
The original DH 125 evolved through the 1A, 3ARA, to the 400 Series. Twenty Srs.2s were equipped as Dominie navigation trainers for the Royal Air Force. The more significant changes took place from the advent of the 400 series. It was at this point that the Beech Aircraft Corporation took over the marketing of the 125 in North America between 1968 and 1972. The Series 400, since 1970, was marketed in the United States as the Beechcraft Hawker BH 125. It featured a centre cabin aisle recessed below the level of the floor supporting the seats on either side. This gave sufficient cabin height to allow a passenger stand-up headroom.
Their big contribution was a major improvement to the cockpit layout and ergonomics of the 400. The 600 series saw a two foot extension to the fuselage with corresponding benefits in passenger appeal. and first flew on 21 January 1971.
The 700 series brought the switch from straight jet Viper power to the fanjet power of the Garrett TFE 731-3.
Hawker Siddeley continued to build the jet in Great Britain, but its agreement with Beech was terminated in middle of 1975. Continued development of the BAe 125 led to the Srs 800, which made its first flight on 26 May 1983, and the BAe 1000. The BAe 125-800 is an extensively revised development of the earlier -700 series, featuring more powerful engines (two Garrett TFE731-5R-1H turbofans) and new longer span outboard wing sections. Capable of 533 mph maximum cruising speed, the -800 has an economy cruise of 461 mph at 40,000 feet over 3454 miles (5560 km). Latest state of the art aerodynamic design theory has been incorporated in the 10 foot outboard wing panel, increasing the span by 4 foot 4½ inches. Fuel tankage has increased from 9440 lbs to 10,000 lbs with a corresponding increase in NBAA VFR range from 2660 nm in the 700 to 3000 nm in the 800 model. Digital autopilot and avionics allow the 800 to join the “glass cockpit” group. Numerous other 800 improvements include a new acrylic windshield, deletion of the ventral fin, nose wheel doors closed when gear down and architectural changes in the cabin area giving increased width and height.
BAe 125-800 – pilot Trevor Butler
Bae 125-800
By 1985, 585 DH125 derivatives had been ordered.
Hawker 800XP
The series 800 Hawkers were built in the UK until Raytheon purchased the production rights from Hawker Siddeley in 1993, and two years later the 800XP went into service. Over 1,000 of both models flying. The 800XP got an interior upgrade in 1999. Pilots got the Honeywell SPZ 8000 avionics suite or can choose the Rockwell Collins EFIX-86 system as an option. The Hawker 800XP has been extremely well received for fractional aircraft ownership programs, as well as finding service with the U.S. Air Force, the Republic of China and in Japan. After the purchase of the BAe Corporate Jets division by Raytheon, the BAe 125-800 was renamed the Hawker 800, and the BAE 125-1000 renamed the Hawker 1000. Hawker 1000 variant production ended in 1998.
The Japanese Air Self Defence Force have selected three BAe 125 800s for flight inspection duties in 1989, the first time in the history of the JASDF that a non American, foreign-built aircraft has been ordered. These were designated U-129As. Orders exceed 187 by 1990, in addition to 573 of earlier versions, and the USAF took delivery of six BAe 125-800s, designated C 29A, for flight inspection duties in 1989.
In 1996, production was transferred to United States.
HS125 Srs 400 Engines: Two 3,360 lb (1,525 kg) st Rolls Royce Bristol Viper 522 turbojet. Wing span: 47 ft 0 in (14.33 m) Length: 47 ft 5 in (14.45 m). Wing area: 353 sq ft (32.8 sq.m). Gross weight: 23,300 lb (10,568 kg). Max cruising speed: 510 mph (821 kph) at 31,000 ft (9,450 m). Typical range: 1,762 miles (2,835 km). Accommodation: 12 passengers Crew: 2
DH125-600 Engines: 2 x Rolls Royce Vi¬per 601 turbofans, 3,750 lb. Wing span: 47 ft 0 in (14.33 m). Length: 50 ft 5.75 in (15.39 m). Height: 17 ft 3 in (3.51 m). Max TO wt: 25,000 lb (11,340 kg). Empty wt. 12,700 lb Max level speed: 345 mph (555 kph). Stall 94 mph Initial climb rate 4,500 fpm Ceiling 41,000 ft. Fuel cap: 9,450 lb. Max range 45min res: 1,570 nm. Max operating speed: 345 mph (555 km/h) IAS. Takeoff distance (50′) 5,350 ft. Landing distance (50′) 2,550 ft. Seats 9
BAe125-700 Engines: 2 x Garrett TFE 731-3R, 3700 lbs thrust. Seats: 8/14. Length: 50.8 ft. Height: 17.6 ft. Wingspan: 47 ft. Wing area: 353 sq.ft. Wing aspect ratio: 6.3. Maximum ramp weight: 25,000 lbs. Maximum takeoff weight: 24,800 lbs. Standard empty weight: 13,700 lbs. Maximum useful load: 11,300 lbs. Zero-fuel weight: 16,050 lbs. Maximum landing weight: 22,000 lbs. Wing loading: 70.3 lbs/sq.ft. Power loading: 3.4 lbs/lb. Maximum usable fuel: 9450 lbs. Best rate of climb: 3000. Certificated ceiling: 41,000 ft. Max pressurisation differential: 8.4 psi. 8000 ft cabin alt @: 41,000 ft. Maximum single-engine rate of climb: 1350 fpm @ 195 kts. Single-engine climb gradient: 415 ft/nm. Single-engine ceiling: 21,600 ft. Maximum speed: 450 kts. Normal cruise @ 37,000ft: 428 kts. Fuel flow @ normal cruise: 1450 pph. Stalling speed clean: 119 kts. Stalling speed gear/flaps down: 83 kts. Turbulent-air penetration speed: 230 kts.
BAe125-800 Engines: 2 x Garrett TFE 731-5R-1H turbofans. Max cruise: 533 mph. Economy cruise: 461 mph at 40,000 feet over 3454 miles (5560 km). Pax cap: 14.
Hawker 800XP Engines two 4,669-lb. Honeywell TFE731-5BR turbofans Gross wt. 28,120 lb. Empty wt. 16,245 lb. Fuel capacity 1,492 gal Max cruise 447 kts Long range cruise 402 kts Range 2,285-2,621 nm. Ceiling 41,000 ft Takeoff distance 5,030 ft Landing distance 2,650 ft Seats 8-15
Hawker Siddeley HS 125 Dominie T. Mk 1 Engine : Bristol Siddeley Viper 301, 13342 N / 1360 kp Length : 47.408 ft / 14.45 m Height: 16.503 ft / 5.03 m Wingspan : 47.014 ft / 14.33 m Wing area : 352.952 sqft / 32.79 sq.m Max take off weight : 21201.1 lb / 9615.0 kg Weight empty : 11404.3 lb / 5172.0 kg Max. speed : 435 kts / 805 km/h Service ceiling : 41011 ft / 12500 m Wing load : 60.07 lb/sq.ft / 293.0 kg/sq.m Range : 1477 nm / 2736 km Crew : 2
The British Trident began life in 1958 as the de Havilland 121. Designed to cruise at over 600 mph, this aircraft has a T-tail, triplex powered controls (three separate power units driving each control surface), four small wheels on each main landing-gear leg, and an offset sideways-retracting nose gear. The Trident pioneered truly blind autolanding, and was the first airliner in the world to be certificated for automatic landing in passenger service, a year after beginning scheduled flights with BEA in April 1964. The advanced flight control system, together with the Smiths autopilot, enables the aircraft to lock onto ground radio beams and, using auto-throttle to control airspeed, descend along the glidepath to touchdown.
The world’s first fully automatic landing by a passenger-carrying jet was made in 1965 by a BEA Trident at London’s Heathrow Airport in daylight.
The first flew on January 9, 1962. It has been produced in four models. The IE featured accommodations for a maximum of 115 passengers and was powered by 11,400-lb. s.t. turbofans. The 2E was the long range version with more fuel, operating non stop between London and the Middle East. The 2F featured increased fuel capacity and takeoff weight and was fitted with 11,960-lb. s.t. turbofans. The 3B was a high capacity short-haul transport with a lengthened fuselage and the addition of a 5,250-lb. s.t. turbojet in the tail for better takeoff performance. The Super 3B was an upgraded version of the 3B.
Trident 3B
117 Tridents, including over 30 of the stretched long-range 3B, were sold.
Hawker Siddeley Trident, Nicosa Airport, Cyprus
Over a dozen of Hawker Siddeley HS.121 Tridents were used by the Peoples Republic Air Force.
De Havilland DH 121 Trident Length: 114.829 ft / 35.0 m Height : 26.903 ft / 8.2 m Wingspan : 89.895 ft / 27.4 m Wing area : 1358.417 sq.ft / 126.2 sq.m Max take off weight : 115030.4 lb / 52168.0 kg Weight empty : 67473.0 lb / 30600.0 kg Max. payload weight : 20316.9 lb / 9214.0 kg Max. weight carried : 47557.4 lb / 21568.0 kg Max. speed : 529 kt / 980 km/h Cruising altitude : 29528 ft / 9000 m Wing load : 84.67 lb/sq.ft / 413.0 kg/sq.m Maximum range : 2484 nm / 4600 km Range : 2484 nm / 4600 km Range (max. weight) : 1577 nm / 2920 km Engine : 3 x Rolls Royce Spey RB 1631, 43831 N Crew : 3 + 77-103 pax
Trident IE Engines: 3 x 11,400-lb. s.t. turbofans. Accommodation: 115
Trident 2E Engines: 4 x Rolls-Royce Spey RB.163-25 Mk 512-5W turbo-fans, 53.2kN / 11,930 lb. (5,410 kg.) Max take-off weight: 65318 kg / 144002 lb Empty weight: 33203 kg / 73200 lb Wingspan: 29.87 m / 97 ft 12 in Length: 34.98 m / 114 ft 9 in Height: 8.23 m / 27 ft 0 in Wing area: 135.26 sq.m / 1455.93 sq ft Cruise speed: 974 km/h / 605 mph Ceiling: 9100 m / 29850 ft Range: 3965 km / 2464 miles Crew: 3 Passengers: 140
Trident 2F Engines: 3 x 11,960-lb. s.t. turbofans.
Trident 3B Engines three 11,960-lb. s.t. turbofans and one 5,250-lb. s.t Rolls-Royce Spey turbojet. Wing span: 98 ft 0 in (29.87 m). Length: 131 ft 2 in (39.98 m). Height: 28 ft 3 in (8.61 m). Max TO wt: 150,000 lb (68,040 kg) Empty wt. 81,778 lb Fuel capacity 6,750 imp Gal. Max level speed: 605 mph (972 kph). Cruise speed 533 mph. Stall 129 mph. Range 1,785 miles. Takeoff distance (35′) 8,900 ft. Seats 97-180.
In 1953, the RAF introduced two new trainers into service, the piston engined Percival Provost T.1, which replaced the Prentice, and the jet powered DH Vampire T.11 which replaced the Harvard and the Meteor T.7 with the Advanced Flying Schools. The DH. 115 Vampire T.11 was based upon the earlier two seat DH.113 Vampire night fighter variants, but deleted the radar and introduced dual controls. All the control surfaces are cable-operated through a series of pulleys, only the flaps, airbrakes and undercarriage are hydraulic—even the wheel brakes are pneumatic. One of Vampire’s features is its composite wood and metal construction. Between the first bulkhead and the fourth (which is just forward of the engine) the fuselage is wood and fabric. The rest of the fuselage, as well as the wings, booms and tail, is flush-riveted aluminium. The Goblin engine has a total oil loss design, which means that there is no oil scavenger pump, oil filter, cooler and so on. The engine is a centrifugal-flow turbojet, about 3,000 lbs of thrust.
Vampire production terminated with the Vampire T.Mk.11 and Vampire T.Mk.22 two-seat trainers for the RAF and Fleet Air Arm, 804 being completed between 1951 and 1958; this mark also achieved considerable export success.
The T.55 being the export version of the RAF’s T.11. Some operated by Zimbabwe.
In 1964, DH-115 Vampire T35 A79-617 was fitted with Sidewinder missile guidance equipment.
DH-115 Vampire T35 Engine: De Havilland Goblin 35 Centrifugal flow turbojet, 3500lb (1588kg) Fuel: Aviation Turbine Fuel (Jet Fuel) Centre Tank Capacity: 96 ImpGal / 436 Lt / 115 USG Wing Tank Capacity (2): 52 ImpGal / 236 Lt / 62 USG Leading Edge Tank Capacity (2): 65 ImpGal / 296 Lt / 78 USG Drop Tank Capacity: 100 Impl Gal / 454 Lt / 120 USGs Wingspan: 38 ft 0 in / 11.58 m Length: 34 ft 9 in / 9.37 m Wing Area: 262 sq. ft / 24.34 sq. m Height: 6 ft 2 in / 1.88 m Empty weight: 7,253 lb / 3,290 kg Max Takeoff weight: 12,360 lb / 5,606 kg Armament: two or four 20mm Hispano Cannons, two 500 or 1,000lb (227 or 454 kg) bombs or eight 60lb (27kg) rocket projectiles. Maximum Speed: 461 kt / 531 mph / 855 km/h Cruise Speed: 275 kt / 316 mph / 509 km/h
De Havilland DH 115 Vampire T.Mk 55 Engine: De Havilland Goblin 35b, 14911 N Length : 34.416 ft / 10.49 m Height : 6.594 ft / 2.01 m Wingspan : 37.992 ft / 11.58 m Wing area : 271.468 sq.ft / 25.22 sq.m Max take off weight : 13613.7 lb / 6174.0 kg Weight empty : 7902.7 lb / 3584.0 kg Max. weight carried : 5711.0 lb / 2590.0 kg Max. speed : 454 kts / 840 km/h Initial climb rate : 3346.46 ft/min / 17.0 m/s Service ceiling : 32808 ft / 10000 m Wing loading: 50.23 lb/sq.ft / 245.0 kg/sq.m Range : 324 nm / 600 km Endurance: 1 h Crew: 2 Armament: 2x MK20mm Hispano 404; 2 Bomb 227kg
de Havilland continued the success of the Dove by designing a scaled-up version designated de Havilland D.H.114 Heron. The new aircraft provided accommodation for a crew of two and 14 passengers (17 if no toilet was installed). Fixed tricycle landing gear removed the complications of a hydraulic system, Gipsy Queen 30s and variable-pitch propellers. The prototype was flown for the first time on 10 May 1950. The Heron is equipped to seat 14 passengers in single seats on each side of the central aisle. Four 250 hp Gipsy Queen six-cylinder inline direct drive normally aspirated engines are fitted with bracket type constant-speed two-blade airscrews.
The first production Heron 1 was acquired by New Zealand National Airways, this and all subsequent aircraft having a tailplane with considerable dihedral. The seventh production example served as the prototype for the Heron 2, incorporating retractable landing gear. This proved to be the most popular version, representing almost 70 per cent of the 150 Herons built.
The New Zealand National Airways Corp owned four during 1952-60; ZK-AYV Matuku; ZK-BBN Motuhi; ZK-BEQ Mako; ZK-BBM Matmpouri.
ZK-AYV Matuku
The Heron saw service in 30 countries, some with major airlines, many as luxury transports (including four operated by The Queen’s Flight at RAF Benson), and about 25 of the total were used as communications aircraft by nine military services.
British European Airways Herons were used to maintain the BEA Ambulance Service in Scotland and the islands around the coast.
BEA Heron landing on the beach at Bora, Scotland circa 1955
The Riley Turbostream Corporation in the USA produced the Riley Turbo Skyliner. This replaced the standard engines with 290 hp / 216kW Avco Lycoming IO-540-G1A5 engines, with or without turbochargers according to customer requirements.
Riley Heron ZK-TAJ of Air Rarotonga
Far more ambitious was the conversion carried out by Saunders Aircraft Corporation of Gimli, Manitoba. Designated Saunders ST-27, this had a fuselage lengthened by 2.59m to provide accommodation for a maximum of 23 passengers, the wing rebuilt to incorporate a redesigned main spar and the four Gipsy engines replaced by two 559kW Pratt & Whitney Aircraft of Canada PT6A-34 turboprop engines. A total of 12 ST-27 conversions was completed and the prototype of an improved ST-28 was built before Saunders went into receivership.
Franciso J. Waltz, Mexico City, produced in 1959 a high-altitude conversion of de Havilland Heron with 340 hp Lycoming engine for Mexican use under name Waltz Super Heron.
DH 114-1B Heron Engines: 4 x Gipsy Queen 39, 250 hp Wingspan: 71 ft 6 in / 21.8 m Length: 48 ft 6 in / 14.78 m Max speed: 190 mph / 306 kph Cruise Speed: 183 mph / 295 kph Range: 915 miles / 1473 km Service Ceiling: 18,500 ft / 5,600 m Crew: 2 Passenger capacity: 14
DH 114 Heron 2D Engines: 4 x de Havilland Gipsy Queen 30-2 inline, 186kW, 247 hp Max take-off weight: 6123 kg / 13499 lb Empty weight: 3697 kg / 8151 lb Wingspan: 21.79 m / 71 ft 6 in Length: 14.78 m / 48 ft 6 in Height: 4.75 m / 15 ft 7 in Wing area: 46.36 sq.m / 499.01 sq ft Max. speed: 165 kts / 306 kph Cruise speed: 295 km/h / 183 mph Ceiling: 5640 m / 18500 ft Initial climb rate 1,075 fpm Takeoff distance (50′) 2,424 ft. Landing distance (50′) 2,065 ft. Range w/max.fuel: 1813 km / 1127 miles Range w/max.payload: 645 km / 401 miles Crew: 2 Passengers: 14-17 / 1385Kg
Riley Heron Engines: 4 x Lycoming IO 540-G1A5, 290 hp. Cruise: 170 175 kt. Endurance: 7.5 hr. Pax cap: 15.
DH 113 Vampire NF10 prototype G-5-2 showing the extended tailplane adopted for production aircraft.
Although developed earlier than the Venom, the DH113 Vampire Night-Fighter (NF) had a later type number in the company sequence by the time it was produced. It was developed from the single-seat Vampire FB.5 as a private venture low-cost Night-Fighter for the export market. It featured lengthened and wider two-seat, side-by-side arrangement and a wooden fuselage nacelle with AI Mk.10 radar within a nose radome. A more powerful 3,350 lb Goblin 3 engine was fitted and first flight was from Hatfield on 28th August 1949 by Geoffrey Pike.
The first prototype DH Vampire NF10 (G-5-2) was flown for the first time at Hatfield on 28th August 1949 with test pilot Geoffrey Pike at the controls. Nine days later it made its public debut at the SBAC Show at Farnborough and just a month later Egypt became its first customer when it ordered 12 aircraft. This order was never fulfilled due to a UK Government enforce embargo due to the increasing hostilities between Egypt and Israel.
The prototype DH 113 Vampire NF10 G-5-2 takes off for the first time on 28 August 1949.
The enlarged nose section resulted in concerns over both directional and longitudinal stability as well as overall control and because of this the prototype was test flown with enlarged triangular tail fins.
DH 113 Vampire NF10 prototype G-5-2 being tested with modified fins in November 1949.
These were later found not to be necessary and were not fitted to production aircraft. An increase in tailplane span was required however and this is a characteristic feature of production two-seat Vampires. The extended tailplane was also used by the DH112 Venom and Sea Venom.
The RAF took over the Egyptian Air Force order and put them into service as an interim measure between the retirement of the de Havilland Mosquito night fighter and the full introduction of the Meteor night fighter.
Three prototypes were built, the third of which was completed as the prototype night fighter, the DH112 Venom. The DH113 was originally designed utilising the wings and tail of the single-seat vampire day-fighter which could accommodate a side-by-side configuration, albeit slight offset behind the pilot.
Those DH113 Vampire NF10 aircraft that were originally ordered by Egypt were taken into RAF service in the UK as the NF.Mk.10 and this then led to the further procurement of additional RAF aircraft. Initial service deliveries of the NF.10 were in the spring of 1951. Crews were never happy about the lack of ejection seats. Only 78 NF.10s were built, and they only remained in front-line service to 1954.
DH 113 Vampire NF10 WP237 in RAF service in April 1951.
The aircraft became the first RAF jet Night-Fighter when the initial Vampires replaced Mosquitos of 25 Squadron at West Malling in July 1951, two other home-defence units (RAF Coltishall and RAF Leuchars) were also equipped with this aircraft. By November 1953 the short operational life began coming to an end with the arrival of the Venom NF.2s for 23 Squadron.
Equipped with an AI Mk X radar, the type was also operated by the Indian and Italian Air Forces.
DH113 Vampire NF54 ID606 of the Indian AF on display at Palam, New Delhi.
Export sales were to Switzerland, who had one example for evaluation, and Italy, followed by India who acquired surplus RAF aircraft. Thirty-six NF.10s were converted to a navigation trainer and redesignated “Vampire NF(T).10”. The AI.X radar was replaced by ballast in the form of concrete blocks, and the navigation kit was upgraded. They were modified for navigation training with a clear-view canopy, but still without ejector seats. These aircraft were used by 1 ANS at Topcliffe, 2 ANS at Thorney Island and the Central Navigation & Control School (CNCS) at Shawbury, the last retiring in September 1959.
Total production was of 93 aircraft, comprising three prototypes, 76 aircraft for the RAF and 14 Vampire NF54 aircraft for the Italian Air Force. De Havilland built an export variant of the NF.10 designated the “Vampire NF.54”. A total of 14 was built for Italy and delivered in 1952:1953; 30 retired NF.10s were also refurbished to the NF.54 configuration for India, with deliveries from 1954 to 1958.
Removal of the radar from the night fighter and fitting of dual controls resulted in a jet trainer model of the aircraft, the DH.115 Vampire which entered British service as the Vampire T.11.
Surviving DH 113 are Vampire NF10 ID606 at the Indian Air Force Museum, Palam, New Delhi, India, and Vampire NF54 MM6152 at the Italian Air Force Museum, Vigna di Valle, Italy.
Engine: De Havilland Goblin 35 B, 14911 N / 3,350 lbst Length: 34.613 ft / 10.55 m Height: 6.562 ft / 2.0 m Wingspan: 38.025 ft / 11.59 m Wing area: 262.642 sq.ft / 24.4 sq.m Max take off weight: 13119.8 lb / 5950.0 kg Weight empty: 7673.4 lb / 3480.0 kg Max. weight carried: 5446.4 lb / 2470.0 kg Max. speed: 454 kts / 840 km/h / 538 mph at sea level Initial climb rate: 3346.46 ft/min / 17.0 m/s Service ceiling: 32808 ft / 10000 m Wing load: 50.02 lb/sq.ft / 244.0 kg/sq.m Range: 324 nm / 600 km Range with drop tanks: 1,220 miles Endurance: 1 h Crew: 2 Armament: four 20mm Hispano cannon
The Venom was a development of the Vampire, designed to accommodate the de Havilland Ghost engine and with aerodynamic refinements enabling it to take full advantage of the increased power. The nacelle and tail assembly were substantially similar to those of the Vampire, but the wings were entirely new, with square tips, very thin section and jettisonable long-range wingtip tanks. Fences were incorporated into the top surface of the wings to direct airflow, and wingtip fuel tanks were fitted as standard.
Originally designated the Vampire FB Mk.8, the Venom FB.1 was the first version for the RAF: a day fighter and fighter-bomber with provision for bombs and rockets in addition to the standard four 20 mm Hispano Mk 5 cannon in the nose. The prototype of this version flew for the first time on 2 September 1949 and entered squadron service in September 1952. A total of 373 FB.1 were built, powered by one de Havilland Ghost 103 turbojet of 4850 lbs thrust.
DH Venom FB.1
Built by the Swiss under licence in the early 1950s, the FB.Mk.1 designated by the Swiss Flugwaffe as the FB.Mk.50.
Fences were incorporated into the top surface of the wings to direct airflow, and wingtip fuel tanks were fitted as standard. The Venom FB 1 had four Hispano 20mm cannon in the nose and hard points under the wings for up to 2,000lb of bombs or rockets.
Introduced in 1955 was the single seat Venom, the FB. 4 (D.H. Ghost 103), with powered ailerons, an ejection seat and under wing fuel tanks in addition to the tip tanks. These new external tanks have a very high fineness ratio and a minute tailplane for stability. The FB.4 also had completely revised fin outlines, with both the front bullet fairing of the earlier Venoms and the rear bullet fairing of the Sea Venoms.
de Havilland DH112 Venom FB 4
A two-seat night fighting version of the single-seat Venom fighter was evolved in the same way that the Vampire night fighter was derived from the original Vampire, and a company-funded prototype was first flown on 23 August 1950. The front fuselage was lengthened and widened to accom¬modate Al Mk 10 radar and crew of two side-by-side, the remainder of the airframe being basically as Venom 1 and the engine being the 4,850 lb st (2200 kgp) Ghost 104. Ninety similar Venom NF Mk 2s (first flight 4 March 1952) were delivered to the RAF from 1953 onwards, many later being modified to NF Mk 2A standard with revised tail units, including dorsal fins and acorn fairings, and clear-view canopies. Further tail unit changes distinguished the Venom NF Mk 3, first flown on 22 February 1953; 129 were built for the RAF with Al Mk 21 radar, powered ailerons, 5,150 lb st (2338 kgp) Ghost 105 engine and other changes. Sweden’s Flygvapnet bought 62 Venom NF Mk 51s, similar to the NF Mk 2s and powered by Swedish-built Ghost RM 2A engines; they served from 1953 to 1960.
Following the evaluation of a standard RAF Venom NF.Mk 2 night-fighter during the course of 1950, the Royal Navy ordered three fully navalized prototype aircraft to Specification N.107, as the de Havilland Sea Venom NF. (later FAW, for Fighter, all-weather) Mk 20, the first of which made its maiden flight on 19 April 1951. Principal Naval features were a V-type arrester hook, strengthened longer-stroke undercarriage, catapult pick-up points and (from the third prototype onwards) folding wings with tip tanks of revised design.
Subsequent carrier compatibility trials conducted aboard HMS illustrious showed that the type possessed considerable promise, and an initial batch of 50 production Sea Venom NF.Mk 20s was contracted, deliveries getting under way during the mid-1950s. Attaining operational status with No. 890 Squadron aboard HMS Albion in July 1955
Following the NF.Mk 20 was the Sea Venom FAW.Mk 21, which used the more powerful Ghost 104 turbojet engine, Martin-Baker ejection seats and which was also fitted with American APS-57 airborne interception radar. Deliveries of the Sea Venom FAW.Mk 21 began before the Sea Venom NF. Mk 20 became operational, the delivery beginning in May 1955 of what eventually became the most widely used version, a total of 167 being built for service with the Fleet Air Arm.
Sea Venom F.(A.W.)21s – 1956 890 Sqn aerobatic team. Sqn CO Lt.Cmdr P.G.Young, Lt. Anderdon & Commsd. Plt Hilditch.
Production of the Sea Venom was completed with 39 examples of the Sea Venom FAW.Mk 23, which dif-fered mainly by virtue of being pow¬ered by the Ghost 105 turbojet.
Sea Venoms were also operated by the Royal Australian Navy which received 39 NF.53 (similar to F(AW).21) from 27 February 1955. British-operated Venoms and Sea Venoms were withdrawn from operational service in 1962 and 1960 respectively.
Failure of the shipboard fighter requirement issued by the Service Technique Aeronautique in June 1946 (and which had resulted in Aerocentre NC 1080, Arsenal VG 90 and Nord 2200 prototypes being built) led to consideration being given to adoption by the Aeronavale of the Grumman F9F-5 Panther. In January 1951, however, the Ministere de la Marine announced the decision to adopt the de Havilland Sea Venom Mk 20, which was being developed for the Royal Navy as a side-by-side two-seat shipboard all-weather fighter and had yet to enter flight test. Four aircraft were supplied to the SNCASE in knocked down form for assembly as a “pre-series”, the first of these flying on 31 October 1952, and the name Aquilon (North Wind) being adopted. A fifth “pre-series” aircraft and 25 production aircraft employing sub-assemblies provided by Airspeed, the first known as Aquilon 20s and subsequentl aircraft as Aquilon 201s, the first of these flying on 24 March 1954 (The designation Sea Venom NF Mk 52 referred to a version licensed for production by SNCASE). These were powered by the 4,850 lb st / 2200kg Fiat-built de Havilland Ghost 48 Mk 1, armament comprising four 20mm cannon. Non-availability of the intended Thomson AI radar restricted the Aquilon 201s to diurnal operation, the same restriction being imposed on the next 25 aircraft which, delivered as Aquilon 202s, were entirely manufactured in France and differed in having ejection seats, an aft-sliding rather than aft-hinged cockpit canopy and a strengthened undercarriage. A decision was taken to adopt the Westinghouse APQ 65 AI radar, but, without major redesign of the airframe, it was found impossible to fit this equipment in the ejection seat-equipped two-seater. Production therefore continued with the Aquilon 203 single-seater, the last 25 of the 40 production examples of this version being equipped with APQ 65 radar as were the six two-seat Aquilon 204 radar trainers (not fitted with ejection seats) that brought production to an end, the last of these being flown at the beginning of 1958. The Aquilon was flown operationally by Flottilles 11F and 16F, eventually serving in the fighter training role and being phased out during 1964-65.
Sud-Est Aquilon
During 1955-58 sixteen served with the Royal New Zealand Air Force.
de Havilland DH112 Engine: de Havilland Ghost 103 turbojet, 4850 lbf thrust Length: 31 ft 10 in (9.7 m) Wingspan: 41 ft 8 in (12.7 m) Maximum speed: 640 mph (1030 kph) Range: 1080 miles (1730 km) Service Ceiling: 39,400 ft (12,000 m)
Venom FB.1 / FB.50 Engine: De Havilland Ghost 48 Mk I, 21778 N Length: 32.087 ft / 9.78 m Height: 6.168 ft / 1.88 m Wingspan: 41.732 ft / 12.72 m Wing area: 279.003 sq.ft / 25.92 sq.m Max take off weight: 15655.5 lb / 7100.0 kg Weight empty: 8820.0 lb / 4000.0 kg Max. weight carried: 6835.5 lb / 3100.0 kg Max speed: 640 mph below 20,000 ft. Initial ROC: 7230 fpm. Service ceiling: 39370 ft / 12000 m Wing load : 56.17 lb/sq.ft / 274.0 kg/sq.m Range : 378 nm / 700 km Endurance : 1 h Armament: 4 x 20mm mg, 2000 lbs of bombs or 8 x 60 lb rockets. Range (max): 1075 mile. Crew: 1
Venom FB.4 Engine: one 2336-kg (5,150-tb) thrust de Havilland Ghost 105 turbojet. Maximum speed 961 km/h (597 mph) at sea level Initial climb rate 2204 m (7,230 ft) per minute Service ceiling 14630 m (48,000 ft) Range 1730 kin (1,075 miles). Empty weight 3674 kg (8,100 lb) MTOW: 7180 kg (15,830 lb) Wingspan 12.70 m (41 ft 8 in) Length 10.06 m (33 ft 0 in) Height 2.03 m (6 ft 8 in) Wing area 25.99 sq.m (279.75 sq ft) Armament: four 20-mm Hispano cannon, 907 kg (2,000 lb) of external stores
Venom NF Mk 3 Engine: DH Ghost 104. Max speeds, 576 mph (927 km/h) at sea level, 555 mph (893 km/h) at 30,000 ft (9145 m) 529 mph above 40,000 ft (12 200 m). Initial climb rate, 6,280 ft/min (31,9 m/sec). Patrol duration, 1.85 hrs. Loaded weight, 14,400 lb (6538 kg). Span, 42 ft 10 in (13,06 m). Length, 36 ft 8 in (11,17 m). Height, 6 ft 6 in (1,98 m). Wing area, 279.75 sq ft (25,99sq.m).
Sea Venom FAW Mk 20 Engine: Ghost 103.
Sea Venom FAW.Mk 21 Engine: one 2245-kg (4,950-lb) thrust de Havilland Ghost 104 turbojet. Maximum speed 1014 km/h (630 mph) at sea level Service ceiling 14995 m (49,200 ft) Range 1609 km (1,000 miles) Maximum take-off 7212 kg (15,900 lb) Wingspan 13.08 m (42 ft 11 in) Length 11.15 m (36 ft 7 in) Height 2.59 m (8 ft 6 in) Wing area 25.99 sq.m (279.75 sq ft). Armament: four 20-mm cannon, 907 kg (2,000 lb) of external ordnance
Sea Venom FAW Mk 22 Engine: de Havilland Ghost 104, 4850 lb Span: 42 ft 10 in (13,06 m). Length: 36 ft 8 in (11,17 m). Height: 8 ft 6¼ in (2,62 m). Wing area: 279.75 sq ft (25.99 sq.m). MTOW: 15,400 lb (6980 kg). Max speeds: 576 mph (926 km/h) at sea level 555 mph (893 km/h) at 30,000 ft (9150 in). Initial climb rate: 5,750 ft/min (29,2 m/sec). Service ceiling: 37,000 ft Patrol duration: 1.73 hrs. Armament: 4 x 20mm cannon
Sea Venom F.A.W. Mk 53 Engine One 5,300lb thrust De Havilland Ghost 105 Wing Span: 42 ft 10 in Length: 36 ft 8 in Height: 8 ft 6.25 in Weight 15,000 (loaded) Initial Rate of Climb: 5,900 ft per minute Ceiling: 40,000 ft Speed: 575 mph Range: 705 miles Armament Guns: 4 x 20 mm (150 rounds per gun) Bombs: 8 x 60lb rockets Crew 2
Aquilon 203 Loaded weight: 5500 kg / 12125 lb Wingspan: 13.07 m / 43 ft 11 in Length: 11.17 m / 37 ft 8 in Height: 2.60 m / 9 ft 6 in Wing area: 26.00 sq.m / 279.86 sq ft Max. speed: 935 km/h / 581 mph Range w/max.fuel: 1557 km / 968 miles
