Aircraft

de Havilland Canada DHC-3 Otter

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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.

de Havilland Canada DHC-3 Otter Article

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.

Gallery

Variant:
Texas Turbine Conversions DHC-3 Otter

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.

Engine: PZL, 600 hp.
MTOW: 8000 lbs.
Wing span: 58 ft.

Engine: PZL, 1,000 hp.
ROC: 2000 fpm.
T/O time (water): 10 sec.
Fuel consumption: 40 Imp.Gal/hr.
Cruise: 144 mph.
MTOW: 8000 lbs.
Wing span: 58 ft.

de Havilland Canada DHC-1 Chipmunk

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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.

de Havilland Canada DHC-1 Chipmunk Article

DH Chipmunk – the first

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.

Gallery

Variation:
Sasin SA-9 Spraymaster

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)

Mk.21

Mk.22
Wing span: 34 ft 3 in (10.5m).

de Havilland Canada

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Formed in 1928 at Downsview, Toronto, as a constructional and service facility. Built 1,553 Tiger Moths (1938- 1945), erected about 40 D.H.60M Moths, a Giant Moth, some 25 Puss Moths, and 200 Tigers (from U.K.-built parts). Developed ski and float installations for DH products. Built 1,134 Mosquitoes (1942-1945) and 54 Fox Moths (postwar). Undertook design and construction of the Tiger Moth replacement, the DHC-1 Chipmunk, built in Canada, Britain, and Portugal. Further Canadian designs have concentrated on STOL capability: the DHC-2 Beaver transport, DHC-3 Otter transport, DHC-4 Caribou pistonengined freighter (company’s first
twin), DHC-5 Buffalo twin-turboprop freighter (first flown 1964), DHC-6 Twin Otter twin turboprop transport (first flown 1965), DHC-7 Dash 7 quiet STOL four-engined airliner (first flown 1975), and DHC-8 Dash 8Q short-range twin-turboprop regional airliner (first flown June 1983 and remaining in major production, with latest Series 400 for up to 78 passengers first flown January 1998). Special variants of its aircraft have included maritime surveillance, navigation training and airborne over-the-horizon telemetry relay models of the Dash 8. The company became part of the Hawker Siddeley Group in 1960, but retained the name de Havilland. From 1974 owned by Canadian Government, then Boeing (as Boeing Canada) from 1986.
In 1992 Bombardier purchased 51 percent of de Havilland Canada. In January 1997, they purchased the remaining 49 percent of DHC from the Province of Ontario, as part of Bombardier Aerospace Group in 1992 and since known as de Havilland Inc.

By 2007 Viking Air owned the rights to all early de Havilland Canada products from the Chipmunk through to Beaver, Otter, Caribou, Twin Otter and Dash 7.

de Havilland Australia DHA-3 Drover

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DHA-3 Mk.3A

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.

DHA-3 Drover 3 ZK-DDD

Gallery

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)

de Havilland Australia

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Formed 1927 at Melbourne, the first overseas holding by DH, as service agent, assembling imported Moths. Moved to Sydney in 1929. Between 1939 and 1942 built 1,085 Tiger Moths and 87 Dragons; 212 Mosquitoes (1942-1947); 120 Vampires (1948-1961). Local designs were the DHA G2 troop-carrying glider and the post-war DHA 3 Drover three-engined transport. Acquired CAC Lidcombe (1959); Bristol Aeroplane Company (Australia) Pty. Ltd. (1962); Fairey Aviation Company of Australia Pty. Ltd. (1963). In 1960 became Australian Hawker Siddeley Company, the name changing in 1963 to Hawker de Havilland Australia Pty. Ltd.
Produces aerostructures for Airbus and Boeing, supports RAAF F-111 and P-3 improvement programs, and is a team member under Raytheon Systems Company proposing the Airbus A310 for the RAAF’s AEW&C requirement. Previously, in 1980s, having bought Australian Aircraft Consortium and formed it into the Trainer Aircraft Division of HDH, continued development for short time of A10B turboprop-powered two-seat basic trainer.

de Havilland DH 125 / Beech Hawker / U-125

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U-125A

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.

DH 125 Article

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.

HS.125-600 Air Test

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.

Hawker 4000 N803SA

Gallery

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

de Havilland DH 121 Trident / Hawker-Siddeley Trident

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Trident

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.

Gallery

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.

de Havilland DH 115 Vampire

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DH115 Vampire T35

DH 113 Vampire / DH 115 Vampire two-seaters Article

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.

de Havilland DH 115 Vampire Article

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.

Gallery

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 DH 114 Heron

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Sea Heron C.4

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.

de Havilland DH 114 Heron Article

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.

Gallery

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.

de Havilland DH 113 Vampire

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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.

de Havilland DH 113 Vampire Article

de Havilland DH113 Vampire NF10

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.

DH 113 Vampire / DH 115 Vampire two-seaters Article

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