de Havilland Canada, in response to a market survey, estimated interest in a large STOL aircraft with advanced STOL capability, so that higher standards of comfort, comparable with much larger aircraft, would be available to those airlines which operate from runways about 915m in length.
With backing from the Canadian government the, construction of two pre-production de Havilland Canada DHC-7 aircraft began in late 1972, and the first was flown on 27 March 1975 (C-GNBX X) at Downsview, Ontario. Certification was gained in 1977 and the Dash 7 proved not only to be very quiet, but could take off with full load in only 2,260 ft (689 m) and land in 1,950 ft (594 m).
Prototype DHC-7 C-GNBX c/n 001 in 1979
The DHC-7 has four large-diameter propellers turning slowly (and therefore quietly) in front of double-slotted trailing-edge flaps, and a T-tail keeps the tailplane well clear of the propeller wash. There are four spoilers in the upper surface of each wing. The inboard pair serve as spoilers or lift dumpers, the outboard pair as air spoilers which can also be operated differentially in conjunction with the ailerons to augment lateral control. The fuselage is of fail-safe construction to permit pressurisation, and the landing gear is of the retractable tricycle type, with twin wheels on each unit, Powered by four Pratt & Whitney Aircraft of Canada PT6A-50 turboprop engines, to reduce noise levels to a minimum, each drives a large-diameter 3.42m, Hamilton constant-speed full-feathering reversible-pitch four-blade propeller made from fiberglass. The props are slow-turning to reduce noise levels, so that the landing approach noise level on a three-degree glideslope is 92.4 EPNdB. Accommodation is provided for 50 passengers, with access to the main cabin via a single door, incorporating air-stairs, at the rear of the cabin on the port side. There are provisions for optional mixed passenger/cargo or all-cargo operations, and a large freight door can be installed at the forward end of the cabin on the port side. Up to five standard pallets can be carried by the Dash 7 in an all-cargo configuration. The flight crew of two is accommodated on a separate flight deck, and advanced avionics to enhance their efficiency include an autopilot/flight director system which incorporates flight and air data computers, and weather radar. The first operator to receive the Dash 7 was Rocky Mountain Airways, on 3 February 1978. The company offered a coastal reconnaissance model as the Dash 7R Ranger with Litton LASR-2 radar with its antenna in an underfuselage radome for 360x surveillance coverage, but in fact the only military sales have been three aircraft each to Canada and Venezuela. Two of the Canadian aircraft were designated CC-132 and used for communications from the base at Lahr in West Germany by No.412 Squadron, while the third is designated Dash 71R and used for ice reconnaissance by the Canadian Coast Guard in the Gulf of St Lawrence. The Venezuelan aircraft are transports with a secondary coastal reconnaissance.
When production finished in December 1988 113 had been delivered to 35 customers in 22 countries. Military use of the Dash 7 was restricted to two used as VIP/transports (designated CC-132) by the Canadian Armed Forces in Germany from August 1979 to April 1987, and a single aircraft delivered to the Venezuelan Navy in May 1982 used in the patrol and transport roles.
RC-7B N158CL
Variants: Dash 7 Series 100: standard passenger version seating 50 passengers. Dash 7 Series 101: all-cargo version of Series 100 able to accommodate five standard pallets. Dash 7 Series 150: developed passenger version introduced in 1978 with higher gross weight, increased fuel capacity and improved passenger amenities. Dash 7 Series 151: all-cargo version of Series 150. Dash 7 IR: single special ice reconnaissance version of the Series 150 built for the Canadian government. Equipped with SLAR and computers to track ice formations and flow patterns, the aircraft was delivered in May 1986 and is operated by Bradley Air Services for the Department of Environment.
DHC-7 Series 100 Engines: 4 x P & W Aircraft Canada PT6A-50 turboprop, 835kW Max take-off weight: 19958 kg / 44000 lb Empty weight: 12542 kg / 27651 lb Wingspan: 28.35 m / 93 ft 0 in Length: 24.58 m / 81 ft 8 in Height: 7.98 m / 26 ft 2 in Wing area: 79.89 sq.m / 859.93 sq ft Cruise speed: 436 km/h / 271 mph Ceiling: 6400 m / 21000 ft Range w/max.payload: 1279 km / 795 miles Crew: 2 Passengers: 48
DHC 7-102/103 Engines: 4 x P&W PT6A-50, 1120 shp. Props: Hamilton 4-blade, 135-in. Seats: 50. Length: 80.5 ft. Height: 26.2 ft. Wingspan: 93 ft. Wing area: 860 sq.ft. Wing aspect ratio: 10. Maximum ramp weight: 44,100 lbs. Maximum takeoff weight: 44,000 lbs. Standard empty weight: 27,044 lbs. Maximum useful load: 17,056 lbs. Zero-fuel weight: 39,000 lbs. Maximum landing weight: 42,000 lbs. Wing loading: 51.2 lbs/sq.ft. Power loading: 9.8 lbs/hp. Maximum usable fuel: 9925 lbs. Best rate of climb: 1200. Service ceiling: 22,800 ft. Max pressurisation differential: 4.7 psi. 8000 ft cabin alt @: 22,000 ft. Maximum engine out rate of climb: 700 fpm @ 124 kts. Engine out climb gradient: 338 ft/nm. Engine out ceiling: 14,800 ft. Maximum speed: 231 kts. Normal cruise @ 16,000ft: 225 kts. Fuel flow @ normal cruise: 1639 pph. Endurance at normal cruise: 5.5 hrs: Stalling speed clean: 100 kts. Stalling speed gear/flaps down: 66 kts. Turbulent-air penetration speed: 171 kts.
CC-132 Engines: four 1,120-shp (835-kW) Pratt & Whitney Canada PT6A-50 turboprops. Maximum speed 266 mph (428 km/h) at 8,000 ft (2,440 m) Service ceiling 21,000 ft (6,400 m) Range 1,347 miles (2,168 km) with a 6,500-lb (2,948-kg) payload. Empty weight: 27,650 lb (12,542 kg) Maximum take-off 44,000 lb (19,958 kg). Wing span 93 ft 0 in (29.35 m) Length 80 ft 7.75 in (24.58 m) Height 26 ft 2 in (7.98 m) Wing area 860.0 sq ft (79.89 sq.m) Payload: 50 passengers or 11,310 lb (5,130 kg) of freight.
In 1964 de Havilland Canada announced that it was developing a twin-turboprop high-wing monoplane with STOL capability to provide accommodation for 13 to 18 passengers as the de Havilland Canada DHC-6 Twin Otter. Design of the aircraft’s wing includes double-slotted trailing-edge flaps and ailerons which can be drooped simultaneously with the flaps to enhance STOL performance. Fixed tricycle landing gear can have optional float or ski installations, as well as the standard wheels.
Jointly funded by the Canadian Department of Defence and de Havilland Canada, the first of an initial batch of five made its maiden flight on 19 May 1965. The first three aircraft were powered by two 432kW Pratt & Whitney Aircraft of Canada PT6A engines, but the fourth and subsequent examples of this first Twin Otter Series 100 production version had PT6A-20 engines of similar output.
Its design philosophy is directed towards operation from short semi-prepared runways for services in localities where air connections have not previously been practical, and its emphasis is on engineering simplicity and operational versatility. This is reflected by such features as urethane blocks as shock absorbers in the main undercarriage shoulders. Another selling point is the quickly convertible 384 cu.ft cabin from passengers to a maximum freight load of 4250 lb carried over 100 nm stage lengths with reserves.
The principal impact of the Twin Otter, and a feature which has already resulted in sales and options for about 30 aircraft, is probably its STOL performance to and from 50 ft of about 1000 ft. The CAR 3 distances are still only 1700 ft for take-off and 2160 ft for landing. At the start of its European tour at the Hanover Air Show, the Twin Otter demonstrator was able to join the Do27s and Porters ferrying passengers across the town to the small airstrip of the main industrial fair, and it was also able to get in and out of Heligoland’s 190m strip off the German coast.
The Twin Otter has full-span double-slotted flaps, with the outer sections also operating as ailerons, but has no exotic high lift devices. Its tricycle undercarriage has an electrically-driven hydraulic pump providing power for steering, toe brakes and flaps, with a nosewheel – tiller on the port control wheel. The Twin Otter cockpit has entry doors each side so that the crew can get in and out when the cabin is packed to capacity with freight.
The Twin Otter has roof-mounted engine controls, which increase available cockpit space and the PT6s can be left in the flight idle gate for taxying except for occasional aft movement into the Beta range, to prevent excess speed building up on the ground. Further aft movement of the power levers through the idle gate selects reverse pitch, which enables the Twin Otter to back out of restricted parking spaces.
There are two main power references-torque, in lb/sq.in, and turbine gas temperature, with respective limits of 42.5 and 750 deg C.
During take-off, it would be easy to over boost the engines by opening the power levers to their full extent, so if the outside air temperature is on the low side, the torque-meters have to be watched to avoid exceeding the limit. In hot weather the limiting factor becomes exhaust temperature.
After raising flap, the Twin Otter climbs at 110 kt on 41 lb/sq.in torque, with the airscrew rpm pulled back to 90 per cent and climbed at nearly 2 000 ft/min. Levelling out with power reduced to 33 lb/sq.in torque and 78 percent rpm (330 shp per engine) gives an indicated 140-145 kt., which trued out to 155-160 kt. for a fuel flow of 225 lb per hour per engine.
One of the most useful aspects of Twin Otter performance is the’large usable speed range between Vno Of 160 kt. and a flapdown stall with power of well below 40 kt. IAS, including a manoeuvre speed for bush flying of around 55 kt. with about 25 per cent power and full flap.
To eliminate large changes of trim with flap movement, the Twin Otter retains the same trim tab interconnection that was introduced in its single-engine predecessor. This ensures a comfortable limit to, the nose-up pitch accompanying flap retraction during an overshoot. Clean and power off, slight aileron snatch precedes pre-stall buffet, with some lateral hunting at 65 kt. which continues after the mild break-away at about 60 kt. IAS. With the full 40 degrees of flap extended, a gentle and straight stall break occurs at about 42 kt. IAS, power oft. Aerodynamic buffet gives about 8 kt. stall warning in all configurations
With 30 degrees (take-off) of flap extended, Vmc is 64 kt., and single-engine flight is completely uncomplicated. Feathering the port (critical) propeller from a 92 kt. climb resulted in light rudder loads, even before wind milling stopped, although the Twin Otter runs out of rudder trim at just below 85 kt, a long way before Vmc. There was no difficulty in showing a single engine en route climb of more than 300 ft/min.
Before landing, the nosewheel tiller has to be checked for centering, and then a spectacularly steep approach is achieved with full flap and just a trickle of power at only 65 kt. With restricted reverse pitch a 250 ft ground run is achieved.
The price, in basic form, in 1966 was (Canadian) $275000 approx. The PT6A-20 starts operational life with an overhaul period of 1200 hours.
Some 30 Twin Otters were due for completion by the end of 1966, and production was to continue at the rate of about six per month.
Delivered in July 1966, the first Twin Otter Series 100 entered service in 1966, and, following manufacture of 115 of that version, production switched to the Twin Otter Series 200. It differed by having increased baggage capacity in a lengthened fuselage nose and was certificated for operation at a higher gross weight. After 115 had been built the production Twin Otter Series 300 was introduced, this having more powerful 652 shp PT6A-27 engines which make possible an increase of almost 454kg in maximum take-off weight. Later production aircraft had a 20-seat commuter interior as standard and all floatplane versions, irrespective of series, retain the shorter fuselage nose of the original Series 100. Specialised equipment that has been developed to enhance the capabilities of these popular aircraft includes a ventral pod to carry 272kg of freight and an expendable fabric membrane tank holding 1818 litres of water for water-bombing fire-fighting operations. The 300S model features several improvements: high-capacity brakes, an antiskid system, wing spoilers, refined electrical and hydraulic systems, propeller automatic feather, and improved fire protection. In addition, six 300S enhanced STOL performance DHC-6-300s were built in the mid 1970s. Earlier models, the series 100 and 200, were fitted with 570 shp engines. Access to the two man cockpit is through a car-like door on each side or through the cabin. The standard “Commuter” version will accommodate 20 passengers, but optional arrangements are available. In 1982 DH Canada offered two specialised military versions designated Twin Otter Series 300M basic military transport (15 troops, 20 passengers or 2,270kg of cargo) or COIN version armed with cabin-mounted machine-guns and four underwing hardpoints, and the 300MR maritime reconnaissance version equipped with undernose Litton AN/APS-504 360 degree scan search radar, comprehensive avionics, an infrared linescanner, and a wing-mounted searchlight. Although a prototype 300MR was flown, the only buyer as Senegal with a single aircraft. The Twin Otter has seen wide use with air forces and government agencies. Military operators include Argentina, Canada, Chile, Ecuador, Ethiopia, France, Haiti, Jamaica, Nepal, Norway, Panama, Paraguay, Peru, the USA and Venezuela. When the last Twin Otter was delivered in December 1988 production had reached 844. Field Aviation Co of Mississauga, Ontario, developed an update package for the aircraft which has prompted a first contract by Wideroe Flyveselskap to modernise that airline’s fleet of nine aircraft. Principal differences are the four-bladed propellers on the two Pratt & Whitney Canada PT6A-27 turboprops and a brand new interior.
Viking announced the re-launch of the type and in 2010 ten Twin Otter 400s were in various stages of assembly at Calgary with production ramping up to build one-and-a-half aircraft every four weeks.
Viking Air completed a ten-minute maiden flight of the first new-build DHC-6 Series 400 Twin Otter on February 16, 2010. The aircraft (c/n 845) flew from the company’s assembly facility at Calgary in Alberta. It has been assigned the registration C-FMJO and is configured with a commuter cabin and was to be delivered to launch customer Zimex Aviation of Switzerland for use on oil and gas industry contracts throughout North Africa.
By 2016 the Twin Otter series 400 was in series production by Viking Air and a number were in service, including two operated by Loganair, Glasgow, Scotland.
Variants:
Twin Otter 300S: designation of six aircraft fitted with 11 seats, an improved high-capacity anti-skid braking system and wing spoilers, built for the 1973 experimental Air Transit service linking downtown STOL airports in Montreal and Ottawa.
Twin Otter Series 400: proposed development to meet US FAR 36 noise regulations. Not built.
UV-18A: two standard Series 300s delivered October 1976 onwards to the US Army Alaska National Guard, followed by four more in 1979 and 1982. Operating on wheels, floats or skis they are used for command, personnel or logistic flights within Alaska.
UV-18B: two standard Series 300s delivered to the US Air Force Academy in 1977 and used for sporting parachuting activities.
De Havilland Canada DHC 6 Twin Otter Engine: 2 x Pratt&Whitney Canada PT6A 20, 643 shp Wingspan: 65 ft (19.81 m) Length: 49.5 ft (15.1 m) Height: 18.6 ft (5.67 m) Wing area: 420 sq.ft (39.02 sq.m) Max take off weight: 11,000 lb (4990 kg) Weight empty: 5850 lb (2653 kg) Max. fuel: 2488 1b (1128 kg) Max. payload: 4250 lb (1928 kg) Max. speed: 239 kt / 442 km/h Max. cruise at 10,000 ft (3050 m): 158 kt (293 kph) Service ceiling: 25,500 ft (8354 m) Single-engine ceiling: 8500 ft (2590 m) Initial climb: 1550 ft/min (7.87 m/sec) Single-engine climb: 315 ft/min (1.59 m/sec) Cruising altitude: 10007 ft / 3050 m Wing loading: 25.01 lb/sq.ft / 122.0 kg/sq.m Range full fuel / 2420 lb (1105 kg) payload: 710 nm (1320 km) Range with max. payload: 100 nm (185 km) STO to 50 ft (15 m): 1090 ft (332 m) Short landing from 50 ft (15 m): 980 ft (298 m) CAR 3 distance take-off: 1700 ft (518 m) CAR 3 distance landing, 2 160 ft (658 m) Crew: 2+20
DHC-6 Twin Otter Engine: 2 x PT6A-27, 620 hp. Seats: 22. Wing loading: 29.8 lb/sq.ft. Pwr loading: 10.08 lb/hp. Gross wt: 12,500 lb. Empty wt: 7387 lb. Equipped useful load: 4944 lb. Payload max fuel: 1754 lb. Range max fuel/cruise: 763nm/4.1hr. Range max fuel / range: 895nm/6.1hr. Ceiling: 26,700 ft. Max cruise: 182 kt. Max range cruise: 148 kt. Vmc: 68 kt. Stall: 58-74 kt. 1.3 Vso: 75 kt. ROC: 1600 fpm. SE ROC: 340 fpm @ 80 kt. SE ceiling: 11,600 ft. Min field length: 1500 ft. Fuel cap: 2583/3190 lb.
DHC-6 Twin Otter Engines: 2 x Pratt & Whitney (UACL) PT6A 27 turboprop, 652 shp. Prop: 8 ft 6 in (2.59 m) dia 3 blade. Wing span: 65 ft 0 in (19.81m). Length: 51 ft 9 in (15.77 m). Wing area: 420 sq ft (39.02 sq.m). Gross weight: 12,500 lb (5,670 kg). Max cruising speed: 210 mph (338 kph) at 10,000 ft (3,050 m). Range: 745 miles (1,198 km) with 3250 lb (1474 kg) payload. Crew: 1 or 2 Accommodation: 20 passengers or equivalent freight load.
DHC 6-300 Engines: 2 x P&W PT6A-27, 620 shp / 486kW. Props: Hartzell 3-blade, 102-in. Seats: 20. Wingspan: 19.81 m / 65 ft 0 in Length: 15.77 m / 52 ft 9 in Height: 5.94 m / 20 ft 6 in Wing area: 39.02 sq.m / 420.01 sq ft Wing aspect ratio: 10.1. Maximum ramp weight: 12,508 lbs. Maximum takeoff weight: 5670 kg / 12,500 lbs. Standard empty weight: 6873 lbs. Maximum useful load: 5635 lbs. Zero-fuel weight: 12,300 lbs. Maximum landing weight: 12,300 lbs. Wing loading: 29.8 lbs/sq.ft. Power loading: 10.1 lbs/hp. Maximum usable fuel: 3190 lbs. Best rate of climb: 1600. Service ceiling: 8140 m / 26,700 ft. Maximum single-engine rate of climb: 340 fpm @ 79 kts. Single-engine climb gradient: 258 ft/nm. Single-engine ceiling: 11,600 ft. Maximum speed: 182 kts. Normal cruise @ 10,000ft: 182 kts. Fuel flow @ normal cruise: 664 pph. Endurance at normal cruise: 4.3 hrs: Stalling speed clean: 74 kts. Stalling speed gear/flaps down: 58 kts. Turbulent-air penetration speed: 136 kts.
Developed from the DHC-4 Caribou, being an enlarged fuselage version of that aircraft, the de Havilland Canada DHC-5 Buffalo was known originally as the Caribou II.
Four were ordered for evaluation by the US Army, their development cost shared by the US Army, together with the Canadian government and de Havilland Canada; the first of these transports made its maiden flight on 9 April 1964. To meet the requirements of the US Army for a transport, the DHC-5 can carry loads such as the Pershing missile, a 105-mm howitzer or 3/4-ton truck. The Buffalo can accommodate 41 troops, 35 paratroops, 24 stretchers, or up to 18,000 lb (8,164 kg) of freight (Including vehicles). No further orders resulted from US Army evaluation of the DHC-5 (designated originally YAC-2 by the US Army, and later C-8A), but the Canadian Armed Forces acquired 15 of the DHC-5A which it designated CC-115: six were converted subsequently for deployment in a maritime patrol role. Following delivery of 24 to the Brazilian air force and 16 to the Peruvian air force, the production line was closed down.
US Army DHC-5 Buffalo
In 1974 production of an improved DHC-5D Buffalo was initiated. This had more powerful engines which permitted operation at higher gross weights, and offered improved all-round performance. Production of the Buffalo ended in 1982, but the last of 122 aircraft built was not delivered until April 1985. DHC-5Ds were bought by the armed forces of Abu Dhabi (5), Cameroun (3), Chile (1), Ecuador (3), Egypt (10), Kenya (8), Mauritania (1), Mexico (3), Sudan (4), Tanzania (6), Togo (2), Zaire (3) and Zambia (7). With interest being shown by civil operators, DH Canada developed the DHC-5E Transporter, certificated in Canada in 1981. Generally similar to the military Buffalo, it could seat 44 passengers in a standard layout but with quick-change passenger/cargo and VIP/executive interior. Two were acquired by Ethiopian Airlines.
March 1979
The de Havilland Canada XC 8A research aircraft, modified by the addition of an air cushion landing system (ACLS) designed by Bell Aerospace, made its first flight on 31 March 1975. An air cushion beneath the aircraft was created by an inflated rubberized nylon trunk pierced with hundreds of vent holes, making it possible to take off from or land on virtually any surface, including water.
Variants: DHC-5B: designation of proposed version with General Electric CT64-P4C engines, not built. DHC-5C: designation of proposed version with Rolls-Royce Dart RDa.12 engines, not built. NASA/DITC XC-8A: designation of C-8A following conversion for use as an augmentor wing research aircraft; extensively modified, it has clipped wings, fixed landing gear, two Rolls-Royce Spey engines with vectored nozzles complementing the augmentor wings. XC-8A ACLS: redesignation of C-8A following conversion for use as an Air-Cushion Landing System research aircraft; instead of conventional landing gear it has an inflatable but perforated rubber air cushion which permits operation from and to almost any type of surface, including ice, rough airfields, soft soils, snow, swamps and water. NASA/Boeing QSRA: redesignation of C-8A following conversion for use as a Quiet Short-haul Research Aircraft; this aircraft has a new wing incorporating upper-surface blowing and boundary-layer control; engines are four Avco Lycoming F102 turbofans.
DHC-5D Engines: 2 x General Electric CT64-820-4 turboprop, 3,133 shp / 2336kW Max take-off weight: 22317 kg / 49201 lb Empty weight: 11412 kg / 25159 lb Wingspan: 29.26 m / 96 ft 0 in Length: 24.08 m / 79 ft 0 in Height: 8.76 m / 29 ft 9 in Wing area: 87.79 sq.m / 944.96 sq ft Wing loading: 52.07 lb/sq.ft / 254.00 kg/sq.m Cruise speed: 420 km/h / 261 mph Ceiling: 7620 m / 25000 ft Range w/max.fuel: 3280 km / 2038 miles Range w/max.payload: 416 km / 258 miles Payload: 41 Pax. / 8160kg Crew: 2-3 Passengers: 44
Gemini Engine: 2 x General Electric CT64 turboprop, 3,133shp. Installed pwr: 4680 kW. Span: 29.3 m. Length: 24.1 m. Wing area: 87.8 sq.m. Empty wt: 11,410 kg. MTOW: 22,320 kg. Payload: 8165 kg. Cruise speed: 420 kph. Initial ROC: 555 m / min. Ceiling: 7600 m. T/O run: 700 m. Ldg run: 260 m. Fuel internal: 7980 lt. Range/payload: 1112 km with 8165 kg. Capacity: 41 pax.
DHC-5 Buffalo CC-115 Engines: 2 x General Electric, 3055 shp. Wing span: 96 ft 0 in (29.266 m). Length: 79 ft 0 in (24.08 m). Height: 28 ft 8 in (8.73 m). Max TO wt: 49,200 lb (22316 kg). Max level speed: 261 mph ( 420 kph).
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
