|
Post by walterleo on Jan 8, 2022 10:47:34 GMT
Hi friends: The Tridents "fly" superb! Here an Auto Land of the Trident 2E in Fog: Kind regards Walter P.S.: Could not abstain from bringing in a working weather radar
|
|
|
Post by Herman on Jan 8, 2022 13:06:50 GMT
Very nice Walter. It was great technology and a boost for the airlines that used it. Herman
|
|
|
Post by aerofoto - HJG Admin on Jan 8, 2022 19:27:38 GMT
Problem for the TRIDENT was .... not many operated it Just AIR CEYLON, AIR CHARTER SERVICE, AIR MALTA, BEA, BKS, BRITISH AIRWAYS, CAAC, CHANNEL AIRWAYS, CHINA UNITED AIRLINES, CYPRUS AIRWAYS, IRAQI AIRWAYS, KUWAIT AIRWAYS, NORTHEAST AIRLINES, PAKISTAN INTERNATIONAL AIRLINES, PAKISTAN AIR FORCE, and the PEOPLES LIBERATION ARMY AIR FORCE .... for what amounted to the production of 117 airframes spread over TRIDENT 1C, -1E, 2E, -3B, and SUPER 3B versions. It entered commercial service during 1964 .... remained in BA service until around 1985 .... with the last known aircraft (in China) remaining operational until around 1995. Its lack of appeal/success wasn't because it was bad aircraft .... because it wasn't by any means. It's just that was "so tailored to BEA requirements" (they neither wanted nor needed B727 power or payload/range capabilities) that the aircraft didn't appeal to those outside British regions of political/trade influence. Due to the lower power rating of its RR SPEY engines TRIDENT lacked the TO and climb performance of the B727 (pilots regarded the -1C as being under-powered and "a ground-gripper") .... BUT .... it was "a lot quicker" than the B727 in the cruise. TRIDENT made up for some of what it may have lacked though .... In regard to the TRIDENT 1 through 2 SERIES (only) "reverse idle" was available/selectable just prior to actually landing (not available within the DMFS simulation though .... so far as I'm aware) and which tended to make roll-out after landing quite short "after standard reverse was then applied" upon landing and which also largely eliminated any tendency for the aircraft to hydroplane on wet RWY surfaces. It was also outfitted with a superb and "far more advanced" (for its time) avionics kit than that of the B727 .... or anything else flying at the time of its introduction to service .... particularly in relation to the integrity of its AT and AP systems (well represented within the DMFS simulation) .... and especially in regard to the AP's A/A, A/F, and A/L feature that was CAT IIIC certified. TRIDENT might have been more successful and had a better future (maybe as good as that of the BAC ONE-ELEVEN at least) "if only" more powerful and otherwise capable versions of it had been offered from the very start .... rather than the aircraft's capabilities being designed around the specific needs of one particular operator .... thus limiting its appeal and future. Still .... a "GOOD" aircraft (in it's own right) .... and "A BLOODY GOOD" simulation too A lesser know fact concerning the TRIDENT is its aerofoil design (developed by a team headed by aerodynamics engineer Richard CLARKSON) was later used as the basis for the A300-B's wing. Mark C AKL/NZ
|
|
|
Post by walterleo on Jan 9, 2022 10:04:26 GMT
Hi friends: Behind the technical advance and commercial tragedy of the TRIDENTS lies a trend in British political thinking, put short in a joke: "Britain is not a world power any more but the problem is: British politicians don't realize it up to now."
So it had to be tailored around the ideas of BEA, BEA thought in terms of political transport-"necessities" of GB. The engines had to be what RR had at hand.... Kind regards Walter P.S.: MAO was very happy with his personal TRIDENT, it still is stored. www.airhistory.net/photo/399727/B-2206
|
|
|
Post by aerofoto - HJG Admin on Jan 10, 2022 6:09:22 GMT
Probably "COMPLETELY COINCIDENTALLY" to Walter's posting/this/his thread .... because I'm sure he wasn't aware of the following fact .... Today actually marks the 60th anniversary of the first flight of the TRIDENT .... "JANUARY 9TH 1962" Per the following link one can read about what resulted in a good aircraft with a number of nice/very advanced (for its time) features .... and also read about what disadvantaged it too .... HS121 TRIDENT HISTORYen.wikipedia.org/wiki/Hawker_Siddeley_TridentHS121 TRIDENT HISTORY (videos)www.youtube.com/watch?v=a1TDqZIt1fcwww.youtube.com/watch?v=qgpj6TBJZd8www.youtube.com/watch?v=UGqkH3HsCU4HS121 TRIDENT AUTO-APPROACH/FLARE/LAND DEMONSTRATION (real world video)www.youtube.com/watch?v=flVcxfOnWi0And in regard to the sadder side of TRIDENT history .... a couple of TRIDENT tragedies during the 1970's .... British European Airways Flight 548 (BEA Flight 548) June 18th 1972www.youtube.com/watch?v=vvYC-BdPfLQAIR CRASH INVESTIGATIONS more recent "dramatization" (or over/under statement) in regard to the same event ....www.facebook.com/Documentaries-103110701790182/videos/air-crash-investigation-british-airways-flight-548/1153219441794396/An couple of important notes concerning recorded events (possibly contributing factors) leading up to this particular accident. At the time BEA flight crews were engaged in a work to rule dispute/industrial action against their airline in regard to salaries. This was supported primarily by their more junior flight crews, but, was largely opposed by those among the airlines seniority .... among whom captain KEY, the PIC of BEELINE 548 that day, was a long-standing representative and TRIDENT Check Captain at the airline. An energetic and extremely violent outburst occurred between this captain and a more junior flying officer shortly before departure of the accident flight .... and which, in the words of one eye witness, was described as being "the most violent reaction he'd ever witnessed". This much is related within the above videos. According to Arthur PIERCY though .... another BEA pilot in the crew room that day and whom apparently witnessed captain KEY's angry outburst first-hand .... what's not related in either of the above videos, or most other stories in relation to what occurred in the crew lounge that day either, is Captain KEY, after his outburst, and to his credit also, apparently apologized afterward to the other flying officer concerned and before his other crew comrades in the lounge that day too. Another detail not related also .... again according the Arthur PIERCY (his son was Stephen PIERCY, a professional aviation photographer for FLIGHT MAGAZINE, and the author of 2 SKY TRUCK books, prior to being killed in an air accident at a UK air show during 1984) .... is the reason behind captain KEY's outburst "WAS NOT" a matter of straight-out and opinionated philosophical disagreement between he/a senior and junior ranking air crew at BEA, but, rather, it was caused by the manner in which "a particularly sensitive query concerning progress of negotiations between the pilots and airline was carelessly framed to him" .... and to which KEY vehemently objected on the grounds it contravened "confidentiality" of the private voting then forming part of crew/airline negotiations during the industrial action. Unfortunately, and as is the often case in regard to reports and dramatic representations of such events, the facts can be, and often are, distorted .... usually for entertainment or other "dramatic appeal". The following is an interesting 3-part presentation/docu-drama relating to the BRITISH AIRWAYS TRIDENT 3B/INEX ADRIA DC-9-32 collision near Zagreb on September 10th 1976 .... essentially the result of procedural errors/confusion within Zagreb ATC .... British Airways/Inex Adria TRIDENT/DC-9 Collision Over Zagreb 1976www.youtube.com/watch?v=qFRuuzZ4-1Ywww.youtube.com/watch?v=vG5iqN-cZKkwww.youtube.com/watch?v=BSFjuEJqWZAAn interesting note in regard to INEX ADRIA DC-9-32 (YU-AJR, C/B # 47649, L/N # 741) involved in this particular accident. This aircraft was the DC-9 used by MDC (N54638) to flight test the P&W JT8D-109 turbo-fan engine during 1975/76 .... the NASA/MDC "REFAN PROJECT". After some 49 test flights, totaling some 81 hours, this particular DC-9 was then modified back to P&W JT9D configuration delivered to INEX ADRIA AVIOPROMET on February 26th 1976. Mark C AKL/NZ
|
|
|
Post by walterleo on Sept 10, 2022 9:41:30 GMT
|
|
|
Post by aerofoto - HJG Admin on Sept 10, 2022 21:55:21 GMT
Just so there can be no misinterpretation/In case some are possibly wondering (I mean) .... The edits evident within Walter's above TRIDENT panel image are "private modifications by him and for his own use".These "are not" DMFS or HJG edits. Since fixing all of the known previously existing issues associated with the DMFS panels and re-releasing these last December (we not only fixed the problems but improved their FSX portability too whilst additionally making no changes to the look and functionality of any these panels) HJG have no plans, at this time, to edit this panel line. FYI .... the applied fixes, improvements, and expansions to the HJG hosted DMFS flight line are as quoted below .... Mark C AKL/NZ
|
|