The Hawker Siddeley Trident Story

This video explaines the story of the Hawker Siddeley Trident,I hope that you will enjoy it,Thanks for following and Subscribing!#planespotting #aviation #classicaircraft #history #britishairways

[@lrg3834]

The British missed their chance to re-enter the commercial aviation market with vengeance, namely a re-engined, stretched VC-10 with 2 Rolls-Royce RB-211 turbofan jet engines instead of 4 Conways. They had this capability in the late 60’s, well ahead of the debut of the Boeing 757 in the 80’s. The VC-10 was the test bed for the RB-211, which was equivalent to 2 Conways thrust-wise, but way more fuel efficient. You’d think they would connect the dots and see the potential. Such a shame.

[@vladilenkalatschev4915]

The British aviation industry was very pioneering. From one side it was very good but from another side it was fatal because Americans and Soviets learned a lot from the mistakes which were made by Britains. The second significant mistake was that British aviation industry worked in connection with the airlines from the UK and oriented their products for them instead of working globally

[@Sacto1654]

I think the design of the Trident was *TOO* narrowly focused on the needs of British European Airways. Like I said in another post, had plane been the original larger version powered by the planned Rolls-Royce Medway engine, it certainly would have sold in much larger numbers because the larger Trident would have been very attractive to many European airlines (European airlines felt the Trident was too small a plane and ended up ordering the 727 instead).

[@taxus750]

I remember these aircraft very well - my first time on an aircraft was on a BEA Trident (Prestwick to Heathrow) in 1967 (I was 7). BTW, I just want to point out a typo - it's 'Siddeley', not Siddely. 👍

[@joluqamalta2815]

👍👍👍

[@donrobinson6613]

The Trident & VC-10 production were similar in that they only followed the requirements of 1 airline, the Trident BEA & the VC-10 BOAC which later merged into British airways in 1974. Vickers were going to stretch the VC-10 further than the Super VC-10 which would have carried 200-250 passengers but because BOAC weren't interested they cancelled it.

[@jimmcintosh9045]

I worked at Inverness airport where Dan Air flew the route to Heathrow with a Bac 1-11 sometimes via Aberdeen. BA took over the route with the Trident in the early 80s i think.

[@chrisbailey600]

Again, very happy memories. I remember Tony Angus very well. Yes he was absolutely correct, you could achieve extraordinary rates of descent ... a very flexible a/c albeit a tad underpowered on take off. I remember one time departing out of Luca airport Malta using the boost engine when we hit a low level temperature inversion (possibly a localised/micro climate effect) not long after take off.... the a/c started slowly sinking; until eventually... we started a very slow climb again. Very sweaty smelly uniforms.....

[@PolynomialDivision]

Very happy memories here of looking up at them literally thousands of times around the heathrow area. Like many i only wish there was more about Trident online, though what's there is very satisfying. Its been marvellous to hear from actual trident pilots what a dynamical aeroplane it was. I can still hear that distinctive crackle as the plane disappeared into the distance.

[@goodfes]

remember seeing the Trident 3 arrive finally into Duxford as a young lad in the 80's.

[@lgerigk]

It was so much easier for Boeing to develop the successful 727. They had the fuselage and the customer base from the successful 707 and 720, they knew what the customers needed and didn’t have to rely on one unreliable customer (BEA). The 727 was very straightforward, no messing around with engine options, one major upgrade (-200 Advanced). And the GBP didn’t help either.

[@Sacto1654]

The larger size of the 727, even with the -100 model, made it very attractive to European airlines, who purchased the 727-200 in large numbers in the 1960's before finally getting a true replacement with the A320 in the late 1980's.

[@danieleregoli812]

Beautiful video, thanks Jo❤

[@joluqamalta2815]

Thank you! 🤗

[@SimonWebbRCandModellingChannel]

When I think of a British "T" tail, I always think of the VC10!

[@user-lm4mn3yr2h]

Pity that Boeing didn't follow the 'triplex' safety design philosophy for their 737 Max.

[@EURAMBLER]

Good sharing 👌 👍👌💪👏🤙

[@joluqamalta2815]

Thanks for visiting!

[@cjdelmege2939]

The dear ol' Trident handled like a fighter- way better than the 737. Trouble is it had the range of a fighter too but without the power. London- Rome was about the limit for the Trident 1. Getting out of Milan was also problematic until the original engines were upgraded to 505-5Fs. Lot left out of this video- the Trident wing cracks for instance ( the wings for the T2 &3 not being properly stress tested). After the Trident flying the similar size 737-200 was like a breath of fresh air and far more flexible and economic. Actually faster too on the shorter European routes. Just for comparison, the T3 had the same number of seats as the A 320. Coming out of Istanbul the full fuel capacity of 20,160 kgs was required . The CM 56 powered A 320 needed about 12,600-13,000.

[@ConcordeRN]

Great video like always!

[@joluqamalta2815]

Thanks again!

[@Somali1971]

The tears welled up in my eyes at the disappointment of how British aviation failed to deliver on their potential despite being ahead of airplane manufacturers from other countries.

[@Sacto1654]

The Trident *COULD* have been a world-beater had they build the originally-planned model with the Rolls-Royce Medway engine. Instead, they ended up with too-small of an airliner, one that wasn't much better than the Sud-Aviation Caravelle and certainly inferior to the Boeing 727.

[@Vanadeo]

We built a great airplane, then slung three pedal and pop motors on it.

[@alunrolph7866]

Please get the aspect ratio correct with your uploads. This 16:9 aspect was playing in 4:3 ratio.

[@ronparrish6666]

If only they had made it the original size that it was supposed to be and with the original larger engines then they might have got a lot more 727 operators to buy it but it seems that catering to one Airline always goes bad

[@CP-sy9cd]

De Havilands (Hawker Siddeley Hatfield) should have ignored BEA and gone for the Global market even if it meant going for private funding. Mind you, they would not have “scooped the world” because Hatfield never had the production capability nor could it have financed it. The Board was too male, stale and pale - mired in tradition and playing cricket (same for the Commercial Dept). I spent seven years as an employee there in the late sixties, early seventies and the stale nature of the company was evident. Shame because the Trident technology was certainly world beating (especially CATIII Autoland). One thing though, as mentioned by the commercial director, a major disadvantage commercially was the USD/GBP exchange rate which made the product more expensive than the B727. Another tragic story of British technological dominance at the time that was scuppered by lack of gov assistance and interference.

[@nicks4934]

The trident was a mean aircraft. I didn’t like its attitude 😂

[@waynemartin4881]

21.52 Papa Victor, wasn’t that the Trident that crashed in Staines ?

[@David-lb4te]

Papa India.

[@waynemartin4881]

@@David-lb4te of course, thanks for the correction. 52! years ago this month. RIP

[@PolynomialDivision]

@@waynemartin4881 It sometimes is visible in videos though and was regd G - ARPI. I have seen it in at least two, though could not recall which videos. Strangely spooky in its own way even for a rationalist person!