YJ-LGF Trislander ferry to Vanuatu
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DBTW, surprised you don't have a hand in this mate. Remember all those trislanders going between Bournemouth and Alderney/Guernsey/Jersey?
G-JOEY BN-2A Trislander :: G-JOEY_TRIS_EGJJ_2006_1.jpg :: Fotopic.Net
G-JOEY BN-2A Trislander :: G-JOEY_TRIS_EGJJ_2006_1.jpg :: Fotopic.Net
Join Date: Feb 2009
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Red Tri YJ-LGF
This A/C is heading to Vanuatu and then to NZ may be GBA ?
They seem to have few already, they also seem to be taking the long way round from the USA to NZ that is for sure
They seem to have few already, they also seem to be taking the long way round from the USA to NZ that is for sure
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YJ-LGF Red Tri
10 days should do it we did it in that time form Greece See YJ-OO19 on this web site
Only ours was Yellow so may be the Red one goes faster !
YJ-RV3 operated here forn a good No. of years, made so much money the Co, paid for 2 Twin otters then some on ran it out of fuel on the way back form Tanna and it landed in a nice green padock pitty about the fallen coconut tree in the long grass !
Only ours was Yellow so may be the Red one goes faster !
YJ-RV3 operated here forn a good No. of years, made so much money the Co, paid for 2 Twin otters then some on ran it out of fuel on the way back form Tanna and it landed in a nice green padock pitty about the fallen coconut tree in the long grass !
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Red Tri YJ-LGF
Has any one elce seen this A/C on its way over M/East or south Asia Australia Yet ?
Pity they sis not have a Spider tracks we could see were thay are !!
Pity they sis not have a Spider tracks we could see were thay are !!
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GBA do have another long nosed tri on the way, not sure if this is the one or not and with regards to taking the long way home, well i think thats because they couldn't find anyone game enough to island hop across the pacific.
With regards to the long nosed being more balanced, with a full short nosed trilander, forward C of G never was a problem. At all up weight it would be miles out the front of the wee c of g envelope if we had a full load of pax, so the front nose locker wouldn't really make a difference. We always had to leave a seat or 2 empty in the front 2 rows to get it within C of G with gold bars down the back.
With regards to the long nosed being more balanced, with a full short nosed trilander, forward C of G never was a problem. At all up weight it would be miles out the front of the wee c of g envelope if we had a full load of pax, so the front nose locker wouldn't really make a difference. We always had to leave a seat or 2 empty in the front 2 rows to get it within C of G with gold bars down the back.
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He was inn Malta six days ago. If he's really put big hours in each day, he's probably just arriving Athens to top up his supply of ear plugs.
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Long Nose Tris
Hi there is DQ-TRI in Fiji with a long nose and some in NZ We have YJ-OO19 here in Port Vila and hope to have it flying by December this year we fweeied it from Greece in Jan I don't think they are not as noisey as the Islander as the pilots sits so much further foward and with up to 14 hours of fuel on board they will cover a good distance We Made Kalkutu to JK in 11Hr 50 min after a very late smoge delayed start to the day
Slight thread drift. The pic below shows two of these terrible triplets behind a hangar at Bonriki airport, Tarawa atoll. Logged a few hours on these Trislanders and must say it was an experience. These two frames haunted the skys intially in Fiji before being sent to the then Gilbert Islands, now known as Kiribati.
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Starter motor change island style. Perhaps this was the same in PNG?
Wonderful memories flying these aircraft. Still have my hearing too. Good luck with the Vanuatu operations.
[IMG]
[/IMG]Starter motor change island style. Perhaps this was the same in PNG?
Wonderful memories flying these aircraft. Still have my hearing too. Good luck with the Vanuatu operations.
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YJ-LGF
Re.YJ-LGF. It came form the USA and it is heading to Vanuatu for a while.
And Thanks for the Starter change pix on T3-ATD
I saw these two in Kiribati on our way through to Vanuiatu form RMI with BN-2A-26 YJ-OO9 in Jan 2003 . I was told they ran out of Wing spar Life other than that the engineer I met who worked on them, thinks they were the most reliable thing they ever had out in the Pacific ( if you coukld not afford a Twin otter that Is ) they would cary a full tonne of load with full tanks and still have room for two big Island boys up font !
And Thanks for the Starter change pix on T3-ATD
I saw these two in Kiribati on our way through to Vanuiatu form RMI with BN-2A-26 YJ-OO9 in Jan 2003 . I was told they ran out of Wing spar Life other than that the engineer I met who worked on them, thinks they were the most reliable thing they ever had out in the Pacific ( if you coukld not afford a Twin otter that Is ) they would cary a full tonne of load with full tanks and still have room for two big Island boys up font !
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Back in the mid 1970s,Eagle Airways in Sydney used to fly their Tri-thumper all the way to Perth with a load of day old chickens. Knowing the BN3's speed I guess on arrival the poultry would have been very old boilers (deaf as well)
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Great photos Rabbit.
Is the Trislander's wing (other than the tip tanks) longer than the Islanders? Hard to judge from the photos.
They are soooooooooo ugly! But would still happily have a fly of one, just to say I've done it!
Is the Trislander's wing (other than the tip tanks) longer than the Islanders? Hard to judge from the photos.
They are soooooooooo ugly! But would still happily have a fly of one, just to say I've done it!
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Remember to check the centre engine hasn't stopped while you taxied out.. or the trees at the end will not be far under the wing on climbout with a full load.. didn't happen to me - not endorsed - but know of one instance..
Best technique would be to lead a little with the centre engine first - like leading with the rear one first on a 337.
Best technique would be to lead a little with the centre engine first - like leading with the rear one first on a 337.
Can't recall the wing span but all had tip tanks installed. With the center engine inop it flew okay but in the tropics keeping above 3000' wasn't really possible. No terrain to worry about though in that part of the world.
Trick was not to land downwind. No windsocks out there (those things usually ended up on someones canoe) and even a 3kt component could burn out the brakes on landing.
CoG was an issue. I recall filling out the flight log one day (still strapped in) when the aircraft tipped on its a%se because the baggage handlers emptied the nose locker first and hadn't installed the tail stand. Ballast was also used on a regular basis.
Trick was not to land downwind. No windsocks out there (those things usually ended up on someones canoe) and even a 3kt component could burn out the brakes on landing.
CoG was an issue. I recall filling out the flight log one day (still strapped in) when the aircraft tipped on its a%se because the baggage handlers emptied the nose locker first and hadn't installed the tail stand. Ballast was also used on a regular basis.
Last edited by Rabbit 1; 23rd Nov 2009 at 03:46.
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When taxying at destination an anouncement had to be made to pax to PLEASE remain in their seats until the pilot had installed the tailstand. Of course the front RH pax had to be disembarked first because the pilot's door was on the starboard side....dumb really because the Islander's front door was on the pilot's side,far more practical.
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The wingspan was 53 feet as opposed to the islander at 49 feet. They were very difficult to manouver in tight parking bays. Some had fully castoring nose wheels which caught many pilots by surprise, as the aircraft being SO long, easily developed a mind of its own.
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Tri Isl at Camden
Bill Spence had three of these in his hangar at Camden around '92. they were unflown and incomplete. he picked these up in Florida and had some of the tooling with them. anyone know if they ever got in the air?
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60000 rivets flying in loose formation!!!!!
In the 80's there was one conducting geophysical survey work with a magnetometer loop running from nose, to wing tip to tail, like the PBY and CASA had.
A very brave pilot in that at 100' agl for hours at a time!
In the 80's there was one conducting geophysical survey work with a magnetometer loop running from nose, to wing tip to tail, like the PBY and CASA had.
A very brave pilot in that at 100' agl for hours at a time!
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TRIs
My BN Guroo Tim thells me that the TRI wing is dimentanaly the same as the Islander's with the Extednd ( Older type ) tip Tanks
And Yes the castering nose wheel can catch one out. It did me, I cliped the tail cone on my own Fuel tanker that was parked out at the end of the wing trying to get it out of a tight spot they can turn on Sixpenc.
With regards to Bill Spence Was he the blocke who was trying to put a 1,100 HP Honywell turbine in the tail and do away with the other two engines ! Now that would be a Caravan beatter and you would not have to shut down on thurn arounds so save those preseios turbine cycles
And Yes the castering nose wheel can catch one out. It did me, I cliped the tail cone on my own Fuel tanker that was parked out at the end of the wing trying to get it out of a tight spot they can turn on Sixpenc.
With regards to Bill Spence Was he the blocke who was trying to put a 1,100 HP Honywell turbine in the tail and do away with the other two engines ! Now that would be a Caravan beatter and you would not have to shut down on thurn arounds so save those preseios turbine cycles
Last edited by Tony Deamer; 23rd Nov 2009 at 07:26.
Castoring was indeed a learning curve but once you got the hang of it then all was well. I was in a tight spot one day and couldn't taxy out because the nose-wheel had been left at 90 degrees the night before. From memory, the POH stated this wasn't recommended.
A friendly local LAME came over, placed his cupped hand underneath the nose cone and with no apparent effort tilted the entire aircraft rearwards and kicked the nosewheel straight. This was to be my first lesson (had many more later) about just how delicate the CoG was on the BN3.
I may be historically wrong, but I recall a New Zealand gentleman went to the effort to produce a booklet with a simple diagramatic display that showed how the BN3 should be loaded, given various pax and cargo numbers. It was a godsend to those of us flying the Tri back then.
A friendly local LAME came over, placed his cupped hand underneath the nose cone and with no apparent effort tilted the entire aircraft rearwards and kicked the nosewheel straight. This was to be my first lesson (had many more later) about just how delicate the CoG was on the BN3.
I may be historically wrong, but I recall a New Zealand gentleman went to the effort to produce a booklet with a simple diagramatic display that showed how the BN3 should be loaded, given various pax and cargo numbers. It was a godsend to those of us flying the Tri back then.
Last edited by Rabbit 1; 23rd Nov 2009 at 07:13.
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Bill Spence had three of these in his hangar at Camden around '92. they were unflown and incomplete.
Rumour also suggested the intent was to install two Canadian aluminium block V8s, but it never happened. No idea where they ended up.