Andre Turcat
 

ChristiaanJ,
not really. I believe he was a guest at the first IFALPA Conference I attended which was organised at very short notice by SNPL aboard a ship (the Mermoz") but I was way junior too on the BALPA team to get to talk to someone like that. Brian Trubshaw's mother lived half a mile from me when I was a kid in South Wales though!

links for the Museum
email link is on the link below.
British Airways - Heritage collection
- web address through BA page.
One of their staff of volunteers was present at the first ever departure from LHR.

Thanks!
Link didn't work, but for anybody interested,this one should.
BA museum collection

CJ

Edit, no, it doesn't work either, if you use an ad-blocker.
Copy and paste the URL:
"http://www.britishairways.com/travel/museum-collection/public/en_gb"

Can you advise where the Trident cockpit is located, I seem to remember it was supposed to be located near a public house near the south side of Farnborough airport..?

Thanks

typically it was the OCCUPANTS of a Trident cockpit who were to be found near pubs in the vicinity of airports.......

Zulu Kilo is at the Manchester airport park and the cockpit is in excellent shape...Here is a shot taken a couple of years ago of me in my old seat!...
http://www.petermcleland.com/ZK/znow.jpg

Trident 3
 

For all you Trident fans, while clearing out my office I rediscovered an interesting article in an old Flight magazine. In the April 8 1971 issue there is quite a long article about bringing the Trident 3B into service and also one about how they are built. I have checked and the edition is available on Flight's archive.

ITman,
I think the one you're thinking of is
G-AVFH HS121 Trident 2E - Forward Fuselage
at the de Havilland Aircraft Heritage Centre.

Don't know if this will work here but I'll try it:-

http://www.petermcleland.com/misc/TridentCockpit.gif

It is a comparison of the real thing and David Maltby's Flight Sim model.

Peter,
That's great.
You really have to look closely for the differences (apart from the missing PVDs in the original pics, of course).

CJ

I'm missing something here - who is David Maltby and what/where is the model? Both pics look pretty real to me!

Christiaan,

The original PVDs are there if you look closely...The black rubber surrounds on the real thing used to sag quite a lot and the slot through which to view the "Barber's Pole" closed up a bit. However, when you sat in the seat the scrolling of the pole to left or right was clearly visible.

Slast the model is the one built for Microsoft's Flight Simulator by David Maltby. It is an extremely accurate simulation which will even do an autoland with full "Kick off Drift" in Fog. The other picture is the real thing. Both are the Trident 3 with boost engine.

Here is a YouTube video I made of a turnround using this model:-

YouTube - TridentTurnround.mp4

It has sound.

Thank you chaps for the fascinating insights. Very interesting and enjoyable.
H49

Thanks, Peter!
I had the impression they'd been removed.

Comment from an ancient (very)... I always thought the PVD was an interesting idea at the time, much like the 'tunnel' displays, and the HUD, and MicroVision, none of which really were adopted in the end.

(The 737NG does seem to have a HUD as standard, but I don't know how much it's used.
We had a very simply HUD for runway guidance on some of the early Airbuses, but that too 'didn't make it').

CJ

So I have to ask, how does the virtual Gripper compare (other than the fact that you have to be your own First and Second Officer ;))?

Well, I've never been fortunate enough to even see a Trident in the flesh, but I have used Flight Simulator for many years and I have to say that David Maltby's Trident is the best aircraft I have ever used in Flight Sim, including payware aircraft costing in excess of £40.00. The level of detail and functionality is simply breathtaking, and as Mr McCleland mentioned (I believe he assisted in its development, hope I'm not wrong about that) the autoland with kick off drift is amazing, even with 20 kt crosswinds and dense fog.

As an aside, his BAC 1-11 and VC10 aircraft are equally as amazing. The man deserves the PC equivalent of an Oscar!!!

:ok:

Tom

T3 and Boost Engine
 

Mention of the introduction of the T3 sparks memories. The fact that the engine was ‘plastic’ gave rise to great incredulity. The first few months in service however, saw a concrete block because it had not yet proved itself. When in service, it required (IIRC) a min of 900 kgs of fuel in the centre tank. The engine was shut down on reaching 3,000ft, by pressing the fail light, often by P2’s left foot! P3 was always kept busy when taxying out at LHR because any intersection T/O would require a YES/NO or a revision of figures. When in the R/H seat, I had a flight to ZRH with a particularly fuel conscious management pilot (TW). On arrival, he asked for our estimated T/O weight and this required the boost engine, so the extra 900 kgs were duly loaded. When the papers came, we were 5 or 600 kgs over the ‘No Boost Wt’. This, of course, was caused by the extra 900 kgs. Much cursing and grumbling ensued, all the way back home and his calculator was read hot working out just how much that had cost the company (and, of course, it was all our fault).
Prober

Historical note...

PVD's were used (to the best of my knowledge) on only one civil American type, a Gulfstream One aircraft, owned and flown at the time by the radio and television personality...Arthur Godfrey.
With this aircraft, CATIIIA hand flown approaches were FAA approved, circa 1960.
The PVD's were certified and provided by the Collins Radio Corporation.

Having used the PVD in TriStar equipment (ex-BA aircraft)...they worked to perfection.

Full marks for the designers of the HS.121 Trident aircraft...they provided CATIII autoland when others couldn't/would't/didn't.
A superb achievement.

Some of the 744s I used to fly had PVDs. Airbus has a PVI (for indicator) as an option.