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weight and performance calculations for the Hawker Siddeley H.S.121 Trident 1E
Channel Airways Trident 1E G-AVYB c/n 2136 at Salzburg .
Hawker Siddeley H.S.121 Trident 1E
role : medium-range jet airliner
importance : **
first flight : 2 November 1964 operational : November 1965 (Kuwait Airways)
country : United-Kingdom
production : 15 aircraft
general information :
Version with more powerful Spey Mk.511-5 turbofans. A wing with increased span and full
- length leading edge slats in place of the drooping leading-edge of the Trident 1C.
Increased fuel tankage and higher MTOW. Revised cabin interior giving maximum space
for 109 passengers. Some aircraft had 2 additional overwing escape hatches, referred to as
Trident 1E-140, raising exit limit to 140 passengers. Certificate of Airworthiness received
in November 1965.
Trident 1Es weren't selling good. Hawker Siddley built 15 but but 5 remained unsold.
In the end these “White Tails” were sold to Channel Airways (2) and BKS Air
Transport (later Northeast Airlines) in 1969.
First Trident 1E, G-ASWU, making its maiden flight on 2 November 1964 in the colours of launch customer Kuwait Airways
primary users : Air Ceylon(1), British Air Services (BKS) 2, Channel Airways (2), Iraqi
Airways (3), Kuwait Airways (3), PIA (4),
secondary users : Northeast Airlines (ex-BKS), British Airways (ex-Northeast), CAAC (ex-
PIA), Cyprus Airways (ex-Kuwait)
Accommodation :
flight crew : 3 cabin crew : 3
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 82 in two class : 18 first class and 64 coach class seats ( 34 -in pitch)
high density seating for max 140 passengers (equal to exit limit)
engine : 3 Rolls Royce RB.163-25 Spey Mk.511-5W turbofan engines of 50.71 [KN] (11400
[lbf])
Iraqi Airways Tirdent 1E YI-AEA c/n 2125
dimensions :
wingspan : 28.96 [m], length overall: 34.97 [m], length of fuselage : 31.52 [m]
height : 8.23 [m] wing area gross : 134.33 [m^2] fuselage exterior width : 3.7 [m]
weights :
operating empty weight : 31615 [kg] max. structural payload : 11475 [kg]
Zero Fuel weight (ZFW) : 43090 [kg] max. landing weight (MLW) : 48990 [kg]
max. take-off weight : 58970 [kg] weight usable fuel : 20983 [kg] (26730 [litres])
performance :
Max. operating Mach number (Mmo) : 0.881 [Mach] (972 [km/hr]) at 8230 [m]
critical Mach speed : 0.93 [Mach]
max. cruising speed : 932 [km/hr] (Mach 0.867 ) at 10000 [m] (39 [%] power)
economic cruising speed : 870 [km/hr] (Mach 0.81 ) at 10000 [m]
service ceiling : 10700 [m]
range with max fuel and MTOW : 4600 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
engines attached to the tail, landing gear attached to the wings, fuel tanks in the wings and
wing center section
*Wings : all-metal fail-safe two-cell box at inner wing and single-cell box towards the tips
structure with double slotted trailing edge flaps with full-span LE slats ,with spoilers.
airfoil : Clarkson, average thickness/chord ratio : 10.0 [%], sweep angle 3/4 chord: 35.0 [°]
incidence at root : 4.00 [°], at tip : -1 [°], dihedral : 3.0 [°]
*Tail Unit: Cantilever all-metal structure with tailplane mounted at tip of fin
*Fuselage : Pressurized conventional all-metal semi-monocoque fail safe structure of circular
section
BKS Air Transport Trident 1E G-AVYC c/n 2137 taking off from London-Heathrow (LHR), 1970.
calculation : *1* (dimensions) :
wing chord at root : 7.50 [m]
wing chord at tip : 1.83 [m]
measured geometric tail-angle : 12.0 [° ]
taper ratio : 0.244 [ ]
mean wing chord : 4.64 [m]
wing aspect ratio : 6.24 []
Oswald factor (e): 0.676 []
seize (span*length*height) : 8335 [m^3]
calculation : *2* (fuel consumption) :
oil consumption : 4.8 [kg/hr]
fuel consumption (econ. cruise speed) : 3673.1 [kg/hr] (4679.1 [litre/hr]) at 27 [%] power
fuel burn per seat per hour (average seating) : 42.15 [litre], sfc : 88.6 [kg/KN/h]
calculation : *3* (weight) :
weight engine(s) dry : 4950.0 [kg] = 32.54 [kg/KN]
weight 39.8 litre oil tank : 3.38 [kg]
oil tank filled with 1.0 litre oil : 0.9 [kg]
oil in engine 1.9 litre oil : 1.7 [kg]
weight all fuel lines and pumps containing 191 litres fuel : 111.5 [kg]
weight engine cowling : 395.5 [kg]
weight thrust reversers : 228.2 [kg]
total weight propulsion system : 5691 [kg](9.7 [%])
***************************************************************
Accommodation cabin facilities :
typical 2-class cabin layout for 82 passengers : economy : pitch : 86.4 [cm] 34.0 [-in] ( 3+3 )
seating in 15.2 rows
first class pitch : 99.1 [cm] 39.0 [-in] at 4 -abreast
weight passenger seats (width 49.3 [cm]) : 517.6 [kg]
weight cabin crew seats : 15.0 [kg]
weight flight crew seats : 63.0 [kg]
Channel Airways 1E-140 ‘s flew with seven ! abreast seating. At max payload 11475 kg devided by 140 pax gives weight of 82 kg per pax..Standard pax weight is 77 kg leaves 5 kg luggage per pax. This is probably the only airline that flew with 7-abreast interior in a narrow-body jetliner. With the central aisle 30cm wide, pax tourist seat width : 45cm..so theoretical it is possible, packed as sardines at 28-in pitch...normal high density seating is 109 pax at 6-abreast.
at max. high density seating luggage weight is restricted to 5 kgs !
high density seating passengers : 140 [pax] at mainly 7 -abreast seating in 20.7 rows, pitch
71.1 [cm] 28.0 [-in]
pax density, normal seating : 0.858 [m2/pax], high density seating : 0.503 [m2/pax]
weight 3 toilets : 93.2 [kg]
weight 3 galleys : 183.7 [kg]
weight overhead stowage for hand luggage (total : 5.6 [m3] = 116 55x35x25cm carry-on
trolleys) : 87.1 [kg]
*note : possible not enough overhead stowage in high density configuration*
weight 2 wardrobe closets : 41.0 [kg]
weight 32 windows (41 x 28 cm) made of acrylic glass : 137.4 [kg]
weight 2 (1.57 x 0.71 [m]) main entry doors : 52.8 [kg]
weight 2 (1.22 x 0.61 [m]) crew/service doors : 35.2 [kg]
weight 2 (main door size : 0.89 x 1.22 [m]) freight doors (belly) : 55.9 [kg]*
total usable belly baggage/cargo hold volume : 19.6 [m3]
passenger compartment volume : 88 [m3]
cabin volume (usable), excluding flight deck : 125 [m3]
Air Ceylon Trident 1E 6-abreast cabin interior
passenger cabin max width : 3.44 [m] cabin length : 20.46 [m] max cabin height : 2.02 [m]
floor area : 65.8 [m2], cabin width at floor : 3.12 [m]
18.3 [%] of cabin floor area is occupied by toilets & galleys, the same at high density seating
weight cabin facilities : 1281.9 [kg]
safety facilities :
weight 4 type III over wing emergency exits (0.51 x 0.96 [m]): 50.5 [kg]
evacuation time with 140 passengers : 49 [sec]
weight 3 hand fire extinguisher : 9 [kg]
central aisle : 0.40 [m] wide
weight flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 53.3 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 69.0 [kg]
weight safety equipment & facilities : 304 [kg]
fuselage construction :
fuselage aluminium frame : 5316 [kg]
floor loading (payload/m2): 174 [kg/m2]
weight rear pressure bulkhead : 152.1 [kg]
fuselage covering ( 258.1 [m2] duraluminium 2.75 [mm]) : 1875.6 [kg]
weight paint fuselage : 54.2 [kg]
weight aluminium floor beams : 359.0 [kg]
weight cabin furbishing : 518.3 [kg]
weight cabin floor : 931.1 [kg]
weight (sound proof) isolation : 247.5 [kg] TO-noise level : 114.7 [EPNdB]
weight 9494 [litre] main central fuel tank empty : 189.9 [kg]
weight empty 90 [litre] potable water tanks : 7.9 [kg]
weight empty waste tank : 4.9 [kg]
weight engine mounts : 76 [kg]
weight fuselage structure : 9732.8 [kg]
Avionics :
weight HF/VHF radio and Selcal : 8.0 [kg]
weight Marconi Doppler and Bendix transponder : 7.0 [kg]
weight weather radar : 25.0 [kg]
CAAC Trident 1E “B-2207” c/n 2133 cockpit, Beijing July 2003.
weight ARINC 550 Automatic Direction Finding (ADF) equipment : 8.0 [kg]
weight ARINC 521D Distance Mesuring Equipment (DME) : 5.0 [kg]
weight Instrument Landing System (ILS/VOR) : 5.0 [kg]
weight Cat II minima DH 30m RVR >=350m hands-off Smiths automatic blind landing
system : 30.0 [kg]
weight artificial horizons, gyro-compass, radio altimeters : 7 [kg]
weight engine monitoring gauges & control switches : 21 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 155.0 [kg]
Systems :
Air-conditioning and pressurization system maintains sea level conditions up to 6400 [m]
and gives equivalent of 2200 [m] at 11500 [m]. pressure differential : 0.58 [bar] (kg/cm2)
pressurized fuselage volume : 232 [m3] cabin air refreshment time : 3.3 [min]
weight air-conditioning and pressurization system : 118 [kg]
Inspection of the APU of a Channel Airways Trident 1E at London Stansted.
The Trident was one of the first airliners to have an auxiliary power unit (APU) to give complete independence from external ground power. Now commonplace, in the early 1960s this was unusual. The APU was initially mounted in the jet’s belly under the wing centre section, but the heat generated tended to melt and in some cases even set fire to the tarmac. It was later repositioned to the base of the fin, above the centre engine exhaust. Source : Trident a revolutionary Failure?
weight Auxiliary Power Unit (APU) : 33.1 [kg]
weight lighting : 27.1 [kg]
weight 3 independent 210 [bar] hydraulic systems : 42.3 [kg]
weight engine-driven 22.5kVA electricity generators : 20.5 [kg]
weight 24V battery : 28.5 [kg]
weight controls : 14.2 [kg]
weight systems : 283.3 [kg]
total weight fuselage : 11757 [kg](19.9 [%])
***************************************************************
Air Ceylon Trident 1E 4R-CAN c/n 2135 at Kuala Lumpur, March 1978
wing construction :
total weight aluminium ribs (89 ribs) : 2000 [kg]
weight 4 wing fuel tanks empty for total 17463 [litre] fuel : 262 [kg]
weight 107 [litre] vent surge tanks : 13 [kg]
weight wing covering (painted aluminium 3.25 [mm]) : 2358 [kg]
total weight aluminium spars : 2530 [kg]
weight wings : 6888 [kg]
weight wing/square meter : 51.27 [kg]
weight bleed air thermal leading-edge anti-icing : 31.9 [kg]
weight ailerons (6.4 [m2]) : 164.3 [kg]
weight fin (18.8 [m2]) : 626.8 [kg]
weight rudder (4.8 [m2]) : 118.3 [kg]
weight tailplane (horizontal stabilizer) (28.8 [m2]): 814.0 [kg]
weight elevators (4.2 [m2]): 57.9 [kg]
weight paint wing & tail surfaces : 76.4 [kg]
weight flight control hydraulic servo actuators: 13.9 [kg]
weight trailing-edge double slotted flaps (21.4 [m2]) : 470.4 [kg]
weight leading edge slats (12.3 [m2]) : 177.2 [kg]
weight spoilers (1.3 [m2]) : 23.5 [kg]
total weight wing construction : 9737 [kg] (30.8 [%])
*******************************************************************
landing gear :
tire pressure main wheels : 10.20 [Bar] (nitrogen), ply rating : 22 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.14 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 113 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 35 [ ] Can also operate from unpaved runways subgrade B
wheel pressure : 6486.7 [kg]
wheel track 5.83 [m], wheelbase : 13.41 [m]
weight 8 Dunlop 35.0 x 10.5 main wheels (889 [mm] by 267 [mm]) : 820.8 [kg]
weight 2 nose wheels : 102.6 [kg]
weight heavy-duty hydraulic disc brakes : 50.7 [kg]
weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 57.5 [kg]
weight wheel hydraulic operated retraction system : 690.1 [kg]
weight undercarriage struts (four-wheel bogies) with axle 1685.4 [kg]
total weight landing gear : 3416.0 [kg] (5.8 [%]
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Cypres Airways Trident 1E 5B-DAE c/n 2134 at Manchester apt, 1973.
This aircraft was damaged beyond repair when the Turks invaded Cypres, July 1974. It was hit by bombs dropped by a Turkish Air Force North American F-100 Super Sabre during airstrikes.
Remains of 5B-DAE at Nicosia apt. Location : 35°08’38.23”N 33°16’56.83”E
********************************************************************
calculated empty weight : 30601 [kg](51.9 [%])
aircraft equipment and service utensils :
weight oil for 5.9 hours flying : 32.9 [kg]
unusable fuel in engine and tanks 227.2 litre fuel : 178.4 [kg]
weight lifejackets : 36.9 [kg]
weight 1 life rafts (dinghy) : 51.2 [kg]
weight catering : 57.5 [kg]
weight water : 79.4 [kg]
weight crew : 486 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous items : 92 [kg]
operational weight empty : 31615 [kg] (53.6 [%])
********************************************************************
useful load breakdown :
weight 82 passengers : 6314 [kg]
weight luggage : 1312 [kg]
weight cargo : 3849 [kg] (cargo + luggage/m3 belly : 204.5 [kg/m3])
zero fuel weight (ZFW): 43090 [kg](73.1 [%])
weight fuel for landing (1.6 hours flying) : 5900 [kg]
max. landing weight (MLW): 48990 [kg](83.1 [%])
max. fuel weight : 52598 [kg] (89.2 [%])
payload with max fuel : 69 passengers + luggage 6372 [kg]
published maximum take-off weight : 58970 [kg] (100.0 [%])
CAAC B-2207 at the Civil Aviation Museum of China at Xiedao.
This Trident is not the real B-2207 - (c/n 2182, scrapped in 1992). Actually it was PLAAF Trident 1E 50152 (ex PIA AP-AUG, c/n 2133)
calculation : * 4 * (engine power) :
power loading (Take-off) : 388 [kg/KN]
power loading (Take-off) 1 PUF: 581 [kg/KN]
max. total take-off power : 152.1 [KN]
calculation : *5* (loads) :
manoeuvre load : 1.6 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.4 [g]
design flight time : 1.75 [hours]
design cycles : 26550 sorties, design hours : 46462 [hours]
max. wing loading (MTOW & flaps retracted) : 439 [kg/m2]
wing stress (2 g) during operation : 154 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack) :
angle of attack zero lift : -1.87 ["]
max. angle of attack (stalling angle, clean) : 14.04 ["]
max. angle of attack (full flaps) : 15.48 ["]
angle of attack at economic cruise speed : 1.80 ["]
Pakistan International Airlines (PIA) brand new Hawker Siddeley Trident 1E welcomed by airline's employees at Karachi Airport in 1966.
calculation : *7* (lift & drag ratios) :
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.21 [ ]
lift coefficient at max. angle of attack (clean): 1.27 [ ]
max. lift coefficient ( 30 [° ] flaps) : 1.62 [ ]
drag coefficient at max. speed : 0.0267 [ ]
drag coefficient at econ. cruise speed : 0.0256 [ ]
induced drag coefficient at econ. cruise speed : 0.0065 [ ]
drag coefficient (zero lift) : 0.0191 [ ]
lift/drag ratio at econ. speed : 7.92 [ ]
calculation : *8* (speeds) :
Risk of tailstrike when taking off with OEI (engine failure), pilot must not rotate to fast
minimum control speed (Vmc): 236 [km/u] (127.5 [kt])
minimum unstick speed (Vmu) at TO angle 13.5 ° : 268 [km/u] (145 [kt])
take-off decision speed (V1) : 258 [km/u] (139 [kt])
take-off rotation speed (VR) : 271 [km/u] (146 [kt])
lift-off speed (VLOF) : 295 [km/u] (159 [kt]) at pitch angle : 11.4 [°]
take-off safety speed (V2) : 297 [km/u] (161 [kt])
flap retraction speed (V3) at 500m (OW loaded : 55297 [kg]): 285 [km/u] (154 [kt])
steady initial climb speed (V4) : 323 [km/u] (175 [kt])
climb speed (to FL150 with 67 [%] power) : 555 [km/hr] (300 [kt])
max. endurance speed (Vbe): 463 [km/u] min. fuel/hr : 3198 [kg/hr] at height : 3658 [m]
max. range speed (Vbr): 853 [km/u] (0.81 [mach]) min. fuel consumption : 3.97 [kg/km] at
cruise height : 11278 [m]
max. cruising speed : 932 [km/hr] (503 [kt]) at 10000 [m] (power:34 [%])
max. operational speed (Mmo) : 972 [km/hr] (Mach 0.88 ) at 8230 [m] (power:43 [%])
airflow at cruise speed per engine : 69.0 [kg/s]
speed of thrust jet : 1823 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 519 [km/u] (280 [kt])
approach speed 3048 - 500 [m] (clean): 389 [km/u] (210 [kt])
minimum control speed (MCS) Vmca (clean): 262 [km/u] (142 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 48990 [kg]): 250 [km/u] (135
[kt])
Lower touchdown speed by use of thrust reverser just before touchdown
Iraqi Airways Trident 1E YI-AEC c/n 2129.
The Trident's first versions had the unusual capability of using reverse thrust prior to touchdown. The throttles could be closed in the flare and reverse idle set to open the reverser buckets. At pilot discretion, up to full reverse thrust could then be used prior to touchdown. This was helpful to reduce hydroplaning and give very short landing runs on wet or slippery runways while preserving wheel brake efficiency and keeping wheel brake temperatures low.
final approach speed (landing speed) at sea-level with 30 [°] flaps VREF (max. landing
weight): 256 [km/u] (138 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with 30 [°] flaps VSO (max. landing weight): 197 [km/u] (106 [kt]
stalling speed at sea-level with 30 [°] flaps VSO at 58970 [kg] AUW): 216 [km/u] (117 [kt]
rate of climb (max. continuous power) at sea-level ROC (loaded, 67 % power) : 928 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1158 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 67 % power on remaining engines)
: 281 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 1372 [m/min] (4501 [ft/min])
rate of descent in emergency : 3048 [m/min] (10000 ft/min) with use of reverse thrust
rate of descent during approach with landing gear extended, with use of spoilers: 260
[m/min] (4.3 [m/s])
calculation : *9* (regarding various performances) :
low wheel pressure, can also take off from unpaved runways
Brake kinetic energy capacity : 881 [KW]
British Airways Trident 1E G-AVYD c/n 2138 at Glasgow – Prestwick apt., April 1974.
In July 1973 Northeast Airlines (UK) became part of the British Airways group, hence the yellow Northeast colours with BA titles.
The aircraft was written off after an aborted take-off from a wet 2055m long runway 28 at Bilbao, Spain, September 1975. All 7 crew and 110 passengers could escape unhurt. It was raining at moment take-off. Calculated runway length at TO wgt 53132 kgs and 23° flaps on a flooded runway (2.5cm water) : 1965m. Abortion was done at around 120 kts = 222 km/h = 62 m/s, so if disicion for abortion was done 2 seconds late the aircraft would overrun.
Calculated Take-off from a wet runway when there is not much standing water on the runway (< 1.5cm water) is around 1753m. So the captain should have checked the amount of standing water and the depth of it, as there is a difference of nearly 200m take-off run between a dry or a flooded runway...but how could he know the water depth..
Location : +- 100m 43°18’10”N 2°56’12”W
FAR TO balanced runway length (TOFL) requirement at TOW 58970 [kg] standard day at
SL (distance to 10.7m height x 1.15): 1981 [m]
ICAO Aerodrome Reference Code : 3C
Take-off flap setting : 23 [° ]
+++ FAA certification landing distance : +++
landing weight : 48990 [kg], TE flap setting : 30 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
with use of thrust reversers, glideslope : 3.50 [°]
FAR landing field length ISA at SL, dry runway : 1551 [m] (5088 [ft])
FAR landing field length ISA at SL, wet runway: 1778 [m] (5833 [ft])
max. lift/drag ratio : 13.17 [ ]
climb to 5000 [m] with max payload : 4.98 [min]
climb to 10000 [m] with max payload : 15.33 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 55297 [kg] ) : 17700 [m]
ceiling limited by max. pressure differential 14150 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 19800 [m] with flying weight :35288 [kg]
calculation *10* (action radius & endurance) :
range with max. payload: 3661 [km] with 11475.0 [kg] max. useful load (75.7 [%] fuel)*
range with high density pax: 3277 [km] with 140 passengers (68.3 [%] fuel)*
range with typical two-class pax: 4642 [km] with 82 passengers (94.0 [%] fuel)*
range with max.fuel and MTOW : 4970 [km] with 6 crew and 69 passengers and 0 [kg]
cargo*
ferry range (calculated): 5320 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 35331 [litre] fuel : 6801 [km]*
* calculated ranges without fuel reserves
Trident 1E-140 G-AVYB c/n 2136 Channel Airways ,Paris Airshow 1967
Available Seat Kilometres (ASK) : 427261 [paskm]
useful load with range 1000km : 11475 [kg]
useful load with range 1000km : 140 passengers
production (theor.max load): 10695 [tonkm/hour]
production (useful load): 10695 [tonkm/hour]
production (passengers): 96480 [paskm/hour]
oil and fuel consumption per tonkm : 0.344 [kg]
calculation *11* (operating cost) :
fuel cost per hour at econ.speed (4679 [litre]):2807 [eur] (19 [pax-km/litre fuel])
fuel cost per seat 1000km flight (104 [pax] 2-class seating): 31.17 [eur/1000PK]
oil cost per hour: 20 [eur]
crew cost per hour : 750 [eur]
list price 2024 : 73 [mln USD]
average flying hours in 1 year : 2175 [hours] technical life : 21 [year]
real average service life : 21 [years]
depreciation : 21 [years] to 10% residual value
financing interest per flying hour : 754 [EUR]
write off per flying hour : 1326 [EUR]
mean time between engine failure (MTBF) : 7604 [hr]
can continue fly on 2 engines, low risk for emergency landing for PUF
workhours per day : 8.51 [hr]
average flight hours till crash : 0.69 [mln hr] (315 service years)
safe flight hours till fatality : 76125 [hr] (35.0 service years)
reservation pax liability/flying hour : 1.69 [SDR*] (2.12 [eur])
insurance cost per hour : 491 [eur] insurance rate : 4.0 [%]
engine maintenance cost per hour : 213.4 [eur]
wing maintenance cost per hour : 168.9 [eur]
fuselage maintenance cost per hour : 168.58 [eur]
tire life (time till worn out) : 175 [cycles]
maintenance cost per hour (excluding engines): 743 [eur]
direct operating cost per hour: 7107 [eur], DOC per km : 8.17 [eur]
DOC per seat 1000km flight (104 [pax] 2-class seating): 73.66 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 54.47 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.66 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 3.80 [eur/pax]
airport landing fee / passenger : 3.80 [eur/pax]
retour ticket price 1000km trip : 225.88 [eur/pax]
price retour ticket Schiphol-Barcelona : 266.40 [eur/pax]
Kuwait Airways Trident 1E 9K-ACG c/n 2118 crash landed 30 June 1966 in the night, 3.5km short of RW 33R Kuwait int’l apt with 11 crew and 72 passengers. 11 people got injured all others escaped unhurt. The aircraft had only flown 361 hrs. Location : +-300m 29°11’06”N 48°00’50”E
1 fatal accidents with a total of 9 fatalities > see the accident file
Literature :
Hawker Siddeley Trident - Wikipedia
Jane s all the world aircraft 1964-65 page 148
Jane s all the world aircraft 1970-71 page 215
KIJK straalverkeersvliegtuigen page 54
verkehrsflugzeuge page 85
Verkeersvliegtuigen – Moussault page 77, 147
More Photos of the 1966 Kuwait Airways Plane Crash – 2:48AM
Military Histories - The Four Tridents
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 08 May 2026 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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