The Trislander was essentially a growth model based on the widely popular Islander twin. I personally find “stretched” models an interesting study, on how manufacturers handled their lengthened variants (Cherokee 140 to Cherokee 6, for example). Typically, this will involve more power, larger lift surface area, etc. The Trislander took this to the extreme, and grew FIFTEEN FEET (35ft to 50ft).
To accommodate this pinnochian extension, a 3rd Lycoming O-540 was grafted to a ridiculously large tailfin. In my humble opinion, a stroke of genius, as this simplified matters for operators by maintaining the same engine type, plus the diminished risk of asymmetrical thrust if you blew an engine in climb. And both models were built on the same production line. Bloody brilliant, I tell ye!
Passenger capacity doubled from 8 to 16. Lacking an aisle, you need a total of 5 doors to stuff all those pax inside. Payload is a monstrous 2,800 lbs, yet it reportedly could handle a 600 ft runway with aplomb.
As with anything that’s too good, the Trislander was produced in vastly fewer numbers compared to its semi-mundane sibling Islander (80 vs the Islander’s 1,250). But it was certainly used and abused quite handily, especially in remote areas of the UK. Sadly the last UK operator in commercial service seized ops in 2015 and retired its fleet of 15 Trislanders. There might be a small handful left in South America.
You might be wondering why the Trislander sounds like it does. Note that most Trislanders featured 3-blade props on the wing-mounted engines, and 2-blades on the tail. To what purpose this served totally escapes me (I would think there’d be a delta between thrust ratings). But one thing is certain, this bizarre hybrid arrangement produces a very distinct sound, almost like 2 different planes flying in formation. Pretty neat, eh?
Video Credits:
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6 авг 2023
