[119], It was also found that the punch-rivet construction technique employed in the Comet's design had exacerbated its structural fatigue problems;[98] the aircraft's windows had been engineered to be glued and riveted, but had been punch-riveted only. Here we have a superbly illustrated trade card, depicting a B.O.A.C. [82], Other operators used the Comet either through leasing arrangements or through second-hand acquisitions. [82] Three fatal Comet 1 crashes due to structural problems, specifically BOAC Flight 783 on 2 May 1953, BOAC Flight 781 on 10 January 1954 and South African Airways Flight 201 on 8 April 1954, led to the grounding of the entire Comet fleet. OK condition, with wear. The need to inspect areas not easily viewable by the naked eye led to the introduction of widespread radiography examination in aviation; this also had the advantage of detecting cracks and flaws too small to be seen otherwise. [43] A pressurised refuelling system, developed by Flight Refuelling Ltd, allowed the Comet's fuel tanks to be refuelled at a far greater rate than by other methods. [20] The windows were also tested under a pressure of 12psi (83kPa), 4.75psi (32.8kPa) above expected pressures at the normal service ceiling of 36,000ft (11,000m). In August 1953 BOAC scheduled the nine-stop London to Tokyo flights by Comet for 36 hours, compared to 86 hours and 35 minutes on its Argonaut piston airliner. According to Charles Woodley's 'BOAC, an illustrated history' the Comet 4 was used on routes to South America from 1960 on. The overall flight takes under 30 hours. The De Havilland Aircraft Company DH106 Comet was the World's first pressurised commercial jet airliner and it was the source of enormous national pride. [83][84] Qantas was interested in the Comet 1 but concluded that a version with more range and better takeoff performance was needed for the London to Canberra route. [116] Based on these findings, Comet 1 structural failures could be expected at anywhere from 1,000 to 9,000 cycles. G-APDM Comet 4. Just before the 747s came along and bumped the 707s onto other services. At the end of the month this Comet was brought back to Hatfield from Cambridge (Marshall's) where 'radio' mods were made (JH). Crashed near Elba 10/1/54. [N 22][163] A total of 12 of the 44-seat Comet 2s were ordered by BOAC for the South Atlantic route. These improvements were possible largely because of Avon engines, with twice the thrust of the Comet 1's Ghosts. [183] Dan-Air bought all of the surviving flyable Comet 4s from the late 1960s into the 1970s; some were for spares reclamation, but most were operated on the carrier's inclusive-tour charters; a total of 48 Comets of all marks were acquired by the airline. They ran smoothly and were less noisy than piston engines, had low maintenance costs and were fuel-efficient above 30,000ft (9,100m). [N 20], The issue of the lightness of Comet 1 construction (in order to not tax the relatively low thrust DeHavilland Ghost engines), had been noted by DeHavilland test pilot John Wilson, while flying the prototype during a Farnborough flypast in 1949. [44], The cockpit was significantly altered for the Comet 4's introduction, on which an improved layout focusing on the onboard navigational suite was introduced. On Sunday 10 January 1954, British Overseas Airways Corporation Flight 781, a de Havilland DH.106 Comet 1, registered G-ALYP, [1] took off from Ciampino Airport in Rome, Italy, en route to Heathrow Airport in London, England, on the final leg of its flight from Singapore. [173] A Comet 4C (SA-R-7) was ordered by Saudi Arabian Airlines with an eventual disposition to the Saudi Royal Flight for the exclusive use of King Saud bin Abdul Aziz. The Comet 1 was powered by four 2,018 kg thrust de Havilland Ghost turbojets buried in the wing roots. Delivered to British Overseas Airways Corporation (B.O.A.C.) [69] While BOAC gained publicity as the first to provide transatlantic jet service, by the end of the month rival Pan American World Airways was flying the Boeing 707 on the New York-Paris route, with a fuel stop at Gander in both directions,[136] and in 1960 began flying Douglas DC-8's on its transatlantic routes as well. To achieve optimum efficiency with the new powerplants, the air intakes were enlarged to increase mass air flow. Another nine Comet 3 airframes were not completed and their construction was abandoned at Hatfield. The aircraft featured an aerodynamically clean design with four de Havilland Ghost turbojet engines buried in the wing roots, a pressurized cabin, and large square windows. The inquiry concluded that the aircraft had encountered extreme negative G forces during takeoff; severe turbulence generated by adverse weather was determined to have induced down-loading, leading to the loss of the wings. The Abell Committee, named after chairman C. Abell, Deputy Operations Director (Engineering) of BOAC, consisted of representatives of the Allegation Review Board (A.R.B. [27] The Ghost engines allowed the Comet to fly above weather that competitors had to fly through. [4] Nevertheless, the British Overseas Airways Corporation (BOAC) found the Type IV's specifications attractive, and initially proposed a purchase of 25 aircraft; in December 1945, when a firm contract was created, the order total was revised to 10. $430.00. [82][186] A hangar fire damaged a No. Davies and Birtles 1999, p. 22 (Route map illustration). [13][18][19] The entire forward fuselage section was tested for metal fatigue by repeatedly pressurising to 2.75 pounds per square inch (19.0kPa) overpressure and depressurising through more than 16,000 cycles, equivalent to about 40,000 hours of airline service. The first flight of Concorde 001 from Toulouse, France took place and was shortly followed by Concorde 002 from Filton . [90], The Comet's second fatal accident occurred on 2 May 1953, when BOAC Flight 783, a Comet 1, registered G-ALYV, crashed in a severe thundersquall six minutes after taking off from Calcutta-Dum Dum (now Netaji Subhash Chandra Bose International Airport), India,[91] killing all 43 on board. Explore our past: 1969. The MoT subsequently backed BOAC's order of Conway-powered Boeing 707s. [10][153] The Comet's buried engines were used on some other early jet airliners, such as the Tupolev Tu-104,[154] but later aircraft, such as the Boeing 707 and Douglas DC-8, differed by employing podded engines held on pylons beneath the wings. or Best Offer. [111][185] The Royal Canadian Air Force also operated Comet 1As (later retrofitted to 1XB) through its 412 Squadron from 1953 to 1963. 192 Squadron RAF Comet 2R beyond repair on 13 September 1957, and three Middle East Airlines Comet 4Cs were destroyed by Israeli troops at Beirut, Lebanon, on 28 December 1968. [15] The Comet 4 was considered the definitive series, having a longer range, higher cruising speed and higher maximum takeoff weight. ", Duncan Sandys, Minister of Supply, 1952. 1 November: The inaugural flight of a BOAC De Havilland Comet 4 aircraft on the London to Sydney route took place. Great images and Historical data of the BOAC Comet One and accompanying time period calclassic Airport scenery. BOAC COMET 4 Captains Folder Africa routes original 1960s document - EUR 54,29. On 10 January 1954, a de Havilland Comet passenger jet operating the flight suffered an explosive decompression at altitude and crashed, killing all 35 people on board. [98] With the recovery of large sections of G-ALYP from the Elba crash and BOAC's donation of an identical airframe, G-ALYU, for further examination, an extensive "water torture" test eventually provided conclusive results. Dr P. B. Walker, Head of the Structures Department at the RAE, said he was not surprised by this, noting that the difference was about three to one, and previous experience with metal fatigue suggested a total range of nine to one between experiment and outcome in the field could result in failure. [20] One window frame survived 100psi (690kPa),[21] about 1,250 percent over the maximum pressure it was expected to encounter in service. Before the Elba accident, G-ALYP had made 1,290 pressurised flights, while G-ALYY had made 900 pressurised flights before crashing. It was on that date when a BOAC Comet departed from Rome and climbed to 26,000 feet and attempted to reach 36,000 feet. The aircraft plunged into a dry drainage canal and collided with an embankment, killing all five crew and six passengers on board. The other Comet 3 airframe was not completed to production standard and was used primarily for ground-based structural and technology testing during development of the similarly sized Comet 4. [145], In the 1960s, orders declined, a total of 76 Comet 4s being delivered from 1958 to 1964. [27], The Comet was an all-metal low-wing cantilever monoplane powered by four jet engines; it had a four-place cockpit occupied by two pilots, a flight engineer, and a navigator. de Havilland Comet 1 jet airliner . [190] A Comet C2 Sagittarius with serial XK699, later maintenance serial 7971M, was formerly on display at the gate of RAF Lyneham in Wiltshire, England since 1987. Simons, Graham M. "Comet! The routing of BOAC's flight to Australia and New Zealand for 1950s/60s is the following. However, no mail was flown to or from Frankfurt on the outward flight. In 1967, BOAC introduced its own Pacific route to Australia via New York, San Francisco, Honolulu, and Fiji. BOAC de Havilland Comet 1 Jet Airliner Colour Card FB12P: $4.86. [48], Diverse geographic destinations and cabin pressurisation alike on the Comet demanded the use of a high proportion of alloys, plastics, and other materials new to civil aviation across the aircraft to meet certification requirements. British South American Airways merged with BOAC in 1949. Although G-APAS never flew in BOAC markings, this colour scheme is representative of the first ever fleet of passenger jet aircraft. Modifications to the interiors allowed the Comet 2s to be used in several roles. ), BOAC, and de Havilland. The Johannesburg-bound Comet, designated G-ALYP by BOAC, flew at 450-500 mph at 35-40,000 feet, covering 6,700 miles in 23 hours and 20 minutes, with stops in Rome, Beirut, Khartoum, Entebbe, and Livingstone. BOAC started the first regular round-the-world service by Britannia 312 aircraft, operating via San Francisco and Hong Kong. 1 January. [169] The Comet 3 was destined to remain a development series since it did not incorporate the fuselage-strengthening modifications of the later series aircraft, and was not able to be fully pressurised. [63] All production Comet 2s were also modified with thicker gauge skin to better distribute loads and alleviate the fatigue problems (most of these served with the RAF as the Comet C2); a programme to produce a Comet 2 with more powerful Avons was delayed. In responding to the report de Havilland stated: "Now that the danger of high level fatigue in pressure cabins has been generally appreciated, de Havillands will take adequate measures to deal with this problem. Courtesy British Airways. [17] From 1947 to 1948, de Havilland conducted an extensive research and development phase, including the use of several stress test rigs at Hatfield Aerodrome for small components and large assemblies alike. [12] The DH 108s were later modified to test the DH.106's power controls. [31] Large picture window views and table seating accommodations for a row of passengers afforded a feeling of comfort and luxury unusual for transportation of the period. The Sud-Est SE 530/532/535 Mistral (FB 53) was a single-seat fighter-bomber version of the de Havilland Vampire jet fighter, used by. [170] Only two Comet 3s began construction; G-ANLO, the only airworthy Comet 3, was demonstrated at the Farnborough SBAC Show in September 1954. The last two Comet 4C fuselages were used to build prototypes of the Hawker Siddeley Nimrod maritime patrol aircraft. Two passengers sustained minor injuries, but the aircraft, G-ALYZ, was a write-off. [67] On 2 May 1952, as part of BOAC's route-proving trials, G-ALYP took off on the world's first jetliner[N 14] flight with fare-paying passengers and inaugurated scheduled service from London to Johannesburg. The Comet 1 airliner roared into the air and into historyon 20,000 pounds of thrust from its four De Havilland Ghost jet engines. The wing was drastically redesigned from a 40 sweep. Mk.1. [146] On 14 March 1997 a Comet 4C serial XS235 and named Canopus,[147] which had been acquired by the British Ministry of Technology and used for radio, radar and avionics trials, made the last documented production Comet flight. 1969. ", "Report of the Public Inquiry into the causes and circumstances of the accident which occurred on the 10 January 1954, to the Comet aircraft G-ALYP, Part IX (c): Action taken after the accident and prior to the accident to Comet G-ALYY: Naval search for wreckage. [32] Amenities included a galley that could serve hot and cold food and drinks, a bar, and separate men's and women's toilets. In 1962, BOAC and the British steamship company Cunard formed BOAC-Cunard Ltd, operating services to North America, the Caribbean and South America. [50] The chemical bonding process was accomplished using a new adhesive, Redux, which was liberally used in the construction of the wings and the fuselage of the Comet; it also had the advantage of simplifying the manufacturing process. Also in that year the Comet route to New York was extended to Nassau and Montego Bay. For the era, it offered a relatively quiet, comfortable passenger cabin and was commercially promising at its debut in 1952. This was because in 1945 no turbojet engine manufacturer in the world was drawing-up a design specification for an engine with the thrust and specific fuel consumption that could power an aircraft at the proposed cruising altitude (40,000ft (12,000m)), speed, and transatlantic range as was called for by the Type 106. Another clue is in the BA flight numbers in the schedules. "[57], "I don't think it is too much to say that the world changed from the moment the Comet's wheels left the ground. As the aircraft could be profitable with a load factor as low as 43 percent, commercial success was expected. [110] The Comet's Certificate of Airworthiness was revoked, and Comet 1 line production was suspended at the Hatfield factory while the BOAC fleet was permanently grounded, cocooned and stored. [188] Other fatal Comet 4 accidents included a British European Airways crash in Ankara, Turkey, following instrument failure on 21 December 1961, a United Arab Airlines Flight 869 crash during inclement weather near Bombay, India, on 28 July 1963, and the terrorist bombing of Cyprus Airways Flight 284 off the Turkish coast on 12 October 1967. [15] Replacing previously specified Halford H.1 Goblin engines, four new, more-powerful Rolls-Royce Avons were to be incorporated in pairs buried in the wing roots; Halford H.2 Ghost engines were eventually applied as an interim solution while the Avons cleared certification. [123] The shape of the passenger windows were not indicated in any failure mode detailed in the accident report and were not viewed as a contributing factor. Following closely the design features of the two prototypes, the only noticeable change was the adoption of four-wheel bogie main undercarriage units, replacing the single main wheels. Design and construction flaws, including improper riveting and dangerous concentrations of stress around some of the square windows, were ultimately identified. . The only complete remaining Comet 1, a Comet 1XB with the registration G-APAS, the very last Comet 1 built, is displayed at the RAF Museum Cosford. [85], On 26 October 1952, the Comet suffered its first hull loss when a BOAC flight departing Rome's Ciampino airport failed to become airborne and ran into rough ground at the end of the runway. [82], Nine Comets, including Comet 1s operated by BOAC and Union Aeromaritime de Transport and Comet 4s flown by Aerolneas Argentinas, Dan-Air, Malaysian Airlines and United Arab Airlines, were irreparably damaged during takeoff or landing accidents that were survived by all on board. After analysing route structures for the Comet, BOAC reluctantly cast about for a successor, and in 1956 entered into an agreement with Boeing to purchase the 707. Worldwide International 134457089011 [N 15] In summer 1953, eight BOAC Comets left London each week: three to Johannesburg, two to Tokyo, two to Singapore and one to Colombo. [66] On 22 January 1952, the fifth production aircraft, registered G-ALYS, received the first Certificate of Airworthiness awarded to a Comet, six months ahead of schedule. [102], In water-tank testing, engineers subjected G-ALYU to repeated repressurisation and over-pressurisation, and on 24 June 1954, after 3,057 flight cycles (1,221 actual and 1,836 simulated),[113] G-ALYU burst open. The Abell Committee focused on six potential aerodynamic and mechanical causes: control flutter (which had led to the loss of DH 108 prototypes), structural failure due to high loads or metal fatigue of the wing structure, failure of the powered flight controls, failure of the window panels leading to explosive decompression, or fire and other engine problems. [93], After the loss of G-ALYV, the Government of India convened a court of inquiry[92] to examine the cause of the accident. [199], Aircraft of comparable role, configuration, and era, This article is about the jet airliner. [138], The Comet 4 was ordered by two other airlines: Aerolneas Argentinas took delivery of six Comet 4s from 1959 to 1960, using them between Buenos Aires and Santiago, New York and Europe, and East African Airways received three new Comet 4s from 1960 to 1962 and operated them to the United Kingdom and to Kenya, Tanzania, and Uganda. [63] Upgraded Avon engines were introduced on the Comet 3,[63] and the Avon-powered Comet 4 was highly praised for its takeoff performance from high-altitude locations such as Mexico City where it was operated by Mexicana de Aviacion, a major scheduled passenger air carrier. ", "Behaviour of Skin Fatigue Cracks at the Corners of Windows in a, "The Comet Accidents: History of Events: Sir Lionel Heald's Introductory Summary at the Enquiry", "Comet Resurgent: A decade of D.H. Jet Transport Design", Film of BOAC De Havilland Comet 3 G-ANLO at Vancouver International Airport in December 1955, "The Comet Accidents: History of Events," a 1954, https://en.wikipedia.org/w/index.php?title=De_Havilland_Comet&oldid=1141173174. [102], Media attention centred on potential sabotage;[88] other speculation ranged from clear-air turbulence to an explosion of vapour in an empty fuel tank. [93] The Comet 1 and 1A had been criticised for a lack of "feel" in their controls,[95] and investigators suggested that this might have contributed to the pilot's alleged over-stressing of the aircraft;[96] Comet chief test pilot John Cunningham contended that the jetliner flew smoothly and was highly responsive in a manner consistent with other de Havilland aircraft. [4], The committee accepted the proposal, calling it the "Type IV" (of five designs),[N 3] and in 1945 awarded a development and production contract to de Havilland under the designation Type 106. On 10 January 1954, British Overseas Airways Corporation Flight 781 a de Havilland DH.106 Comet 1 registered G-ALYP, took off from Ciampino Airport in Rome, Italy, en route to Heathrow Airport in London, England, on the final leg of its flight from Singapore. [5] Out of all the Brabazon designs, the DH.106 was seen as the riskiest: both in terms of introducing untried design elements and for the financial commitment involved. The span was 115ft (35m), and overall length 93ft (28m); the maximum takeoff weight was over 105,000lb (48,000kg) and over 40 passengers could be carried. 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