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Aviation History
1951
1951 - 0096.PDF
FLIGHT, 18 January 1951 BOAC'S FIRST " Fliffftt " photograph. The first production Comet takes off on its maiden flight from de Havilland's airfield. It is the third of its \be to fly in 18 months. Production Comet Flies : Bogie Landing-gear Fitted : B.OA.C. to Train on a Prototype A SALUTATORY start to the New Year was made bythe de Havilland Aircraft Co., Ltd., when the firstproduction Comet was completed and took off on its maiden flight on Tuesday, January 9th. This machine, G-ALYP, is similar to the Ministry of Supply prototypes except for detail alterations and the fitting of four-wheel bogie landing-gear, but, following completion of flight trials, it will become the first to be fully equipped and furnished to B.O.A.C. standards. At the controls, as on the previous two first flights, was John Cunningham, the com- pany's chief test pilot. He remained airborne from Hatfield John Cunningham checks over details in the crew compartment of the Comet while preparing to fly the first production machine. for 42 minutes, and on landing stated that everything was satisfactory. Although YP is the first aircraft to be built to B.O.A.C. order, it will not, in fact, be the first to be flown by the Corporation, for the second Ministry of Supply prototype is to be handed over on loan for proving trials and training next month. At the present time it is in the hangar having its main cabin furnished. The forward passenger compart- ment, galley, and so on, will not be fitted-out on this air- craft. The first production machine, complete in every detail, and with the manufacturer's trials finished, should be ready for the christening ceremony early in June. Comets will probably be-introduced into service late this year pro- vided that a sufficient number have been delivered by that time. The fitting of bogies is an important step, and, in addition to its primary value in weight distribution, ease of stowage in a thin wing and increased safety from tyre bursts, it has had the incidental effect of reducing landing-gear weight. Some additional stiffening of the wing structure around the large-area wheel-wells has absorbed a portion of the weight gained, but there still remains a positive advantage. One of the more important changes to be seen on the prototype is the elimination of the horn balances on the tail control-surfaces. Mass balances now form a part of the profile of the fixed surfaces, and they protrude only slightly when the controls are deflected by a large amount Such is the importance of the Comet that many readers will be intensely interested in the smallest alteration visible on each new aircraft as it appears. It will be noted, for example, that the spacing of the front cabin windows on the production aircraft is different. This is because on the first two prototypes the windows were positioned to suit the interior arrangements for development and research, where- as now an interior layout for B.O.A.C. has been designed and approved except for small items, and the window positioning altered to suit it. For a somewhat similar reason the portholes above the crew compartment have been eliminated. As all such "holes" in the skin aggravate the pressurization problems it was obviously desirable to do away with them when they were no longer essential. Originally the small "bumper" tail-skid was retractable. The complication was, however, unjustified, and on YP a fixed and faired skid is fitted. The small experimental knife-edge spoilers to be seen on prototype wing leading-edges at approximately mid-span have no place on production aircraft It may not be notice- able, but the finish of the production wings will probably
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