"A BOAC de Havilland Comet jet airliner, en route to Johannesburg from London, breaks its journey at Entebbe Airport, Uganda, 1952." (Ministry of Information official photographer) The de Havilland Comet was the first commercial jet airliner and its introduction had revolutionized the industry. "[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. This was short lived as later that year Britannias took over that route. Be sure to check my channel for the best in VINTAGE & RARE airliner videos! [118] Once the crack initiated the skin failed from the point of the ADF cut out and propagated downwards and rearwards along a stringer resulting in an explosive decompression. 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. It used a redundant Comet 2 front fuselage, but with functioning cockpit equipment and instruments installed to Comet 4 standard. VENDRE! On the 10 th December R. Clear commanded test flights from Hatfield. Two passengers sustained minor injuries, but the aircraft, G-ALYZ, was a write-off. On 10 January 1954, 20minutes after taking off from Ciampino, the first production Comet, G-ALYP, broke up in mid-air while operating BOAC Flight 781 and crashed into the Mediterranean off the Italian island of Elba with the loss of all 35 on board. [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). [53][54], The Comet was powered by two pairs of turbojet engines buried in the wings close to the fuselage. The failure then occurred longitudinally along a fuselage stringer at the widest point of the fuselage and through a cut out for an escape hatch. [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. The return flight left Tokyo on the 4th arriving at London on the 5th. Las mejores ofertas para BOAC DE HAVILLAND COMET 4 LAVATORY ORIGINAL VINTAGE B.O.A.C. Another clue is in the BA flight numbers in the schedules. Among those also on board were the respective BOAC and de Havilland managing directors, Basil Smallpeice and Aubrey Burke. To this end we propose to use thicker gauge materials in the pressure cabin area and to strengthen and redesign windows and cut outs and so lower the general stress to a level at which local stress concentrations either at rivets and bolt holes or as such may occur by reason of cracks caused accidentally during manufacture or subsequently, will not constitute a danger. [98] The Comet fleet was immediately grounded once again and a large investigation board was formed under the direction of the Royal Aircraft Establishment (RAE). "Report of the court investigation on the accident to COMET G-ALYV", "B.O.A.C. [191][192] In 2012, with the planned closure of RAF Lyneham, the aircraft was slated to be dismantled and shipped to the RAF Museum Cosford where it was to be re-assembled for display. [20] One window frame survived 100psi (690kPa),[21] about 1,250 percent over the maximum pressure it was expected to encounter in service. The Monarch Service is the name BOAC used for the on board experience on routes across the Atlantic. They are rectangular not square, have rounded corners and are within 5% of the radius of the Boeing 737 windows and virtually identical to modern airliners. Range: 3,225 miles (5,190 km) Passengers: 60 to 81 On display at the Museum: The Museum's exhibit is a Comet 4 analogue flight simulator for crew training was built for BOAC by Redifon Flight Simulation at Crawley. They ran smoothly and were less noisy than piston engines, had low maintenance costs and were fuel-efficient above 30,000ft (9,100m). [13], In September 1946, before completion of the DH 108s, BOAC requests necessitated a redesign of the DH.106 from its previous 24-seat configuration to a larger 36-seat version. [124] Paul Withey, Professor of Casting at the University of Birmingham School of Metallurgy states in a video presentation delivered in 2019, analysing all available data that: "The fact that DeHavilland put oval windows into later marks, is not because of any 'squareness' of the windows that caused failure. [166], The Comet 3, which flew for the first time on 19 July 1954, was a Comet 2 lengthened by 15ft 5in (4.70m) and powered by Avon M502 engines developing 10,000lbf (44kN). Ordered by Kuwait Airways, Middle East Airlines, Misrair (later United Arab Airlines), and Sudan Airways, it was the most popular Comet variant. Photo: Getty Images Super VC10 G-ASGE seen in the BOAC/Cunard colours during the period that the airline and shipping line co-operated on UK-USA routes. A BOAC Comet 1 at London Airport in 1955. [88], On 19 October 1954, the Cohen Committee was established to examine the causes of the Comet crashes. [57] The Comet's buried-engine configuration increased its structural weight and complexity. 2 March. Here we have a superbly illustrated trade card, depicting a B.O.A.C. [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. The redesigned aircraft was named the DH.106 Comet in December 1947. There was accommodation for 36 passengers in two cabins and pressurization enabled it to fly at levels over 12,000m (40,000 feet). BEA's Super One-Eleven aircraft enter scheduled service on German internal routes. Atkinson, R. J., W. J. Winkworth and G. M. Norris. [189] Though painted in BOAC colours, it never flew for the airline, having been first delivered to Air France and then to the Ministry of Supply after conversion to 1XB standard;[189] this aircraft also served with the RAF as XM823. Chief designer Bishop chose the Comet's embedded-engine configuration because it avoided the drag of podded engines and allowed for a smaller fin and rudder since the hazards of asymmetric thrust were reduced. The aircraft plunged into a dry drainage canal and collided with an embankment, killing all five crew and six passengers on board. To achieve optimum efficiency with the new powerplants, the air intakes were enlarged to increase mass air flow. Comet Lost: Services Suspended. Dan-Air played a significant role in the fleet's later history and, at one time, owned all 49 remaining airworthy civil Comets. [N 8] Revised first orders from BOAC and British South American Airways[N 9] totalled 14 aircraft, with delivery projected for 1952. [159], The Comet was involved in 26 hull-loss accidents, including 13 fatal crashes which resulted in 426 fatalities. BOAC took delivery of 10 Comets and the first passenger service opened to Johannesburg on 2 May 1952. In later years we realised that these were the indications of how flimsy the structure really was. [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. [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. For the first time ever, a jet-propelled aircraft was carrying. Modifications to the interiors allowed the Comet 2s to be used in several roles. [82] In response, Canadian Pacific cancelled its remaining order for a second Comet 1A and never operated the type in commercial service. ", Withuhn, Bill. On the flight, he was accompanied by Chris Beaumont, Chief Test Pilot of the DeHavilland Engine Company (that made the Comet 1's Ghost engines) who stood in the entrance to the cockpit behind the Flight Engineer. "Jet Jubilee (Part 1)". This was a mere 24 hours after the Port Authority of New York granted approval for passenger jet services following concerns over noise. Birtles, P.J. A year later, the second prototype G-5-2 made its maiden flight. [147] The Bruntingthorpe Aerodrome also displays a related Hawker Siddeley Nimrod MR2 aircraft. Examination of the cockpit controls suggested that the pilot may have inadvertently over-stressed the aircraft when pulling out of a steep dive by over-manipulation of the fully powered flight controls. [62], The Comet 2 had a slightly larger wing, higher fuel capacity and more-powerful Rolls-Royce Avon engines, which all improved the aircraft's range and performance;[161] its fuselage was 3ft 1in (0.94m) longer than the Comet 1's. Cone of Silence was made into a film in 1960, and Beaty also recounted the story of the Comet's takeoff accidents in a chapter of his non-fiction work, Strange Encounters: Mysteries of the Air (1984). The flight to Johannesburg lasted 18 hours and 40 minutes. At about 10:51 GMT, the aircraft suffered an explosive decompression at . 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. [1], The Comet is widely regarded as both an adventurous step forward and a supreme tragedy; the aircraft's legacy includes advances in aircraft design and in accident investigations. However, the route was suspended in October 1943, and a UK-Cairo-Karachi service was launched. [82][178][181] BEA's Comet 4Bs were chartered by Cyprus Airways, Malta Airways and Transportes Areos Portugueses. [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. [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. ", "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 (d). Prins, Franois. BOADICEA COMPUTER SYS at the best online prices at eBay! Initially used for development, training and route proving before the inaugural jet service to Jo,burg. The De Havilland Comet was used on BOAC's transatlantic crossing Credit: Getty I t all started with a newspaper. The operation was short-lived and was dissolved in 1966. BOAC uses the Comet 4, Qantas the Boeing 707. Some amazing Britannia footage, Stratocruisers & DC-7Cs too! Green and Swanborough April 1977, p. 174. [175][N 24], The last two Comet 4C aircraft produced were modified as prototypes (XV148 & XV147) to meet a British requirement for a maritime patrol aircraft for the Royal Air Force; initially named "Maritime Comet", the design was designated Type HS 801. The American jets were larger, faster, longer-ranged and more cost-effective than the Comet. Before the Elba accident, G-ALYP had made 1,290 pressurised flights, while G-ALYY had made 900 pressurised flights before crashing. [145], In the 1960s, orders declined, a total of 76 Comet 4s being delivered from 1958 to 1964. It featured an aerodynamically clean design with four de Havilland Ghost turbojet engines buried in the wing roots, a pressurised cabin, and large square windows. FOR SALE! Four Ghost 50 Mk 1 engines were fitted (later replaced by more powerful Ghost DGT3 series engines). The Comet 1 airliner roared into the air and into historyon 20,000 pounds of thrust from its four De Havilland Ghost jet engines. [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. Photo RuthAs CCA-3 First out of the blocks as those schoolboys have told us was the Comet 1. USA et International; Australie; Canada; France; Allemagne; Italie; Espagne; Royaume-Uni; Qui sommes-nous; The committee concluded that fire was the most likely cause of the problem, and changes were made to the aircraft to protect the engines and wings from damage that might lead to another fire. [112] This time, the entire fuselage was tested in a dedicated water tank that was built specifically at Farnborough to accommodate its full length. The Feb 1959 OAG shows eight transatlantic Comets a week out of London, plus 10 BOAC Britannias and 11 DC-7Cs. [13] Sprite fittings were retained on production aircraft. The Comet Story. [168] The variant added wing pinion tanks, and offered greater capacity and range. Fuselage alloys detailed in Directorate of Technical Development 564/L.73 and DTD 746C/L90. It was later determined that the Comet's wing profile experienced a loss of lift at a high angle of attack, and its engine inlets also suffered a lack of pressure recovery in the same conditions. 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. Davies and Birtles 1999, p. 22 (Route map illustration). [111] Chaired by Lord Cohen, the committee tasked an investigation team led by Sir Arnold Hall, Director of the RAE at Farnborough, to perform a more-detailed investigation. The aircraft, registered G-ALYP, had taken off shortly before from Ciampino Airport in Rome, en route to . [135] The Comet 4 enabled BOAC to inaugurate the first regular jet-powered transatlantic services on 4 October 1958 between London and New York (albeit still requiring a fuel stop at Gander International Airport, Newfoundland, on westward North Atlantic crossings). Flights commenced on 4 October 1958 with the de Havilland Comet 4, bringing jet travel to the crossing for the first time . Extensively modified at the factory, the aircraft included a VIP front cabin, a bed, special toilets with gold fittings and was distinguished by a green, gold and white colour scheme with polished wings and lower fuselage that was commissioned from aviation artist John Stroud. Institution of Electrical Engineers 1978, p. 89. [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. The inquiries into the accidents that plagued the Comet 1 were perhaps some of the most extensive and revolutionary that have ever taken place, establishing precedents in accident investigation; many of the deep-sea salvage and aircraft reconstruction techniques employed have remained in use within the aviation industry. The second prototype was registered G-ALZK in July 1950 and it was used by the BOAC Comet Unit at Hurn from April 1951 to carry out 500 flying hours of crew training and route-proving. The first Comet 4B flew on 27 June 1959 and BEA began Tel Aviv to London-Heathrow services on 1 April 1960. [28] Two pairs of turbojet engines (on the Comet 1s, Halford H.2 Ghosts, subsequently known as de Havilland Ghost 50 Mk1s) were buried into the wings. [52], Operationally, the design of the cargo holds led to considerable difficulty for the ground crew, especially baggage handlers at the airports. At the end of the month this Comet was brought back to Hatfield from Cambridge (Marshall's) where 'radio' mods were made (JH). [148] In spite of the Comet being subjected to what was then the most rigorous testing of any contemporary airliner, pressurisation and the dynamic stresses involved were not thoroughly understood at the time of the aircraft's development, nor was the concept of metal fatigue. BOAC Comet 4 Captains Folder Africa routes original 1960s document Comet 4[edit] 304755204133. [182] Channel Airways obtained five Comet 4Bs from BEA in 1970 for inclusive tour charters. $430.00. Was: $999.99 57% off. A large portion of the aircraft was recovered and reassembled at Farnborough,[93] during which the break-up was found to have begun with a left elevator spar failure in the horizontal stabilizer. [51], When several of the fuselage alloys were discovered to be vulnerable to weakening via metal fatigue, a detailed routine inspection process was introduced. [41] The undercarriage could also be lowered by a combination of gravity and a hand-pump. Although the fuselage failed after a number of cycles that represented three times the life of G-ALYP at the time of the accident, it was still much earlier than expected. Explore our past: 1969. ", "De Havilland DH.106 Comet 4, G-APDJ, Air Ceylon. The World's First Jet Airliner" U.K. Photo L. Franco via Aviation Photography of Miami collection: Prototype Super VC10 during the transition from BOAC to BA, only the titling over the BOAC . [137] 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. Great images and Historical data of the BOAC Comet One and accompanying time period calclassic Airport scenery. Entering service in 1969, five Nimrod variants were produced. BOAC went on to fly the 707 on its own trans-Atlantic flights. [104], During the investigation, the Royal Navy conducted recovery operations. ", "XS235 - De Havilland DH-106 Comet 4C - United Kingdom - Royal Air Force (RAF) - David Oates", "Milestones in Aircraft Structural Integrity", "Aircraft Accident Report AAR8903: Aloha Airlines, Flight 243, Boeing 737-200, N73711", "De Havilland DH.106 Comet 4C, OD-ADT, MEA Middle East Airlines. The low-mounted engines and good placement of service panels also made aircraft maintenance easier to perform. Mr Charles Hardie was appointed as chairman of BOAC in succession to Sir Charles Guthrie. [58], The Comet 1 featured 5,050lbf (22.5kN) de Havilland Ghost 50 Mk1 turbojet engines. Worldwide International 134457089011 [82][143], In 1959 BOAC began shifting its Comets from transatlantic routes[N 21] and released the Comet to associate companies, making the Comet 4's ascendancy as a premier airliner brief. [82], Other operators used the Comet either through leasing arrangements or through second-hand acquisitions. BOAC de Havilland Comet 1 Jet Airliner Colour Card FB12P: $4.86. [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. [45], Sud-Est's design bureau, while working on the Sud Aviation Caravelle in 1953, licensed several design features from de Havilland, building on previous collaborations on earlier licensed designs, including the DH 100 Vampire;[N 12] the nose and cockpit layout of the Comet 1 was grafted onto the Caravelle. In August 1953 BOAC scheduled nine-stop London to Tokyo flights by Comet for 36 hours, compared to 86 hours and 35 minutes on their Argonaut piston airliner. [63] Comet commercial flights would not resume until 1958. Depending on weight and temperature, cruise fuel consumption was 6 to 10kg (13 to 22lb) per nautical mile (1.2 miles; 1.9 km), the higher figure being at the lower altitude needed at high weight. Engineers at de Havilland immediately recommended 60 modifications aimed at any possible design flaw, while the Abell Committee met to determine potential causes of the crash. BOAC COMET 4 Captains Folder Africa routes original 1960s document - EUR 54,29. Peggy Thorne, pictured left, in her BOAC uniform ahead of the first transatlantic jet engine flight in 1958 and the crew on board the BOAC Comet. [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. [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. . [161] Following the Comet 1 disasters, these models were rebuilt with heavier-gauge skin and rounded windows, and the Avon engines featuring larger air intakes and outward-curving jet tailpipes. [4] One of its recommendations was for the development and production of a pressurised, transatlantic mailplane that could carry 1 long ton (2,200lb; 1,000kg) of payload at a cruising speed of 400mph (640km/h) non-stop. $39.99. Design and construction flaws, including improper riveting and dangerous concentrations of stress around some of the square windows, were ultimately identified. BOAC's Comet 4s were leased out to Air Ceylon, Air India, AREA Ecuador, Central African Airways[179] and Qantas Empire Airways;[81][180] after 1965 they were sold to AREA Ecuador, Dan-Air, Mexicana, Malaysian Airways, and the Ministry of Defence. Kodera, Craig, Mike Machat and Jon Proctor. Just two years after its maiden commercial flight all the Comet 1 aircraft were grounded in 1954 after four unexplained crashes - the last two BOAC aircraft at . [N 22][163] A total of 12 of the 44-seat Comet 2s were ordered by BOAC for the South Atlantic route. [115] A further test reproduced the same results. 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. On 10 January 1954, the flight took off at 09:34 GMT for the final-stage flight to London. Empire of the Clouds - James Hamilton-Paterson P 39-40, Faber and Faber 2010, Report of the Court of Inquiry into the Accidents to Comet G-ALYP on 10th January 1954 and Comet G-ALYY on 8th April 1954-HM Stationery Office 1955-p 20 - para 78-79, The DeHavilland Comet Disaster - Aerospace Engineering - Paul Withey Professor of Casting at the University of Birmingham School of Metallurgy - Video presentation retrieved 30NOV22, The deHavilland Comet Disaster - Aerospace Engineering - Paul Withey Professor of Casting at the University of Birmingham School of Metallurgy - Video presentation retrieved 30NOV22 Time stamp 42:07, The DeHavilland Comet Disaster - Aerospace Engineering - Paul Withey Professor of Casting at the University of Birmingham School of Metallurgy - Video presentation retrieved 30NOV22 Time stamp 58:27. [97] Aviation author Bill Withuhn concluded that the Comet had pushed "'the state-of-the-art' beyond its limits. In fact the mention of 'windows' in the Cohen report's conclusion, refers specifically to the origin point of failure in the ADF Antenna cut-out 'windows', located above the cockpit, not passenger windows. On October 4th, 1958, a British Overseas Aircraft Corporation ( BOAC) de Havilland DH.106 Comet conducted the first-ever regularly scheduled commercial jetliner transatlantic crossing. [155] Boeing stated that podded engines were selected for their passenger airliners because buried engines carried a higher risk of catastrophic wing failure in the event of engine fire. [94], The inquiry's recommendations revolved around the enforcement of stricter speed limits during turbulence, and two significant design changes also resulted: all Comets were equipped with weather radar and the "Q feel" system was introduced, which ensured that control column forces (invariably called stick forces) would be proportional to control loads. In 1962, BOAC and the British steamship company Cunard formed BOAC-Cunard Ltd, operating services to North America, the Caribbean and South America. 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. [124] In fact, the Comet 1's window general shape resembles a slightly larger Boeing 737 window mounted horizontally. [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. AUSTRALIA 1959 BOAC Comet 4 illustrato FFC da Sydney a Singapore - EUR 3,97. [72], Prince Philip returned from the Helsinki Olympic Games with G-ALYS on 4 August 1952. : This photo of Super VC10 G-ASGD taken in Mexico in 1972 shows the Speedbird livery without Cunard titles. Singapore arrival mark on back. The next was at Karachi on 2 March 1953 when a Canadian Pacific Airlines Comet, on its delivery flight to Sydney, had a similar crash killing all on board, including some Australians. [24], The prototype was registered G-ALVG just before it was publicly displayed at the 1949 Farnborough Airshow before the start of flight trials. The 2R ELINT series was operational until 1974, when replaced by the Nimrod R1, the last Comet derivative in RAF service. BOAC ordered 19 Comet 4s in March 1955, and American operator Capital Airlines ordered 14 Comets in July 1956. BOAC Flight 781 was a scheduled British Overseas Airways Corporation (BOAC) passenger flight from Singapore to London. [199], Aircraft of comparable role, configuration, and era, This article is about the jet airliner. [42] Power was syphoned from all four engines for the hydraulics, cabin air conditioning, and the de-icing system; these systems had operational redundancy in that they could keep working even if only a single engine was active. Queen Elizabeth, the Queen Mother and Princess Margaret were guests on a special flight of the Comet on 30 June 1953 hosted by Sir Geoffrey and Lady de Havilland. Principal investigator Hall accepted the RAE's conclusion of design and construction flaws as the likely explanation for G-ALYU's structural failure after 3,060 pressurisation cycles. [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. [105] The first pieces of wreckage were discovered on 12 February 1954[106] and the search continued until September 1954, by which time 70 percent by weight of the main structure, 80 percent of the power section, and 50 percent of the aircraft's systems and equipment had been recovered. [82][186] A hangar fire damaged a No. BOAC then started flying Short S25 Sunderland III flying boats to West Africa. [49] At its introduction, Comet airframes would be subjected to an intense, high-speed operating schedule which included simultaneous extreme heat from desert airfields and frosty cold from the kerosene-filled fuel tanks, still cold from cruising at high altitude. 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. vs 315mph (507km/h), respectively), and a faster rate of climb further cut flight times. ", This page was last edited on 23 February 2023, at 18:58. While the report noted that stress around fuselage cut-outs, emergency exits and windows was found to be much higher than expected due to DeHavilland's assumptions and testing methods[122] the passenger windows shape has been commonly misunderstood and cited as a cause of the fuselage failure. Had pushed `` 'the state-of-the-art ' beyond its limits BOAC went on to fly at levels 12,000m. Tel Aviv to London-Heathrow services on 1 April 1960 later that year Britannias over! Year Britannias took over that route 10 January 1954, the air and into historyon 20,000 of... 09:34 GMT for the on board the Bruntingthorpe Aerodrome also displays a related Siddeley... A week out of London, plus 10 BOAC Britannias and 11 DC-7Cs ofertas! ] a hangar fire damaged a No fuselage alloys detailed in Directorate Technical... Two passengers sustained minor injuries, but with functioning cockpit equipment and instruments installed to G-ALYV... 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