1959
G-APDK Comet 4
Between 3rd and 12th February four production test flights were completed (totalling 10 hrs. 05 min.) culminating on the 12th with a 55 minute acceptance flight – again with Capt. Wallace of BOAC.
LV-PLM Comet 4 for Aerolineas Argentinas.
Check flight with PW was on the 16th Feb. lasting 1hr. 20 min.
LV-PLO Comet 4 for Aerolineas Argentinas.
Following the maiden flight on 27th January the 1st and 2nd Production Test flights took place, with PF, on 24th – 25th February (4hrs. 15 min. and 4hrs. 05 min. respectively).
G-AMXD Comet 2E
At Boscombe Down a special flight lasting 2hrs. 55 min. was undertaken to assess Decca Dectra lateral separators with ‘Doc’ Stewart. Decca Dectra was a new navigation system which could ensure that aircraft maintain an accurate lateral separation within air corridors. The system once fully developed became standard on BOAC Comet 4s.
‘XD went on to be used for long range radio development work based at Farnborough.
LV-PLO Comet 4
On 18th March, with Pbu, a 1hr. 10 min. hop to Paris to fly a series of demonstration flights from various European capitals.
Two flights were made from Paris (1hr. 25 min., 1hr. 10 min.) the same day. Then on the 19th across to Frankfurt (1hr. 15 min.) where two more demo. flights were made (total time 2hrs. 15 min.). On 20th it was on to Amsterdam (1hr) and two more demonstration flights (1hr. 10 & 1 hr.) and on the 21st it was down to Rome (the trip taking 2hrs. 25 min.) and two 1hr. 05 min. demonstration flights.
On 22nd March the circus moved from Rome to Madrid (2hrs. 25 min.). Two demos. were undertaken (1hr. 10 & 1hr. 20) and finally to Lisbon on the 23rd for more demonstration flights.
At Lisbon two more flights (each 1hr. 10) completed the European programme and then on the 25th a change with a long-haul flight to Dakar (4hrs. 05 min.). The same day the flight continued to Recifé (this leg lasting 4hrs. 40 min.) and from Recifé to Buenos Aires (5hrs. 55 min.). The total time (in the air) from Lisbon to Buenos Aires was 14hrs. 40 min.
LV-AHN Comet 4.
(This aeroplane was originally registered LV-PLM but was then re-registered LV-AHN on the 2.3.59). It was christened ‘Las Tres Marias’ and had been flown out to Buenos Aires by another crew (JC).
On the 28th March a series of training flights were undertaken for route proving purposes and to give a number of demonstration flights at Santiago, Mendoza, Cordoba and then back to Buenos Aires. Thus began a period when many months were spent based in Argentina.
LV-AHN Comet 4
On 31st – with PBu – a 2hr. 25 min. flight was made to Santiago. From here four, approx. one hour, demonstration flights were flown and the same day they returned to Buenos Aires.
On the 4th April the same pattern was repeated with a flight to Rio de Janeiro and from there four demo. flights were arranged. Again it was back to Buenos Aires the same day.
Training and route proving also took place on a long trip to the U.S.A. On 7th April a 3 hr. 15 flight to Rio de Janeiro and on the 8th – 5hrs. 35 min. to Trinidad and then 5hrs. 30 min. to New York.
On 9th April a 3hr. 55 min. flight was made to Montreal from New York where a demonstration flight was made lasting 2hrs. 40 before returning to New York.
Two days later the return trip to Buenos Aires began with a 5hr. 20 flight to Trinidad. The next day it was on to Rio de Janeiro (4hrs. 25) and as if they had not done enough flying, a 2hr. 55 min. training flight was undertaken from there.
On 13th the return journey continued via Porto Alegre (2hrs. 55 min.) and the following day on to Buenos Aires the last leg taking in 2hrs.10 min.
While in South America many local training flights were interspersed with longer training and route proving flights. Between 16th April and 11th of May 38 flights were made resulting in a total of 103 flying-hours being accumulated. Most of these were made with Peter Buggé in command – as was a return trip to London via Rio, Recifé, Dakar, Madrid, Rome and Frankfurt on the 5th – 6th May. The break was short because on the 9th /10th the return flight to Buenos Aires began this time via Paris, Lisbon, Dakar, Recifé and Asuncion.
LV-AHP (was formerly LV-PLP but re-registered in May 1959) christened ‘El Lucero de Alba’.
Attention now switched to another Comet 4 – LV-AHP. The same pattern of training and route proving flights were undertaken to Mendoza and Santiago and the surrounding area. With PBu they made eight flights between 12th and 17th of May.
LV-AHO (was formerly LV-PLO but re-registered in March 1959) was christened ‘Cruz del Sur’.
On the 19th and 20th of May, with PBu, they made another trip back to London via Recifé, Dakar, Lisbon, Rome and Frankfurt. On the 24th – 25th the return trip to B.A. was made via Paris, Madrid, Dakar, Recifé and Rio.
LV-AHN, LV-AHO and LV-AHP.
The three aeroplanes continued their crew training flights until the middle of June. After a special New York trip between –10th&14th Aerolineas Argentinas crews took command – Captains Seleghan, Rice, Dillon, Moreno-Pachelo, Regunala and Kempt undertook a series of trips culminating in a flight back to London on the 18th June with the Frankfurt-London leg (1hr. 55 min.) being made with number 3 engine ferried. there is no indication what the problem was.
G-APMA Comet 4B.
Back at Hatfield, with PBu, the first BEA 4B was undergoing initial flight testing. On3rd July tests of High Mach./Cruising and on aft C.of.G handling were undertaken (total time 3hrs. 05 min.).
LV-AHO Comet 4
With Captains Kempt, Torrelia and Llense made a return trip to Recifé on 4th and 5th July.
LV-AHN Comet 4
Was collected from Recifé and flown to London between the 5th and 8th with Capts. Baldon, Kempt and Torrelia.
With LEFY as E1 Crew training and route proving continued until 15th July 1959 when LEFY returned to England for more experimental and test flying.
G-APMA Comet 4B.
On 22nd July with PF this BEA destined Comet underwent tests and ‘trailing static’ on a 2 hr. 10 min. flight – and on the same day another 1hr. 40 flight for trim curves and pulling ‘G’. On the 23rd with PBu at the controls a 2hr. 45 min. flight was made and with PF a 1hr. 45 min. flight used evaluating the auto-pilot. With its shorter wingspan the 4B handled quite differently compared to the Mk.4. With the first 4Bs there was extensive testing and evaluation of its flight characteristics and comparison with the 3B.
XK698 Comet 2C.
The 12th August saw the team undertake ‘movement and noise measurements’ on ‘698. These tests were satisfactory. PF was at the controls. [it is interesting to note that during 1959/60 there were problems associated with jet noise. The matter was raised in Parliament where in debate emphasis was placed on those ‘inventions of the devil’ the Boeing 707 and TU 104 jets. Both were much noisier than the Comet or indeed its French rival the Caravelle. In fact, because of some authorities sensitivity to jet noise, BEA. were forced to change their route plans to Oslo and there was also concern that the Australian authorities would ban the Comet from Melbourne].
G-APMB Comet 4B.
On 17th August the second BEA 4B (actually the first to be delivered) had its first of a series of production test flights. With PF its first flight lasted 5hrs. 15 min. On the 25th, with the same crew, the second fight lasted 4hrs. 20 min. On 26th a third flight was completed (2hrs. 10 min.) and then on the 28th three more flights – the 4th Sept. for radio trials (4hrs 20min) and the 5th (45 min.) and 6th (1hrs 10min) for production testing.
G-APMA Comet 4B.
Between 7th and 9th September, with PBu, eight flights, mostly under the hour, were made to assess stall characteristics.
G-APMB Comet 4B.
On 15th September with PBu. ‘De-icing and noise measurement’ and the first recorded flight with John Hanslip for radio checks and acceptance by BEA. The acceptance flight lasting 3hrs. 25 min.
G-APMA Comet 4B.
From the 25th – 29th nine flights were made with JC where stalling characteristics in particular were assessed. On the 30th with PF a ‘high Mach’ 0.865. flight lasting 2hrs. 10 min. took place. From October 1st more stall tests with JC and PBu until ‘pass movement’ and ‘auto pilot checks’ on the 5th and 6th of the month (resp.)
G-APMB Comet 4B.
This 4B had been back to Hatfield for modification and was taken up by PW for a 3hr. 25 min. flight after the mods. Following that two more flights were made to evaluate stalls (JC) and two more to test tail-down takeoffs (JC & PF) were made. On the 14th a 2hr. 5 min. flight was made to test de-icing equipment (PF) and on the 15th it was over to the RAE at Bedford where all-up-weight (AUW) tail-down takeoffs were demonstrated. Then it was back to Hatfield.
On 16th pressurization checks were combined with BEAs acceptance flight (4hrs. 15 min.) with PW in the right-hand seat. On 19th ‘MB flew to Cologne (JC,PBu,PW) where three demonstration flights were made. ‘MB returned to Hatfield the same day.
Total flying time for the trip was 6 hours.
G-APMA Comet 4B.
Stalls tested with Peter Wilson on the 29th
G-AOVU Comet 4C.
This was the first Comet 4C – destined for Mexicana. Its first flight lasted 4hrs. 50 min.on the 31st October (PF). From mid-November (11th) work concentrated on this new variant. Development was intensive. Twenty three flights were made (PBu,JC,PF.) making production and test flights. A total of 38hrs. 25 min. flying was spent evaluating – auto-pilot, performance envelope, trailing static stalls, centre of gravity, buffet boundary, tail-down takeoffs (including a demo. at RAE Bedford), forward C of G. handling, and included a two hours demonstration flight to Middle East Airlines who were expressing an interest in the type.
On 1st December a two day trip to Paris was made where the 4C made two demonstration flights before returning to Hatfield via Brittany. Between the 3rd – 10th December testing continued with PW – seven flights assessed fully braked landings (3), minimum trim speed (1), cruises (1), aft C of G. handling (1) and auto pilot.
On 11th with John Cunningham the 4C was again demonstrated to M.E.A. Cruising characteristics were assessed on the 18th and, on the 19th, a long cruise was made from Hatfield to Beirut (5hrs) and back (5hrs. 40 min.) – as part of the 4Cs development programme and to provide operational data for M.E.A.
G-APDJ Comet 4. [c/n 6429]
Back to the Comet 4 with JH where the first flight of this BOAC destined 4 was made on the 24th December from Chester to Hatfield (1hr 25min).
1959 ended with LEFYs total flying time now 1469hrs. 55 min. – having accumulated 618 hrs. 35 min. during the year – all on Comets.
1960
G-AOVV Comet 4C.
January 8th saw a round trip to Prestwick for final checks with PBu (total flying time 9hrs) and the next day a 2hr. 25 min. acceptance flight for Mexicana.
A 1hr. 20 min. check flight was made on the 12th and then on the 13th and 14th with PW on to Mexico. Now registered XA-NAS the trip was made via Gander (6hrs), Chicago and Toronto (5 hrs. 10 min.) and the following day (14th ) Toronto to Mexico (6hrs. 30 min.).
A demonstration flight was made on the 19th from Mexico City which was the first of a series of such flights and route proving flights lasting through to the end of February.
Most of these were flown by PW and JC. Twenty nine flights were made lasting total of 58hrs. 49 min. and included a South American demonstration and sales tour (JC). Mexicana routes fanned out from Mexico City and included Los Angeles, Chicago, New York and to many cities in Central and South America. The Sale tour visited: Acapulco, Panama, Bogotà & Medellin, Colombia; Quito, Equador; Lima, Peru; Santiago & La Serena, Chile; Port of Spain, Trinidad; Bridgetown, Barbados; Caracas & Maracaibo, Venezuela; Havana, Cuba and Mérida, Mexico before returning to Mexico City.
G-APMA Comet 4B.
Having returned from Mexico in April crew training with BEA began from Stansted on the 23rd . It continued until the 26th May. The log mentions Captains Wilson, Augus, on ‘MA between 29th April. Capts. Alexander, Wilson and Angus on ‘MD between 18th and 26th of May including a round trip to Prestwick.
XK 697 Comet 2C.
A check flight took place on this Comet on the 13th May between BEA crew training (PF).
G-ANLO Comet 3B.
An interesting series of tests were carried out on the 3rd and 4th of June with PBu and PF. A nose wheel guard was being tested – this modification was made following the incident where Capt. Peter McKeown, BEA., lost two, and nearly lost three, engines after grit was ingested after being thrown up by the nose wheel from a slush covered runway LINK
XA-NAR Comet 4C.
This Comet was officially delivered to Mexicana on the 8th June making the trip from Hatfield via Gander (6hrs. 30 min.) Chicago (4hrs. 20 min.) and on to Mexico City (4hrs).
XA-NAR& XA-NAS Comet 4Cs
Between 27th June and 2nd July a series familiarization flights were made (PW & PF) with Mexicana captains Pini and Fabre. Checks, Circuits and night flights were made. On 1st July a trip to Brownsville, Texas was made – which included Capts. Peneda and Sorenson amongst the crew – returning to Mexico the next day.
XA-NAS Comet 4C.
Started it first service flight to Los Angeles (4hrs) with Capt. Pini on the 4th July returning the following day.
XA-NAR& XA-NAS Comet 4Cs
Training continued en route. Captains Borstel, Delgardo and Perez operated in and out of Mexico City and on longer flights to Los Angeles. Trips included Brownsville and on a Los Angeles flight a diversion (NAS) had to be made to Ontario, Canada. The Log records the crew having to take a Los Angeles Airways flight to collect the Comet from Ontario. On the 19th it was ferried back to Los Angeles. NAS was back in service by the 25th.
183hrs. 35 min. was spent operating from Mexico. Routes in addition to those mentioned above included Miami, New York and Chicago. Check flights were still undertaken, for example, checking 0.79 Mach cruise and on one occasion making 16 I.L.S. approaches. At the end of July a demonstration flight was laid on to New York for another Mexican airline Guest Aerovias Int. who were planning to operate a jet service on the route. They later leased Mexicana Comets.
This first stint in Mexico finished on the 14th August 1960.
VP-KPJ Comet 4.
This aircraft had been delivered to East African Airways Corporation on the 25th July 1960. It began scheduled services with Flight 715 from Rome on the 17th September. Commanded by Capt. Henn it flew to Nairobi via Khartoum (5hrs. 15 min.), Entebbe (2hrs. 40 min.) and the last leg took 1 hour 10 minutes. A return flight to Rome was made four days later with Capt. Cartwright. Rome – Nairobi followed on the
VP-KPK Comet 4
Joined it sister aircraft on the 6th October. Other EAAC Captains were Davidson and Bicknell.
VP-KPJ Comet 4.
With Capt. Bicknell at the controls KPK after takeoff from Rome – log entry recalls ‘port ‘D’ door was jettisoned’ – this event necessitated a return to the airfield. The same day the aeroplane was brought back to London.
G-AMXD Comet 2E.
The 1st November saw work start on Phase one of auto-pilot development for the D.H.121 (later Trident) with PF from Hatfield.
XA-NAS Comet 4C.
Back to Mexico and operating locally on the 16th November. Along with XA-NAR, mostly with Capt. Sottill made regular flights to San Antonio, and circuits at Tampico which lasted until the end of the year. XA-NAT joined the fleet and operated routes locally, to South America, to Los Angeles and to Chicago.
By the end of 1960 LEFYs total flying hours had increased to 2051hrs. 55 min. including 594hrs. 15 min. added during the year.
1953-1958
Copyright © David Young 2018
1961-1967