De Havilland Comet / D.H.88

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De Havilland - Leopard Moth / D.H.85 - 1933 - Великобритания De Havilland - Dragon Rapide / Dominie / D.H.89 - 1934 - Великобритания

Страна Country: ВеликобританияUnited Kingdom

Год Year: 1934

Двухместный гоночный и почтовый самолет

Варианты Variants

De Havilland - Comet / D.H.88 - 1934 - ВеликобританияUnited Kingdom
Caudron - C.640 Typhoon - 1935 - ФранцияFrance

de Havilland DH.88 Comet

Самолет DH.88 Comet был разработан специально для гонок 1934 года между Милденхоллом и Мельбурном, приуроченным к столетию австралийского штата Виктория, спонсором которых был сэр Макферсон Робертсон. К февралю 1934 года - сроку окончания приема заявок и заказов - были получены три заявки. Покупателями были А. О. Эдвардс, владелец отеля "Grosvenor House", Бернар Рубин, а также супруги Моллисон, Джим и Эми (в девичестве Джонсон). Comet имел цельнодеревянную конструкцию. В передней части были установлены три больших топливных бака, позади которых тандемно размещались места для пилотов. Силовая установка состояла из двух двигателей Gipsy Six R с большой степенью компрессии, вращавших двухлопастные винты Ratier, имевшие два фиксированных шага лопастей. Перед взлетом необходимый для его выполнения шаг устанавливался вручную, а после набора скорости 241 км/ч лопасти автоматически переводились на крейсерский шаг. Основные стойки шасси с хвостовой опорой вручную убирались в мотогондолы, а на задней части крыла были установлены разрезные взлетно-посадочные щитки.
   Первый Comet, предназначенный для Моллисонов, был поднят в воздух Хьюбертом Брэйдом 8 сентября 1934 года в Хэтфилде. Эта машина получила сертификат летной годности 9 октября, а две остальные 12 октября, всего за восемь дней до начала гонки. Утром 20 октября стартовали первые участники состязания, включая Моллисонов на "Black Magic", О. Катгерт-Джонса и К. Уоллера на G-ACSR (принадлежащего Рубину) и С. Скотта и Т. Кэмпебелл-Блэка на "Grosvenor House". "Black Magic" благополучно преодолел участок маршрута между Лондоном и Багдадом, но был вынужден вернуться в Аллахабад из-за проблем с двигателями. Катгерт-Джонс и Уоллер, после вынужденной посадки в Персии, добрались до Мельбурна четвертыми, На обратном пути, взяв на борт почту, они показали рекордный результат для замкнутого маршрута - 13,5 дней. Победителями гонки стали Скотт и Блэк, преодолевшие дистанцию за 70 ч 51 мин. Ныне "Grosvenor House" находится в коллекции Шаттлуорта в Олд-Уордене, в Бедфордшире.
   Были построены еще два Comet, один из которых использовался для доставки почты правительством Франции. Вторая машина предназначалась Сирилу Николсону, ставшему спонсором двух неудачных попыток установить рекорд на трассе между Лондоном и Кейптауном. Во время второй попытки, 22 сентября 1935 года, из-за остановки двигателей над Суданом, экипаж воспользовался парашютами, и самолет был потерян.

ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

   de Havilland DH.88 Comet

   Тип: двухместный гоночный и почтовый самолет
   Силовая установка: два рядных поршневых двигателя de Havilland Gipsy Six R мощностью по 230 л.с. (172 кВт)
   Летные характеристики: максимальная скорость на оптимальной высоте 381 км/ч; крейсерская скорость на оптимальной высоте 354 км/ч; начальная скороподъемность 274 м/мин; потолок 5790 м; дальность полета 4707 км
   Масса: пустого 1288 кг; максимальная взлетная 2413 кг
   Размеры: размах крыла 13,41 м; длина 8,84 м; высота 3,05 м; площадь крыла 19,69 м2

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Flight, September 1934

THE DE HAVILLAND "COMET"
Boat-building practice has been extensively adopted in the construction of the machines for the MacRobertson Race

   STRESSED-SKIN construction has been used extensively in the new de Havilland machines specially designed and built for the England-Australia Race. For the benefit of the less technically-minded of our readers it may be pointed out that this expression is applied to a form of wing or fuselage covering which, in addition to giving the component the desired external form, helps also to give it strength. In an ordinary biplane wing, the strength is provided by the primary structure: Spars and ribs; the doped fabric is not taken into account, although it may under certain conditions contribute something to the strength. The "stressed-skin" covering may, of course, be of any material capable of resisting compressive loads, such as wood or metal. When metal is used, it is of necessity applied in very thin panels in order to reduce weight. This means that unless stiffened by some internal framework of stringers or the like, the metal skin will crinkle. When wood is used for the skin, less stiffening is usually necessary because the wood, being much lighter than metal, can be and is used in much greater thicknesses.
   In the case of the de Havilland "Comet" the use of a stressed skin was, once wooden construction had been decided upon, forced upon the designers by the fact that two spars of a size which could be housed in the thin wing-section employed would not have provided sufficient strength, even if they were of solid wood. To obtain the requisite strength the wing covering had to be made of a form which would reinforce the spars. The system finally adopted was one in which certain members having the appearance of orthodox wing spars, and of similar construction, i.e., box-section, are used for taking the shear loads and for transmitting the loads to the covering. Bending and torsional loads are taken by the skin, which is in the form of a spruce planking laid on after the manner of "double diagonal" planking of many lifeboats. That is to say, there is an inner and an outer layer, each composed of spruce strips some two inches wide, the strips of inner and outer layers crossing each other at approximately right angles. The thickness of this skin or planking is reinforced where the stresses are high, such as on the upper surface near the root of the wing, by a third and even a fourth layer, reaching in places a thickness of more than half an inch. At other places, such as at the tips where the loads are small, the planking is only about one-eighth of an inch thick.

Fuselage Construction

   For the fuselage a somewhat similar construction has been adopted. The shape is almost a perfect streamline, but not quite. The sides, which are not of great depth, are flat, and there would be no point in using the double-diagonal type of planking for them. Consequently they are covered with plywood in the ordinary way. The top and bottom of the fuselage, however, have a double curvature, and are planked with spruce strip in the same manner as the wing. This is necessitated by the fact that sheet material cannot be bent to a double curvature. It can, to put it in a different way, be bent into the form of a cylinder or cone, but not into the shape of a barrel. The use of diagonal strip planking makes it easy to get a smooth double curvature. The nose and tail fairings of the fuselage are of beaten Electron sheet.
   From an aerodynamic point of view the de Havilland "Comet" is interesting on account of the trouble taken to reduce drag to a minimum. The fuselage is, as already mentioned, of nearly perfect streamline form. Its maximum cross-sectional area has been kept down to the minimum which would house the crew, and by placing the cockpit well aft, increasing the fuselage depth slightly behind the cockpit, and using a flatly-sloping windscreen, the break in the airflow caused by this necessary excrescence has probably been reduced to a minimum. The view obviously cannot be as good as if the cockpit were in the nose of the fuselage, but in a racing machine something must always be sacrificed for speed.

The Retracting Undercarriage

   The fact that the machine is a twin-engined monoplane has brought with it the almost inevitable use of retractile undercarriages, the wheels of which draw up into the tail fairings behind the engines. A mudguard over the front of each wheel prevents stones, etc., from being flung into the airscrews, and when the wheels are raised this same mudguard forms part of the bottom of the engine nacelle, leaving merely an opening large enough to let the air escape from inside the engine cowling.
   Sheet metal fillets are used where the wing joins the fuselage in order to reduce interference and keep the airflow as smooth as possible. The same system has been employed on the tail, fillets being used to run the fin surface gradually into that of the fuselage and tailplane. The rudder extends down to the top of the fuselage only so that in straight flight and for small rudder movements, there is an easy path for the air to follow and eddying is reduced to a minimum. By giving wings and fuselage several coats of paint, rubbing down between coats, and repeating the process, a remarkably smooth surface has been obtained, which by reducing skin friction in such a fast machine should add materially to the speed.
   A machine with the aerodynamic “cleanness” of the "Comet" will obviously have a very flat gliding angle, and when most of the fuel has been consumed, so that the wing loading is reduced, it might be a matter of some difficulty to bring the machine into a small aerodrome. In order to make this possible air brake flaps have been fitted. These take the form of. split trailing edge haps over the central portion of the wing, extending from one engine nacelle to the other. When closed, the flaps lie snugly against the main wing surface. They are operated by a simple torque tube and levers.
   Designed for long-range flying (the distance from London to Baghdad is about 2,550 miles), the "Comet" is provided with very large petrol capacity. The three tanks are all carried in the fuselage, one of 128 gallons capacity in the nose, another of 110 gallons capacity approximately over the centre of gravity, and a third, of 20 gallons, just aft of the cockpit. The latter tank is used for trimming purposes. As petrol is consumed the forward tank begins to empty, and to keep the machine from being tail-heavy a small quantity is taken from the rear tank, which is farther from the e.g., and therefore works on a longer "leverage." In addition, the elevators are provided with a spring-loading device for trimming purposes. The tailplane itself cannot be adjusted for incidence.

The "Office"

   Accommodation is provided in the cockpit for a crew of two. They are seated one behind the other, and have dual controls so that they can take turns at piloting. A well-equipped instrument board is placed in front of the forward seat, and can be seen, by craning slightly, from the back seat also. The flying controls are of the usual type, with a plain "stick" for elevator and ailerons. A large wheel to the right of the front seat operates the undercarriage retracting gear. On the left is a lever which operates the air brake flaps fitted under the central trailing edge portion of the wing. Wheel brakes are connected to the rudder bar for steering on the ground. A transparent roof over the cockpit encloses the occupants.
   Flying control surfaces are of usual type, with a form of Frise aileron operated by the patented de Havilland differential method. The ailerons are mass-balanced by lead distributed along the leading edge of the aileron. Rudder and elevators have the usual bob-weight mass balances. In the rudder and elevator controls a mechanism has been inserted to give a very low gear ratio at small angles of movement of the control surfaces and an increasingly greater ratio for larger movements. This has, of course, been done in order to provide lightness of control and eliminate violent response to small movements of the controls at high speed.
   Engine mountings and undercarriage attachments form almost the only metal parts in the "Comet." Welded steel tube construction is used for the engine supports, and the undercarriage wheels are carried en steel forks with telescopic limbs. The wheels are raised and lowered by a worm gear, or rather by the use of “overgrown” bolts and nuts, the "nuts" forming cable drums for the operation of the gear. Thus when the “nuts” are rotated by cables from the cockpit, they draw the “bolts” upwards, shorten one member, which forms one side of a triangle, and thereby raise the triangle and with it the wheel. The movement is explained in two diagrams. As the worm gear is self-locking, no danger arises if the machine should land with the wheels not quite in the “fully down” position. The Dunlop wheels are provided with brakes, which can, as already mentioned, be operated separately via the foot bar. They can be locked "on" together for parking. Instead of a tail wheel there is the usual tail skid, which is thought to offer less air resistance and which helps to pull the machine up when landing.
   The power plants fitted in the "Comet" are de Havilland "Gipsy Six" engines, specially modified for the purpose of the MacRobertson Race. By using a modified cylinder head, valve rocker gear and piston, the overall height of the engine has been slightly reduced, the compression has been raised from 5.25 to 6.5, and the engine works satisfactorily on standard service fuel to D.T.D. 224 specification.
   In order to take advantage of the use of the Hamilton controllable pitch airscrews fitted, the normal speed of the engine has been increased to 2,350 r.p.m. At the maximum of 2,400 r.p.m. the engine develops 224 b.h.p. on the bench. In the air this is slightly increased owing to the small degree of "boost" obtained by the high forward speed of the machine. A new crankshaft has had to be made to get an appropriate hub fixing for the Hamilton airscrew. The high pressure required (about 100 lb. /sq.in.) to operate the pitch control of the propeller is obtained from the usual engine pumps through duplicate oil relief valves. It does not affect in any way the normal lubrication system. The standard arrangement of alternative hot or cold air supply for the carburetters has been retained in case adverse weather conditions are encountered during the race. Warm air, if required, is taken from the vicinity of the cylinders through a flame trap.
   A special coupling is provided on the rear end of the crankshaft for driving a rotary vacuum pump used to operate the Sperry gyro compass.

Data

   But few data relating to the "Comet" are available. The dimensions and areas are shown on the general arrangement drawings. The gross weight is in the neighbourhood of 5,250 lb. As the quantity of fuel carried is 258 gallons, a little "guessing" puts the tare weight, fully equipped, at something like 3,000 lb. Should this be approximately correct, the ratio of gross to tare weight is 1.75. In other words, the machine carries 75 per cent, of its own weight.

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Flight, October 1934

THE SUCCESSFUL MACHINES
Points of Interest in the Specifications of the De Havilland "Comet,” Douglas D.C.2 and Boeing Transport

   WHEN the details of the route over which the England-Australia Race was to be flown were made known, there were many who held that it was impossible to produce a machine capable of a flight of more than 2,500 miles non-stop and yet capable of passing the I.C.A.N. take-off requirement, which demands that an aeroplane in the "normal" category, i.e., not stressed for aerobatics, shall be able to clear, from standing start, a barrier 20 metres (66ft.) high in a horizontal run not exceeding 600 metres (656 yards). The De Havilland Aircraft Company, Ltd., designed and built the "Comet," and in a test flight Capt. H. Broad, the firm's chief test pilot, cleared the barrier by as much as 120ft., carrying full load.
   It still remained to be proved whether or not the machine would do the flight from Mildenhall to Baghdad non-stop. The Mollisons provided the proof by leaving Mildenhall at 6.30 a.m. last Saturday and landing at Baghdad at 7.10 p.m. the same day without having landed en route. Moreover, they covered the distance at an average speed of 200 m.p.h.
   The De Havilland "Comet" is a very small low-wing cantilever monoplane of all-wood construction. One of its most interesting features is the wing construction. A very thin wing section was chosen because of its low drag, but the problem of providing the necessary strength in so small a thickness was a serious one. It was solved by planking the wing with spruce strips some 2in. wide, the strips of one layer crossing those of another layer at approximately right angles. A similar form of construction is often used in boat building, and is known as the “double-diagonal” type of planking. Near the wing roots of the “Comet” there are several layers, and the thickness of the planking is more than half an inch thick.
   The streamline fuselage is of somewhat similar construction, and by placing the crew far back the “break” in the lines which is caused by the windscreen has been reduced to a minimum.
   With two special high-compression "Gipsy Six" engines placed outboard on the wings, it was logical to fit retractable undercarriages, as these would go nicely into the engine fairings. This was done, and the combination of a small fuselage of small cross-sectional area and nearly perfect streamline form, with a cantilever wing of very small thickness, and streamlined engine nacelles housing also the wheels, has produced what is probably the most efficient aeroplane ever built.
   Accommodation in the tiny cabin is of necessity somewhat cramped, as there is no room for the occupants to get up and stretch their legs, nor is it possible for them to change places. In a racing machine something has to be sacrificed, and in this case it had to be comfort. As far as one can ascertain, Scott and Campbell Black were no more tired than other competitors who were flying larger machines in which it was possible to change seats and alter position, so that the strain of sitting in one position for ten or twelve hours cannot have been altogether excessive.
   Although built as a racing machine, it is obvious that by taking out the large petrol tanks and fitting smaller ones, reducing the range to, perhaps, 1,000 miles, and possibly transferring the cockpit to the nose of the fuselage for better view, the "Comet" could be turned into a very useful mailplane with quite a good payload and relatively economical in operation.
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Описание:Description:

de Havilland DH.88 Comet
Flight, September 1934
THE DE HAVILLAND "COMET"
Flight, October 1934
THE SUCCESSFUL MACHINES
Flight, June 1935
NEW and EXPERIMENTAL TYPES at HENDON

Авиация и Время 2012-02 / В.Морозов - Из Англии в Австралию: дальше уже некогда
Регистрационный номерRegistry number: G-ACSS [103]
DH 88 Comet. Экипаж К. Скотт и Т. Кэмбелл-Блэк
Авиация и Время 2012-02 / В.Морозов - Из Англии в Австралию: дальше уже некогда
Регистрационный номерRegistry number: G-ACSP [17]
DH 88 Comet. Экипаж Дж. Моллисон и Э. Моллисон
Авиация и Время 2012-02 / В.Морозов - Из Англии в Австралию: дальше уже некогда
Регистрационный номерRegistry number: G-ACSR [18]
DH 88 Comet. Экипаж О. Кэтгард-Джонс и К.Вэллер
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSP [17], G-ACSR [18], G-ACSS [103]
Все три гоночные "Кометы"

Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSS [103]
Восстановленный DH-88 на выставке в Фарнборо в сентябре 1988 г.
Мировая Авиация 84
Регистрационный номерRegistry number: G-ACSS [103]
Один из самых известных экспонатов коллекции Шаттлуорта, DH.88 Comet "Grosvenor House", выиграл воздушные гонки Макробертсона 1934 года на трассе Великобритания-Австралия. Этот красивый самолет все еще может рулить и разбегаться по ВПП, и в таком состоянии его можно увидеть в дни демонстрации экспозиции.
Aeroplane Monthly 1987-07 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1987-07 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
After a 14yr restoration by the Shuttleworth Collection, the Royal Aircraft Establishment and British Aerospace, de Havilland D.H.88 Comet G-ACSS Grosvenor House took off for the first time at 1328hr on Sunday, May 17. The successful 40min flight from Hatfield - whence ’CSS made its original first flight 53yr ago - was, in the words of the Comet’s pilot, George Ellis, “a marvellous experience”.
Aeroplane Monthly 1993-10 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
With just cowlings and fairings to be added, Repeat Aircraft’s D.H.88 Comet racer replica N88XD/“G-ACSS” taxies past at California’s Flabob Airport on July 24, 1993.
Aeroplane Monthly 1987-07 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
DAVE SMITH'S striking photograph of D.H.88 Comet racer G-ACSS Grosvenor House was taken on May 31, 1987 during a display given at Old Warden by BAe test pilot George Ellis.
Air Pictorial 1998-03
Регистрационный номерRegistry number: G-ACSS [103]
Suspended from the roof at Hatfield's Galleria shopping centre is this full-scale replica of de Havilland D.H.88 Comet, G-ACSS. It was built by film-props company Acorn Scenery of Feltham, Middx, and serves to commemorate the nearby birthplace of the original.
Aeroplane Monthly 1989-12 / G.Bain - Comet in camera
Регистрационный номерRegistry number: G-ACSS [103]
GORDON BAIN'S photo features the classic D.H.88 Comet racer G-ACSS pictured during a rare air-to-air photographic session. Angus McVitie is seen flying Grosvenor House from Hatfield on September 27 this year.
Aeroplane Monthly 1994-12 / Oshkosh 1994
Регистрационный номерRegistry number: G-ACSS [103]
Tom Wathen’s replica D.H.88 Comet racer made its first appearance at Oshkosh.
Aeroplane Monthly 1995-08
Регистрационный номерRegistry number: G-ACSS [103]
Bill Turner’s de Havilland D.H.88 Comet racer replica N88XD/"G-ACSS" over California on May 27, 1995, in the hands of former U-2/SR-71 pilot Pat Halloran.

Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

Вместе со своим мужем Джимом Моллисоном Эми Джонсон в 1934 году приняла участие в гонках Mac-Robertson Race. Самолет супругов DH.88 Comet, подобный показанному на снимке, сошел с трассы в Аллахабаде.
View of the prototype with Class B markings, E.1, at Hatfield in September 1934.
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)

The prototype Comet landing at Hatfield in September 8, 1934 with test pilot Hubert Broad at the controls. Note the absence of nose landing light, the pointed spinners and lower canopy.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

The prototype Comet, flown by Hubert Broad for the benefit of Flight’s camera. The French-designed Ratier variable pitch propellers are not yet fitted.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

The prototype Comet, flown by Hubert Broad for the benefit of Flight’s camera. The French-designed Ratier variable pitch propellers are not yet fitted.
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)

Rare air-to-air photograph of the prototype Comet, taken in September 1934. E-1 became G-ACSP, the aircraft in which Jim and Amy Mollison competed in the MacRobertson race.
Flight 1934-09 / Flight
Flight 1934-09 / Flight

THE BUSINESS END: Note how carefully the engine nacelles are faired into the wing of the "Comet." The wheels retract, and the mudguards form part of the engine cowlings. The engines are high-compression "Gipsy Sixes."
Flight 1934-09 / Flight

ALL THERE IS OF IT: When the undercarriage wheels are drawn up, the cowls form part of the smooth bottom of the nacelles.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

View of the prototype with Class B markings, E.1, at Hatfield in September 1934.
Flight 1934-09 / Flight

STREAMLINING: This side view of the D.H. "Comet" shows how near the fuselage approaches to an ideal shape.
Flight 1934-09 / Flight

CANTILEVER TAIL SURFACES: A tall skid is used instead of a tail wheel on account of its smaller drag. It is fully castering, and helps to shorten the run after landing.
Flight 1934-09 / Flight

THE AIR BRAKE: This is a trailing edge flap extending from one engine nacelle to the other. It is divided into two halves and operated by levers and a torque tube.
Flight 1934-09 / Flight

AFTER THE FIRST TEST FLIGHT: Capt. Broad relates his impressions. From left to right, Capt. G. de Havilland, Capt. Broad, Mr. Hagg, Capt. Walker and Major Halford.
Flight 1935-05 / Flight
Регистрационный номерRegistry number: G-ACSP [17]
Король Георг V и королева Мария (на переднем плане третий и пятая слева) возле "Кометы" супругов Моллисон (крайние справа). Милденхолл, 19 октября 1934 г
ROYAL INTEREST IN FLYING: Their Majesties the King and Queen paid a visit to Mildenhall on the eve of the Australia Race. In the background is Mr. and Mrs. Mollison's "Comet."
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSP [17]
ZERO HOUR: The crowd watches the competitors line up. In the foreground is the unlucky Mollisons' "Comet," and behind it Col. Roscoe Turner's Boeing.
Zero hour, and competitors are lined up at Mildenhall for the start of the race. The Mollisons' Comet is in the foreground; Roscoe Turner's Boeing 247 behind.

Другие самолёты на фотографии: Another planes on the photo: Boeing Model 247 - СШАUSA - 1933
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSP [17]
Накануне старта: пара "Комет" и "Грэнвилл" R-6H на открытой стоянке Милденхолла
Comets G-ACSP and G-ACSR line up with the Granville Gee Bee for a press preview at Mildenhall.

Другие самолёты на фотографии: Another planes on the photo: Gee Bee QED - СШАUSA - 1934
Aeroplane Monthly 1989-09 / Personal album. Civil
Регистрационный номерRegistry number: G-ACSP [17]
D.H.88 Comet G-ACSP Black Magic, flown in the MacRobertson race by Jim and Amy Mollison. The Comet's engines had been damaged because commercial motor spirit had been used and the aircraft is seen here at Bamrauli having been retired from the race.
Aeroplane Monthly 1984-11 / W.Clennel - Mildenhall memories
Регистрационный номерRegistry number: G-ACSP [17]
The black and gold Comet G-ACSP, flown by Jim and Amy Mollison. The Mollisons flew the 2,530 miles to Baghdad nonstop but had to retire from the race at Allahabad because the engines had been damaged when commercial motor spirit was used for refuelling.
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSP [17]
D.H. Comet G-ACSP, No 63, flown by Amy and Jim Mollison in the Australian race
Aeroplane Monthly 1989-09 / Personal album. Civil
Регистрационный номерRegistry number: G-ACSP [17]
Comet Black Magic with the Dutch Pander S.4 PH-OST next to it.

Другие самолёты на фотографии: Another planes on the photo: Pander S-4 Postjager - НидерландыNetherlands - 1933
Aeroplane Monthly 1984-11 / W.Clennel - Mildenhall memories
Регистрационный номерRegistry number: G-ACSP [17]
Comet G-ACSP, flown by the Mollisons. The Gipsy Six engines of the three Comets had the compression ratio increased to 6-5:1 to develop 224 b.h.p. at 2,400 r.p.m.
Aeroplane Monthly 1991-03 / M.Fife - The Great Air Race
Регистрационный номерRegistry number: G-ACSP [17], G-ACSS [103]
The start at Mildenhall, actually RAAF Laverton. From left to right. Comet replica “G-ACSP", Bruce Dwyer's Stearman (representing Fairey Fox G-ACXO), “DC-2" PH-AJU, Comet replica “G-ACSS" and Miles Falcon “G-ACTM".

Другие самолёты на фотографии: Another planes on the photo: Douglas DC-3 / C-47 Skytrain/С-53 Skytrooper / Dakota - СШАUSA - 1935 Miles M.3 Falcon / M.6 Hawcon - ВеликобританияUnited Kingdom - 1934 Stearman PT-13 / PT-17 Kaydet / Model 73 (Boeing-Stearman) - СШАUSA - 1934
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: G-ACSP [17]
Black Magic faces the Press and well wishers at the start of the "Great Race" from Mildenhall on the morning of October 20, 1934.
D.H.88 Comet G-ACSP Black Magic, seen at Mildenhall at the start of the MacRobertson Air Race in 1934, is now being rebuilt to fly again.
Aeroplane Monthly 1991-03 / M.Fife - The Great Air Race
Регистрационный номерRegistry number: G-ACSP [17]
The static Comet against a spectacular backdrop in Mount Arapiles State Park, Victoria; the scene represents G-ACSP’s forced landing in India.
Aeroplane Monthly 1991-03 / M.Fife - The Great Air Race
Регистрационный номерRegistry number: G-ACSP [17]
A beautifully atmospheric photograph of the static replica of Comet G-ACSP Black Magic at Essendon Airport, representing the scene at Karachi.
Flight 1935-02 / Flight
Регистрационный номерRegistry number: CS-AAJ [5]
THE SOUTH ATLANTIC "COMET": Salazar, once Black Magic, the "Comet" which has been bought by the Portugese Government and which is to be flown across the South Atlantic by Bleck and Macedo. Mr. Buckingham, of De Havillands', was flying the machine near Hatfield when a Flight photographer took this picture - the first close-up view of a taken from another aeroplane.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: CS-AAJ [5]
The Portuguese Government’s Comet CS-AAJ, ex G-ACSP, Black Magic, last heard of when flown from Hatfield to Lisbon in July 1937.
Aeroplane Monthly 1982-12 / B.Gunston - The classic aero engines (4)
Регистрационный номерRegistry number: CS-AAJ [5]
Comet Racer CS-AAJ was powered by two de Havilland Gipsy Six R engines
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: CS-AAJ [5]
Another view of the Portuguese Comet, Salazar
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)

The prototype Comet during final assembly at Hatfield in mid-1934.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

The prototype Comet under construction at Hatfield in 1934. Note the D.H.71 hanging in the roof.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Tiger Moth / D.H.71 - ВеликобританияUnited Kingdom - 1927
Aeroplane Monthly 1988-06 / M.Oakey - Grapevine

The scant remains of D.H.88 Comet racer G-ACSP Black Magic at Staverton on April 12, 1988. Owner Nick Hemming plans to rebuild the aircraft, and has been given CAA permission to retain its historic identity. He does not have much aeroplane to get started on - take away the non-original engines and the mostly-replaced fuselage structure and you are left with even less - but it is often easier to build from scratch than to have to restore surviving components.

Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1989-12 / G.Bain - Comet in camera
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1989-12 / G.Bain - Comet in camera
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1989-12 / G.Bain - Comet in camera
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
Back in the air after nearly 50 years, G-ACSS is seen here over Old Warden on May 31, 1987 with George Ellis at the controls.
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)
Регистрационный номерRegistry number: G-ACSS [103]
George Ellis takes the Comet low over Old Warden on May 31, 1987.
Aeroplane Monthly 1987-07 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
Two views of de Havilland D.H.88 Comet G-ACSS Grosvenor House, airborne at last after its lengthy restoration.
Aeroplane Monthly 1989-07 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
Meeting in the air for the first time in history on May 28, 1989 were the de Havilland Mosquito and its progenitor, the D.H.88 Comet racer. The event took place over Old Warden, Bedfordshire.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Mosquito B / D.H.98 - ВеликобританияUnited Kingdom - 1940
Aeroplane Monthly 1990-12 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
Unique formation No 2: a trio of famous racers, in the shape of Miles Hawk Speed Six G-ADGP, Percival Mew Gull G-AEXF and D.H.88 Comet G-ACSS Grosvenor House fly past - in the other direction - also at Old Warden on October 7, 1990.

Другие самолёты на фотографии: Another planes on the photo: Miles M.2 Hawk - ВеликобританияUnited Kingdom - 1932 Percival Mew Gull - ВеликобританияUnited Kingdom - 1934
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
This photograph of Scott and Black landing at Laverton, and thus winning the MacRobertson Race, was flown back to the UK by Cathcart-Jones and Ken Waller flying Comet G-ACSR.
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)
Регистрационный номерRegistry number: G-ACSS [103]
This sequence of landing shots of the restored Comet racer G-ACSS was taken at Hatfield by British Aerospace Hatfield photographer DARRYL COTT.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS Grosvenor House, No 34, the Comet flown by C. W. A. Scott and T. Campbell Black, the ultimate winners of the event, at RAF Mildenhall on the eve of the great race, October 19, 1934.
Мировая Авиация 105
Регистрационный номерRegistry number: G-ACSS [103]
В конце 1980-х годов "Grosvenor House" недолгое время совершал полеты, пока не получил повреждения при аварии. Ныне эта машина хранится в коллекции Шаттлуорта и вряд ли в ближайшем будущем поднимется в воздух.
Aeroplane Monthly 1984-11 / P.Jarrett - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
On display at the Farnborough show, and looking deceptively airworthy, was Shuttleworth’s D.H.88 Comet Racer. It is due back in the UK next summer, following a spell on show in Australia.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn
Регистрационный номерRegistry number: G-ACSS [103]
The D.H.88 Comet Grosvenor House was taken at Old Warden shortly before the aircraft was dismantled preparatory to its lengthy restoration.
Aeroplane Monthly 1991-03 / M.Fife - The Great Air Race
Регистрационный номерRegistry number: G-ACSS [103]
The non-flying replica Comet G-ACSS with the “KLM DC-2" in the background, at RAAF Laverton. Flown in the 1934 race by Charles W. A. Scott and Tom Campbell Black, and sponsored by A. O. Edwards, the Comet left Mildenhall at 0634hr on October 20, 1934, and arrived at Melbourne 70hr 54min later, winning the speed prize.

Другие самолёты на фотографии: Another planes on the photo: Douglas DC-3 / C-47 Skytrain/С-53 Skytrooper / Dakota - СШАUSA - 1935
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v3
Регистрационный номерRegistry number: G-ACSS [103]
Самолет Comet выиграл межконтинентальную гонку. 20 октября 1934г.: стартовала межконтинентальная гонка по маршруту Англия - Австралия, приуроченная к юбилею основания штата Виктория. Спонсор перелета сэр Макферсон Робертсон установил для победителей призы на общую сумму 15 000 фунтов стерлингов. Победителем стали Чарлз У. А. Скотт и Том Кэмпбелл Блэйк, преодолевшие маршрут на самолете de Havilland DH.88 Comet Grosvenor House (G-ACSS) за 70 часов 54 минут 8 секунд.
14-20 ноября 1937г.: флаинг-офицер Э. И. Клоустон и миссис Бетти Кирби-Грин на DH.88 Comet The Burberry (G-ACSS) установили рекорд на маршруте Великобритания - Южная Африка - Великобритания. Перелет из Кройдона в Кейптаун и обратно занял 5 суток 17 часов 28 минут.
de Havilland D.H.88 Comet Grosvenor House.
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSS [103]
Подготовка самолетов DH-88 "Комета" к гонкам
THE WINNER: Scott and Campbell Black's "Comet" (two Gipsy Six Racing Engines) at Mildenhall.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
THE PRINCE'S VISIT: His Royal Highness chats with Messrs. Campbell-Black and Scott (on left); on the right are Lt.-Com. H. E. Perrin, Secretary of the R.Ae.C, and Mr. Lindsay Everard, M.P.
Авиация и Время 2012-02 / В.Морозов - Из Англии в Австралию: дальше уже некогда
Регистрационный номерRegistry number: G-ACSS [103]
Победители гонки К. Скотт и Т. Кэмпбелл-Блэк
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSS [103]
Скотт и Блэк приветствуют короля Георга V у своего DH-88
Aeroplane Monthly 1989-09 / Personal album. Civil
Регистрационный номерRegistry number: G-ACSS [103]
Pith-helmeted marshallers guide G-ACSS in for a refuelling stop en route for Australia on October 20, 1934.
C. W. A. Scott and Tom Campbell Black have just landed at Bamrauli in Comet G-ACSS Grosvenor House.
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS on exhibition at Sydney, Australia. Charles Scott, in grey suit and hat, can be seen walking away at left.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS airborne for the first time in 50yr, at Hatfield on May 17, 1987, with George Ellis at the controls.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
George Ellis taxying in after the first flight, the culmination of 14 years' work by industry and enthusiasts.
Air Pictorial 1987-09 / J.Rawlings - Historic Aircraft: Should we fly them or keep them all safely in museums?
Регистрационный номерRegistry number: G-ACSS [103]
Re-flown at Hatfield on 17th May 1987 after fifteen years' hard restoration work, the sole remaining and irreplaceable de Havilland D.H.88 Comet G-ACSS
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS at Hatfield some years ago. In 1965 de Havilland donated the aircraft to the Shuttleworth Trust with a dowry of £5,000.
Aeroplane Monthly 1984-11 / W.Clennel - Mildenhall memories
Регистрационный номерRegistry number: G-ACSS [103]
The eventual winner of the MacRobertson Race, Comet G-ACSS, flown by C. W. A. Scott and Tom Campbell Black and currently being restored to airworthy condition by the RAE at Farnborough.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
ONE OF THREE: The second "Comet," entered by Mr. A. O. Edwards and flown by C. W. A. Scott and T. Campbell Black, is taxied up to the big hangar.
Aeroplane Monthly 1991-03 / M.Fife - The Great Air Race
Регистрационный номерRegistry number: G-ACSP [17], G-ACSS [103]
A reconstruction of the start of the race. Seen here at Laverton are the taxying replica of D.H.88 Comet G-ACSS, “DC-2" PH-AJU, the static replica Comet “G-ACSP" and a Stinson Reliant doubling as Lockheed Vega G-ABGK. Nearest the camera are another Reliant and Airworld's Cessna 195 VH-AVZ.

Другие самолёты на фотографии: Another planes on the photo: Cessna 190 / 195 Businessliner - СШАUSA - 1947 Douglas DC-3 / C-47 Skytrain/С-53 Skytrooper / Dakota - СШАUSA - 1935 Stinson Reliant - СШАUSA - 1933
Flight 1934-11 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
NOCTURNE: Refuelling the winners' D.H. "Comet" at the Baghdad control. Scott and Campbell Black arrived almost immediately after the Mollisons had left for Karachi.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
SPOTTING A WINNER!: Mr. Bellamy, the Hon. A. Hore-Ruthven, Lord Glanely, Lady Furness and Lord Furness chat with Scott and Campbell-Black, crew of the "Comet" Grosvenor House, who scored such a notable victory.
Flight 1934-12 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Flight 1937-11 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Flight 1938-03 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Clouston and Ricketts in the famous Comet
Flight 1938-03 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Clouston, Ricketts and wives.
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSS [103]
Владелец самолета "Гросвенор Хаус" Б. Рубин приветствует вернувшихся чемпионов, заодно установивших новые рекорды скорости на трассах Мельбурн - Лондон и Дарвин - Лондон
Flight 1937-08 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
The Orphan's guardians. F/O Clouston (right) is the pilot and Flt. Lt. Nelson, his companion, will navigate.
Aeroplane Monthly 1990-07 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
A convincing taxiable replica of D.H.88 Comet racer G-ACSS which has recently been completed for film work in Australia, with 1/5 scale radio-controlled flying stand - in in the foreground.
Aeroplane Monthly 1988-11 / M.Oakey - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
D.H.88 Comet racer G-ACSS at Farnborough in early September 1988. Just visible in the background is the Antonov An-124 Ruslan transport.

Другие самолёты на фотографии: Another planes on the photo: Антонов Ан-124 Руслан - РоссияRussia - 1982
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS on display at the 1951 Festival of Britain. Holes were drilled in the wings in order to hang the Comet from the roof!
Aeroplane Monthly 1985-05 / Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
Not an experiment in catapult launching, but D.H.88 Comet G-ACSS Grosvenor House aboard its special transporter at Melbourne Airport in February 1985.
Aeroplane Monthly 1986-07 / Personal album
Регистрационный номерRegistry number: G-ACSS [103]
Another view of Comet racer G-ACSS shows it on trestles in the Essex Aero hangar at Gravesend. This aircraft is being reassembled at BAe Hatfield at the time of writing.
Aeroplane Monthly 1986-07 / Personal album
Регистрационный номерRegistry number: G-ACSS [103]
Photo shows the D.H.88 Comet racer at Gravesend, where it was rebuilt by Essex Aero Ltd after a landing accident during Air Ministry trials on September 2, 1936. Painted pale blue and named The Orphan, the Comet took part in the 1937 Marseilles-Damascus-Paris air race. Flown by A. E. Clouston and George Nelsen, 'SS came fourth.
Flight 1937-08 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
The same aircraft, now named The Orphan and flown in the 1937 Damascus - Paris race by Clouston and George Nelson.
Although the Comet is three years old it is still remarkable for the high speed it can maintain over long distances. As will be seen, no major alterations have been made to the The Orphan.
Flight 1938-03 / Flight Advertisements
Регистрационный номерRegistry number: G-ACSS [103]
Flight 1937-08 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
The installation of the Series II Gipsy Six engines.
Flight 1937-11 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
HOMECOMING TRIUMPHANT: F/O. Clouston and Mrs. Kirby-Green bring the D.H. Comet to the Croydon tarmac after their remarkable flight to Cape Town and back in 45 hours (outward) and 57 hours (homeward).
Aeroplane Monthly 1984-11 / Personal album
Регистрационный номерRegistry number: G-ACSS [103]
Alex Henshaw and Arthur Clouston share a joke in front of Comet G-ACSS, named The Burberry, at Gravesend in November 1937. In company with Mrs Kirby Green, who was responsible for arranging financial backing for the flight with Burberrys, Clouston left Croydon on November 14 to break the out-and-home Cape record. The couple broke the record by the handsome margin of three days 16hr 2min.
Aeroplane Monthly 1984-11 / Personal album
Регистрационный номерRegistry number: G-ACSS [103]
The two gentlemen standing by the port wingtip are presumably wearing Burberry raincoats.
Aeroplane Monthly 1984-11 / Personal album
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS, now named The Burberry, in which Clouston and Betty Kirby-Green flew from England to South Africa in just over 45hr.
Flight 1938-03 / Flight Advertisements
Регистрационный номерRegistry number: G-ACSS [103]
Flight 1937-08 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
The D.H. Comet is now fitted with two Series II Gipsy Sixes. It came fourth in the recent Damascus race.
Flight 1938-04 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)
Регистрационный номерRegistry number: G-ACSS [103]
Renamed The Orphan, G-ACSS is seen at Croydon on March 26, 1938 at the end of Clouston's 26,500-mile flight from England to New Zealand and back, achieved in 10 days 21 hr. The aircraft's final public appearance would have been in that year's King's Cup race but, the day before, the Comet was damaged when it stalled during take-off from Hatfield and bent the port wing and aileron.
Flight 1938-04 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
The Comet welcomed at Croydon on its return from the record flight.
Aeroplane Monthly 1982-10 / D.Middleton - A.E.Clouston /Test Pilot Profile/ (4)
Регистрационный номерRegistry number: G-ACSS [103]
Clouston arriving at Croydon in the D.H. Comet G-ACSS on September 26, 1938 after his record flight to New Zealand and back.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS, renamed Australian Anniversary, seen at Croydon having flown Gravesend-Sydney-Blenheim (NZ)-Croydon in 10 days 21hr 22min, a record still unbeaten.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: G-ACSS [103]
At Brooklands in 1938 when it was flown in that years' King's Cup air race by Ken Waller.
Flight 1937-09 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Ken Waller, seated astride the Comet at Cardiff, superintends refuelling, armed with a screwdriver and a long white wand - like the best wands, invisible.
Flight 1938-04 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
An unorthodox snapshot of Clouston and Ricketts, amusingly suggestive of the famous painting, “The Death of Nelson.’’ They are watching the Comet being prepared in the works of Essex Aero Ltd., at Gravesend.
Flight 1937-09 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
Mr. Waight takes the D.H. Comet across the aerodrome at low altitude.
Flight 1935-06 / Flight
Регистрационный номерRegistry number: G-ACSS [103], K5084 [6]
This photograph of the D.H.88 Comet G-ACSS was taken at the time of its Air Ministry trials during 1935-36. The perfect racing lines are particularly evident in this picture.
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103], K5084 [6]
Предшественниками «Москито» были гражданские самолеты фирмы «Де Хэвилленд» DH.88 «Комета» (на фото) и DH.91 «Альбатрос»
G-ACSS doped silver and bearing the RAF serial K5084 at the time of its evaluation by A&AEE Martlesham.
Aeroplane Monthly 1974-09 / ??? - Hendon Pageantry 1920-37
Регистрационный номерRegistry number: G-ACSS [103], K5084 [6]
Perhaps one of the two best-known racing types in this country is the D.H. Comet (two 224 h.p. Gipsy Six R). The presence of R.A.F. markings on the Comet indicates that the Service can learn from a racing aeroplane.
D.H. Comet “Grosvenor House” in RAF guise while under test at Martlesham.
Flight 1935-07 / Flight
Регистрационный номерRegistry number: G-ACSS [103], K5084 [6]
A low-altitude aerial view of the "New and Experimental" park. The big machine in the centre, dwarfing the D.H. "Comet" in front of it, is the A.-W. bomber transport.

Другие самолёты на фотографии: Another planes on the photo: Armstrong Whitworth A.W.23 - ВеликобританияUnited Kingdom - 1935
Aeroplane Monthly 1985-06 / ??? - RAF Pageantry
Регистрационный номерRegistry number: G-ACSS [103], K5084 [6]
Aerial view of the New Types park with the A.W.23 in the centre.

Другие самолёты на фотографии: Another planes on the photo: Armstrong Whitworth A.W.23 - ВеликобританияUnited Kingdom - 1935
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)
Регистрационный номерRegistry number: G-ACSS [103]
Unusual view of G-ACSS, taken post-war, showing the undercarriage retracted and the steerable tailskid. Today the comet has a tailwheel for operation from Hatfield's hard runway, and since a groundlooping incident in 1987 the wheel is now lockable.
Flight 1938-01 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
The COMET EN NEGLIGEE: The D.H. Comet, shortly to be used by F.O. Clouston and Mr. Victor Ricketts for an attempt on the Australia record, photographed in the shops of Essex Aero Ltd., while being reconditioned before Clouston's recent Cape flight. In the foreground are some of the parts - nose fairings, engine nacelles, wing fillets and so forth made of F. A. Hughes’ Elektron AM.503 alloy, which, it is stated, has stood up excellently to all kinds of weather in the many parts of the world traversed by the Comet on her various high-speed flights; the mechanical reliability of these sheet parts has been equally good.
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS nearing completion at Hatfield in 1934. Note the signwriter applying the registration letters.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
COMETARY: Grosvenor House, "Comet," No. 34, nearing completion at Hatfield, and (inset) the "Comet," nominated by Mr. Bernard Rubin, on test.
Aeroplane Monthly 1978-06 / News Spotlight
Регистрационный номерRegistry number: G-ACSS [103]
One of veterans undergoing rebuilds at Old Warden is de Havilland Comet G-ACSS, photographed on March 27, 1978.
Aeroplane Monthly 1979-04 / News Spotlight
Регистрационный номерRegistry number: G-ACSS [103]
Work on the D.H.88 Comet G-ACSS is progressing steadily, with the fuselage now taking shape.
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS stripped down during early restoration work at Old Warden. Later the Comet was removed to RAE Farnborough and then taken to Hatfield for final assembly.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
Down to the basics - the forward fuselage of G-ACSS stripped right down at Old Warden in 1984.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS seen during the latter half of 1981.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn
Регистрационный номерRegistry number: G-ACSS [103]
A photograph of G-ACSS during an early period of restoration.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn
Регистрационный номерRegistry number: G-ACSS [103]
This scene, taken in May this year, showing the author gleaning the facts for this article from Ron Paine with G-ACSS eavesdropping behind.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
These two tanks forward of the cockpit have a combined capacity of 188gal, giving the Comet a comfortable range in excess of 1,200 miles - about half that of the original.
Aeroplane Monthly 1984-08 / P.Jarrett - Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
D.H.88 Comet G-ACSS photographed at RAE Farnborough on June 14, 1984. The first post-restoration flight, to be made from Farnborough, is expected to take place early in 1986.
Aeroplane Monthly 1986-08 / Grapevine
Регистрационный номерRegistry number: G-ACSS [103]
The Shuttleworth Collection’s D.H.88 Comet Grosvenor House is undergoing final assembly at Hatfield.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
Preparing for the first engine runs on Saturday, March 28, 1987, before taxying trials.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
Ron Paine carrying out more engine runs at Hatfield on Saturday, May 16, 1987, the day before the first flight.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
Saturday, March 28, 1987 saw the Gipsy engines in D.H.88 Comet G-ACSS Grosvenor House run for the first time after its lengthy restoration - and saw the aircraft taxy under its own power for the first time in 48yr, albeit minus various cowlings and fairings. At the controls was Project Co-ordinator Ron Paine, with restoration team member John Bennett in the back seat to monitor the electrical system. The next series of engine runs should have taken place by the time this issue is published and, says Paine, "We are optimistic about having a flight at the end of April”. For the record, the last time Paine himself taxied in ’CSS was in 1937, just before the King’s Cup race, when he shared the cockpit with Ken Waller.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS at Hatfield in July 1986, bereft of engine cowlings and markings.

Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: G-ACSR [18]
D.H. Comet G-ACSR, No 19, flown by Cathcart Jones and Ken Waller in the Australian race for its owner, Bernard Rubin.
Flight 1934-11 / Flight
Регистрационный номерRegistry number: G-ACSR [18]
FOURTH TO FINISH: Lt. Cathcart Jones and Ken Waller in their D.H. "Comet," which finished fourth and is now on its way homeward in an attempt to beat the standing record.
Aeroplane Monthly 1974-03 / Personal album
Регистрационный номерRegistry number: G-ACSR [18]
Cathcart-Jones and Ken Waller arrive at Rutbah Wells in D. H. Comet G-ACSR during the MacRobertson England-Australia Race in October 1934. They finished in fourth place, and on the return trip from Melbourne to Lympne set up a new record for the distance of 5 days, 6hr 43min.
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSR [18]
Зеленая "Комета" заправляется в Багдаде
Aeroplane Monthly 1989-09 / Personal album. Civil
Регистрационный номерRegistry number: G-ACSR [18]
The third Comet, G-ACSR, unnamed and numbered 19 for the race, was flown by Owen Cathcart-Jones and Ken Waller and came fourth. It returned to the UK immediately, carrying newsreels and photographs of the race finish.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: G-ACSR [18]
The same aircraft, as G-ACSR, at Mildenhall in October 1934 on the eve of the Mac Robertson Race.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSP [17], G-ACSR [18]
NIGHT PHANTASY: Mechanics at work on two of the "Comets" a few hours before the race
Comets G-ACSR and G-ACSP undergoing final adjustments a few hours before the race, at Mildenhall on October 20, 1934.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSR [18]
COMPASS SWINGING: The "Comet" flown by Lt. O. Cathcart Jones and Mr. "Ken" Waller undergoes an important ceremony.
Flight 1934-10 / Flight
Регистрационный номерRegistry number: G-ACSP [17], G-ACSR [18]
Последние минуты перед стартом гонки на приз Мак-Робертсона
ON MACROBERTSON EVE: An impressive scene on the apron at Mildenhall. On the right stands Jones's and Waller's "Comet," with its undercarriage undergoing last-minute repairs; Baby Ruth is at the compass base; in the centre is the Mollisons' "Comet"; behind it are Hewett's and Kay's "Dragon Six" and a D.H. service "Dragon"; and in the background the "Gee-Bee" is being run up, while the ill-fated Fairey Fox can be discerned.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Dragon / D.H.84 - ВеликобританияUnited Kingdom - 1932 De Havilland Dragon Rapide / Dominie / D.H.89 - ВеликобританияUnited Kingdom - 1934 Fairey Fox - ВеликобританияUnited Kingdom - 1925 Gee Bee QED - СШАUSA - 1934 Monocoupe 90 / 110 / 145 - СШАUSA - 1930
Flight 1934-11 / Flight
Регистрационный номерRegistry number: G-ACSR [18]
JUST LIKE A ROCKET: Actually this is Lt. Cathcart Jones and Ken Waller taking off in their D H. "Comet" from Baghdad aerodrome, leaving a trail of sand dust.
Flight 1934-11 / Flight
Регистрационный номерRegistry number: G-ACSR [18]
HOME AGAIN: The D.H. "Comet" surrounded by an admiring crowd at Lympne alter Lt. Cathcart Jones and Ken Waller had flown 23,000 miles to Melbourne and back in less than a fortnight.
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: G-ACSR [18]
Кэтгард-Джонс и Вэллер вернулись в Лондон на своей зеленой "Комете" через 13 дней после старта гонки. Видно, что задняя часть фонаря кабины затянута черной тканью - видимо, для удобства отдыха второго члена экипажа
Aeroplane Monthly 1974-03 / Personal album
Регистрационный номерRegistry number: G-ACSR [18]
The two pilots, with Ken Waller on the left.
Flight 1934-11 / Flight
Регистрационный номерRegistry number: G-ACSR [18]
PILOTS AND OWNER: Lt. Cathcart Jones, Ken Waller and Bernard Rubin beside the record-breaking D.H. "Comet" at Lympne.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: G-ACSR [18]
Comet G-ACSR, renamed Reine Astrid, was later sold to France as F-ANPY.
Flight 1934-12 / Flight
Регистрационный номерRegistry number: G-ACSR [18]
MAILS TO THE CONGO: The modified (and renamed) "Comet" ready for Mr. Ken Waller and M. Franchomme to carry the Christmas mails to the Congo. With the rear tank removed and with a mail compartment and a smaller tank in the nose, the machine still has a safe range of 2,000 miles carrying 200-250 lbs. of mail matter. The "Reine Astrid" left Brussels last Thursday.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ANPY [8]
Comet G-ACSR, as F-ANPY, at Hatfield shortly before delivery to France in April 1935.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ANPY [8]
F-ANPY at Hatfield after modification by de Havillands for the French.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ANPY [8]
Comet F-ANPY at Croydon on April 11, 1935, shortly before being delivered to France. Hugh Buckingham was the pilot with Martin Sharp, reporting for The Aeroplane, in the rear seat.
Flight 1935-04 / Flight
Регистрационный номерRegistry number: F-ANPY [8]
PARIS WITHIN THE HOUR: The D.H. "Comet" for the French Air Ministry which, in the hands of Mr. Buckingham, flew from Croydon to Le Bourget in 54 minutes. This machine, one of two ordered, will probably be used on the French mail route across the South Atlantic, with Jean Mermoz as pilot.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ANPY [8]
This view of the French Comet F-ANPY, taken at Hatfield, show the larger than standard engine air intakes.
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: F-ANPY [8]
Comet G-ACSR, renamed Reine Astrid, was later sold to France as F-ANPY.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ANPY [8]
Hugh Buckingham leaving Croydon for Le Bourget in Comet F-ANPY on April 11, 1935.

Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers
Регистрационный номерRegistry number: G-ADEF [4]
The fifth Comet, G-ADEF, named Boomerang.
Flight 1935-08 / Flight
Регистрационный номерRegistry number: G-ADEF [4]
THE NEW D.H. "COMET" with which Mr. T. Campbell Black hopes shortly to make three long-distance record flights - to Cape Town and back in five days, England to Hong Kong in five days, and Canada and back in a week-end. The new machine derives a cruising speed of 220 m.p.h. from its two special "Gipsy Sixes" and has a range approaching 3,000 miles. Seen beside it are Mr. Black and Mr. Nicholson, the sponsor of the attempts.
Flight 1935-08 / Flight
Регистрационный номерRegistry number: G-ADEF [4]
BOOMERANG: Last Thursday, shortly before Mr. Campbell Black and Mr. McArthur left Hatfield in an attempt to fly to Capetown and back in record time, the "Comet" was named Boomerang by Lady Fielding. Seen in front of the machine are (left to right) Mr. Cyril Nicholson, who is sponsoring the flight. Lady Fielding, Mr. J. H. McArthur, Mrs. Campbell Black and Mr. T. Campbell Black. The flight was abandoned at Cairo owing to a shortage of lubricating oil. A further attempt will be made very shortly, and it is hoped to cover the 7,300-mile journey with only two stops for fuel, at Cairo and Kisumu.
Flight 1935-08 / Flight
Регистрационный номерRegistry number: G-ADEF [4]
The D.H. Comet with two Gipsy Six R engines is perhaps the most successful long-distance racing type of recent years.

Flight 1935-04 / Flight Advertisements
Flight 1934-10 / Flight

THE SPECIAL RACING ENGINE: The De Havilland Gipsy Six inverted six-cylinder air-cooled engines in the "Comets" had the compression ratio increased to 6.5 : 1 and develop 224 b.h.p. at 2,400 r.p.m.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

Dickie Martin (right) thinking ahead to late summer 1983 when he is scheduled to test fly the Comet.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

The BAe 146 flapshaft driven by an electric motor from a Buccaneer canopy.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

Ron Paine with the surviving Comet retractable undercarriage mock-up.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

The original Comet Dowty oleos and a wheel in the Old Warden workshop.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

Chris Morris (left) and Bob Roberts discuss a problem.
Aeroplane Monthly 1982-01 / Grapevine

Ron Paine, seated, and Bob Roberts, check out the position of the new seats in the D.H.88 Comet.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)

Left, BAe test pilot George Ellis about to down a well-earned glass of champagne minutes after landing G-ACSS after its first post-restoration flight, made at Hatfield on May 17, 1987.
Middle, Ron Paine, the Comet project's co-ordinator - he actually flew G-ACSS with Ken Waller back in 1937.
Right, Bob Roberts, the design authority, looks into the Comet's empty shell at Old Warden in 1984.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)

British Aerospace built this new canopy; Triplex supplied the transparencies for the sliding windows.

Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

The cockpit of a Comet showing the restricted tandem seating.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ANPY [8]
The modified cockpit of Comet F-ANPY with the enormous French radio located behind the pilot's seat.
Flight 1934-10 / Flight

ROOM ENOUGH, BUT ONLY JUST: The diminutive cockpit of the "Comets." The wheel on the right of the first pilot is for raising and lowering the undercarriage. On the left, the landing light in the nose of the fuselage.
Aeroplane Monthly 1983-01 / P.Badre - Les Cometes
Регистрационный номерRegistry number: F-ACSS
This Flight drawing clearly shows the layout of the Comet’s cockpit, and of some of the equipment carried during the flight. Both pilots wore Irvin seat-pack-type parachutes. There is a small luggage space behind the rear seat. The main fuel tanks (128 and 110 gallons) are in front of the pilot, and there is a 20 gallon tank aft.
The Flight drawing refers to Comet G-ACSS at the time it was flown by A. E. Clouston with journalist Victor Ricketts on the record England-Australia-New Zealand flight in March 1938. Rickett's typewriter can be seen in the same position as the French radio set.
Aeroplane Monthly 1988-06 / J.Ramsden - The Comet's tale (3)

The Comet's instrument panel was completely redesigned by Bob Roberts, using correct instrument faces.

Aeroplane Monthly 1982-10 / D.Middleton - A.E.Clouston /Test Pilot Profile/ (4)
Регистрационный номерRegistry number: G-ACSS [103]
D.H. Comet G-ACSS in Cyprus in February 1938 after a collapsed undercarriage curtailed an attempted record flight to Australia.
Aeroplane Monthly 1984-11 / Personal album
Регистрационный номерRegistry number: G-ACSS [103]
On February 6, 1938, at 0402hr, Clouston and Victor Ricketts took off from Gravesend bound for New Zealand, hoping to make the round trip of 25,000 miles within 12 days. The first landing was made at Adana after 11 hr having covered 2,000 miles at an average speed of 182 m.p.h. Shortly afterwards Adana was flooded; the Comet was unable to take off, and the record attempt was abandoned. Two days later the Comet was damaged on landing at Cyprus with a flat tyre. An SOS was sent to Jack Cross at Gravesend, where the Comet was maintained, and he was immediately flown out to Cyprus by Alex Henshaw to effect repairs. These pictures show the aircraft in various stages of ignominy. The Comet had to be jacked up and repairs were carried out on the site. Henshaw flew to Alexandria to pick up a new propeller and after this was fitted Clouston flew the Comet straight out without any prior test flight, in company with Jack Cross. Victor Ricketts returned in the Vega Gull with Henshaw. When the Gull returned to Gravesend it was met by Cross, who asked Henshaw with a grin, “What kept you so long?"
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)
Регистрационный номерRegistry number: G-ACSS [103]
G-ACSS, named Australian Anniversary, down in Cyprus during an attempt on the England-New Zealand record in February 1938. A burst tyre foiled this attempt, but a month later Clouston and Ricketts broke the record, arriving in New Zealand in four days and eight hours.
Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)
Регистрационный номерRegistry number: K5084 [6]
G-ACSS, now K5084, seen after its second landing accident whilst under evaluation with the Air Ministry. It was sold to a scrap merchant who in turn sold it to Frederick Tasker. He commissioned Jack Cross of Essex Aero Ltd to rebuild it.
Авиация и Космонавтика 2013-10 / В.Морозов - Великая воздушная гонка
Регистрационный номерRegistry number: CS-AAJ [5]
"Салазар" - португальская "Комета" (бывшая "Черная магия")

Aeroplane Monthly 1988-05 / J.Ramsden - The Comet's tale (2)

TEAM WORK: The men responsible for the "Comet." From left to right, Mr. A. E. Hagg (chief designer), Capt. G. de Havilland (technical director), Major F. B. Halford (designer of the "Gipsy-Six" racing engine), Mr. F. T. Hearle (general manager), and Capt. C. C. Walker (chief engineer), of the De Havilland Aircraft Company.
Flight 1935-02 / Flight
Регистрационный номерRegistry number: G-ACSS [103]
THE REPLICA: Mr. C. W. A. Scott with a scale model of the "Comet," presented to him by Flight as a small mark of appreciation of his Melbourne Race success.
Flight 1934-11 / Flight

"SKYBIRDS". Three recent additions to the realistic 1-72nd-scale models produced by A. J. Holladay & Co., Ltd. They are: Albatros D.III; D.H. "Comet"; and Fairey "Seal."

Другие самолёты на фотографии: Another planes on the photo: Albatros D.III - ГерманияGermany - 1916 Fairey Gordon / Seal - ВеликобританияUnited Kingdom - 1931
Flight 1937-01 / Flight

MODERN MOTIF: The Comet Hotel, near Hatfield aerodrome, exhibits this attractive model of Scott and Black's MacRobertson mount as its sign.
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

The Comet pub, just outside Hatfield aerodrome, with its famous model of G-ACSS.
Flight 1935-02 / Flight

ART AND THE AIR: This small reproduction gives some idea of the fine composition and dignity of Norman Wilkinson's painting of the Race-winning "Comet," but it cannot convey the beauty of the colouring. Fine art prints, measuring (without margin) 16 1/2 in. x 20 in., are being offered by the De Havilland Aircraft Co. at ?1 1s.; a few artist's proofs are available at ?3 3s.
Flight 1938-03 / Flight Advertisements

ENGLAND - NEW ZEALAND AND BACK in record time - 10 days 22 hours! Flying Officer A. E. Clouston and Mr. Victor Ricketts’ COMET was fitted with GIPSY engines.
Flight 1938-03 / Flight Advertisements
Flight 1939-04 / Flight Advertisements
Aeroplane Monthly 1991-09

First flight of the de Havilland D.H.88 Comet racer: September 8, 1934
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn
Flight 1934-09 / Flight
Aeroplane Monthly 1982-08 / J.Ramsden - Comet G-ACSS reborn

The drawings are taken from Flight for September 20, 1934 and illustrate construction details of the Comet and the intricate mechanism of the retractable undercarriage.
Flight 1934-10 / Flight

Central headlamps are not a monopoly of trams - the three D.H. "Comets" are so equipped for night landings.
Flight 1934-10 / Flight

SHORTENING THE APPROACH: One of the split flaps on the "Comet." These are raised and lowered by a lever on the left of the first pilot.
Flight 1935-02 / Flight

On the D.H. "Comet" racing monoplane the wheels retract rearwards into the engine nacelles.
Flight 1934-10 / Flight

Другие самолёты на фотографии: Another planes on the photo: Bellanca 28 Flash - СШАUSA - 1934 De Havilland Fox Moth / D.H.83 - ВеликобританияUnited Kingdom - 1932 De Havilland Leopard Moth / D.H.85 - ВеликобританияUnited Kingdom - 1933 Fairey Fox - ВеликобританияUnited Kingdom - 1925 Harkness & Hillier All Australian - АвстралияAustralia - 1934 Lockheed Sirius / Altair 8 - СШАUSA - 1929 Lockheed Vega - СШАUSA - 1927 Miles M.3 Falcon / M.6 Hawcon - ВеликобританияUnited Kingdom - 1934 Monocoupe 90 / 110 / 145 - СШАUSA - 1930 Northrop Delta - СШАUSA - 1933 Percival Gull - ВеликобританияUnited Kingdom - 1932 Short Scion / S.16 - ВеликобританияUnited Kingdom - 1933
Flight 1934-10 / Flight

BIG CLAUS AND LITTLE CLAUS: Front elevations, to the same scale, of the De Havilland "Comet," the Douglas D.C.2, and the Boeing 247-D. These machines were first, second and third respectively to reach Australia.

Другие самолёты на фотографии: Another planes on the photo: Boeing Model 247 - СШАUSA - 1933 Douglas DC-1 / DC-2 / C-32 / C-39 - СШАUSA - 1933
Flight 1938-11 / Flight

A makers’ representation of the speed efficiency of the Albatross in relation to its forerunner, the Comet racer. Particularly noteworthy is the reduction in engine drag.

Другие самолёты на фотографии: Another planes on the photo: De Havilland Albatross / D.H.91 - ВеликобританияUnited Kingdom - 1937
Aeroplane Monthly 1974-10 / P.Birtles - The Comet racers

De Havilland DH 88 Comet
Aeroplane Monthly 1988-04 / J.Ramsden - The Comet's tale (1)

De Havilland "Comet" 2 Gipsy Six Racing Engines
Flight 1938-03 / Flight

This scale drawing recalls the layout of the four-year-old Comet. The “rebuilt” dimensions are shown