Comet de Havilland

Comet 4C (9V-BAS) a cikin launukan Jirgin saman Malaysia-Singapore; Filin jirgin sama na Hong Kong - Kai Tak, Mayu 1966

Jirgin saman fasinja na farko da aka fara amfani da jet a duniya shi ne na Burtaniya de Havilland DH-106 Comet. Jirgin ya tashi ne a ranar 27 ga Yuli, 1949, kuma bayan shekaru biyu ya yi tashinsa na farko na kasuwanci. Shi ne jirgin sama mafi ci gaba da fasaha da kuma abin alfaharin masana'antar jiragen sama na Biritaniya. Abin takaici, a sakamakon jerin hatsarori, an soke takardar shaidar cancantar iska kuma an dakatar da de Havilland DH-106 Comet har abada. Sai bayan sake-sake kayan aikin jirgin ya dawo aiki, ya zama jirgin sama mai aminci.

XNUMXs sune kololuwar haɓaka injunan piston jirgin sama. Duk da haka, ƙayyadaddun yuwuwar ci gaban su ya haifar da buƙatar ƙirƙirar sabon nau'in tashar wutar lantarki, wanda zai ba da damar jiragen sadarwa su kai tsayin daka da tsayi. Samar da injunan jirage masu saukar ungulu na iskar gas ya zama ginshikin kera jirgin fasinja da za a iya amfani da su.

Hukumar ta Lord Brabazon

A cikin 1942, a yunƙurin gwamnatin Burtaniya, an ƙirƙiri hukumar kula da jiragen sama ta musamman ƙarƙashin jagorancin Lord Brabazon na Tara, wanda aka fi sani da Kwamitin Brabazon. Aikinsa shi ne samar da abubuwan da ake bukata don bunkasa zirga-zirgar jiragen sama na sadarwa bayan yakin, ciki har da gano nau'ikan jiragen sama masu ban sha'awa. An tsara ƙayyadaddun ƙayyadaddun kayan aiki na wasu nau'ikan kayan aiki a cikin 1943. Abubuwan da ake buƙata, waɗanda aka tsara Nau'in I, sun shafi gina babban jirgin sama don fasinjoji 100, tare da kewayon jirgin na mutane dubu 8. km. Dangane da waɗannan zato, Bristol 1949 Brabazon an ƙirƙira shi a cikin 167, amma haɓakarsa ya tsaya a matakin gina samfuri. Batun buƙatun Nau'in II shine ƙirar jirgin sama mai matsakaicin zango, wanda Nau'in IIA injin piston ne kuma Nau'in IIB injin turboprop ne. Ya kamata a ambaci cewa an yi amfani da ƙayyadaddun nau'in IIA don ƙirƙirar injin tagwaye AS.57 Airsped Ambassadors, wanda aka gina tsakanin 1947 da 1953. (kwafi 23), da Nau'in IIB - Vickers Viscount, wanda aka samar a 1949-1963. (kwafi 444).

Kamar Nau'in III, za a gina wani babban jirgin sama mai matsakaicin zango don yin hidima a cikin Daular Biritaniya. Haɓaka injunan jet ya haifar da kawar da shirin Nau'in III don goyon bayan shirin Nau'in IV tare da irin wannan nau'in motsa jiki. Memba na hukumar Geoffrey de Havilland ya goyi bayansa, wanda kamfaninsa ke da hannu wajen haɓaka injunan turbojet na Burtaniya na farko da mayakan jet (Gloster Meteor da de Havilland DH-100 Vampire).

Jirgin farko na jirgin sadarwa na DH-106 Comet ya faru ne a ranar 27 ga Yuli, 1949. Ana iya lura da tsaftar layin sararin sama na jirgin sama da kuma gogewar sa na “haske”.

Kwaikwayo na comet DH-106

Shawarwari na kwamitin cikin sauri ya zama batun ƙira da binciken masana'anta a yawancin rukunin yanar gizon Burtaniya. Ƙungiya ta de Havilland ce ta kirkiro manufar Nau'in IV, wadda ke da jiragen sama da masana'antar injin jiragen sama da ofisoshin ƙira. Waɗannan tsire-tsire sun bincika buƙatun Nau'in IV kuma sun aiwatar da tsarin gyare-gyare masu yawa tare da canjin fasaha da ƙa'idodin aiki.

Don aiwatar da aikin, an nemi mafita daban-daban, tun daga nau'in nau'i mai girman gaske na babban mayaki, ta hanyar tsarin "agwagwa" da siririyar wutsiya mai fikafikai, da kuma ƙarewa da wani jirgin sama na zamani na sadarwa. Don haka, ƙirar farko ta tsakiyar 1943 ta kasance sigar faɗaɗa ta DH-100 Vampire. Ya kamata ya kasance jirgin sama mai sauri mai sauri tare da matsi mai matsi wanda aka daidaita don ɗaukar fasinjoji shida tare da kilogiram 450 na wasiƙa da kewayon kilomita 1120. Yana da ƙirar iska mai kama da DH-100 (fuslage mai katako guda biyu tare da gondola ta tsakiya), kuma tashar wutar lantarki ita ce injunan jet de Havilland Goblin guda uku. An gina su a cikin fuselage na baya, nacelles da iskar iska a cikin sansanonin reshe.

A shekara daga baya, da aikin fasinja-mail jirgin sama a cikin "duck" aerodynamic tsarin tare da injuna a cikin raya fuselage (a instigation na BOAC line aiki da aka gudana a kan wani zalla fasinja version). Duk da haka, a cikin 1945, an fara aiki don kera jirgin sama mai karfin kujeru 24-36, a cikin tsarin iska mai "fitowa". An sanya fasinjoji a tsakiyar reshe, kuma tashar wutar lantarki ta ƙunshi injunan Ghost guda huɗu. Sun kasance ƙirar de Havilland kuma an riga an yi amfani da su a cikin mayakan jet na Burtaniya (kamar Vampire).

Ƙirar jirgin da aka ɗauka ya kasance aikin fasaha mai ƙarfin gaske, wanda kammala shi ya buƙaci gina jirgin saman de Havilland DH-108 Swallow jet na gwaji. A lokacin gwaji mai tsanani, tsarin aerodynamic ya inganta sannu a hankali, sakamakon haka jirgin sama ya zama wani nau'i na ƙananan reshe na gargajiya tare da injuna hudu a gindin fuka-fuki. An kammala aikin zane a cikin watan Agusta da Satumba 1946, kuma jirgin ya karbi sunan de Havilland DH-106.

Gina da gwajin samfuri

A ranar 4 ga Satumba, 1946, Ma'aikatar Supply ta Biritaniya ta rattaba hannu kan kwangilar gina samfura guda biyu, G-5-1 da G-5-2 (oda mai lamba 22/46). Tun da farko, a ƙarshen 1944, BOAC (British Overseas Airways Corporation) ya ƙayyade bukatunsa na jiragen sama 25, amma ya yanke shawarar yin odar jirage takwas, kuma bayan an karɓi layin British South America Airways, an ƙara zuwa 10.

Ayyukan ƙira a kan samfura a masana'antar de Havilland a Hatfield (arewacin London) an fara yin shi a ɓoye. Masu zanen kaya sun fuskanci kalubale da yawa, kamar: ƙarfin tsarin taksi mai iska; yawo a tudu mai tsayi da kuma saurin gudu; gajiyar kayan aiki da juriya ga dumama iska (shararren mai zanen jirgin sama na Poland Stanislav Praus ya shiga aikin zane). Tun da sabon jirgin ya yi nisa a gaban lokacinsa dangane da hanyoyin samar da fasaha, an ƙaddamar da shirye-shiryen bincike da yawa don samun tushen kimiyyar da ya dace.

An gwada sabbin injinan ne bayan da aka sanya su a kan bam na Avro 683 Lancastrian (tashar wutar lantarki ta Avro 683 ta kunshi jet guda biyu da injunan piston guda biyu) da kuma de Havilland DH-100 Vampire, TG278 da aka shirya musamman don tashin jirage masu tsayi. An gwada tsarin sarrafa na'ura mai aiki da karfin ruwa akan jirgin Lancaster PP755, kuma an gwada abubuwan da ke cikinsa akan DH-108 Swallow da DH-103 Hornet. An yi amfani da wani jirgin sama mai saukar ungulu na Airspeed Horsa don gwada hangen nesa daga jirgin, wanda aka gina madaidaicin babban gefen reshen jirgin DH-106. Matsakaicin matsi, tsarin samar da mai mai girma (ton daya na mai a minti daya) ya kasance ta hanyar Flight Refueling Ltd. Don daidaita horar da ma'aikata da kwamishinonin, de Havilland ya tsara tsarin jirgin kokfit da fasinja mai kama da wanda aka riga aka yi amfani da shi akan sanannen jirgin saman Lockheed Constellation. Kayan aikin jirgin sun haɗa da na'urori masu sarrafa guda biyu na kyaftin da jami'in farko, yayin da injiniyan jirgin ke sarrafa manyan kayan aikin da suka haɗa da na'ura mai aiki da karfin ruwa, mai da kwandishan.

An fitar da samfurin farko (ba a fenti) daga shagon taron da ke Hatfield a ranar 25 ga Yuli, 1949. Bayan kwana biyu, ranar 27 ga Yuli, ya tashi, wanda kuma ya zama jirgin farko na jirgin fasinja mai irin wannan tashar wutar lantarki zuwa Mir. Ya dauki tsawon mintuna 31, kuma kwamandan ma’aikatan ya kasance jami’in rundunar sojojin sama ta Royal Air Force, shugaban ma’aikatan gwajin na kamfanin Capt. John Cunningham. Matukin jirgin shine Harold Waters, kuma ma'aikatan sun hada da injiniyoyin gwaji guda uku: John Wilson (avionics), Frank Reynolds (hydraulics) da Tony Fairbrother. Wannan jirgin ya nuna farkon shirin gwajin cancanta na watanni da yawa. An gudanar da gwaje-gwajen sabon jirgin da tsananin gaske, kuma a cikin makonni biyu na farko akwai 14 daga cikinsu, wanda ya kai lokacin tashi na sa'o'i 15.

Jirgin ya juya ya zama mai sarrafawa a cikin dukan iyakar gudu, hawan ya kasance 11 m, kuma saurin saukowa ya kasance 000 km / h. A watan Satumba na 160, an yi rajistar samfurin a matsayin G-ALVG sannan kuma ya shiga cikin Farnborough Air Show. A lokacin gwaje-gwajen, an gudanar da aikin na zamani don inganta ƙirar jirgin sama. Daga cikin wasu abubuwa, shimfidar chassis na asali tare da babbar motar jigilar kaya bai dace da motocin samarwa ba (tsarin tushen reshe ya kasance cikas). Daga nan, daga Disamba 1949, an gudanar da gwaje-gwaje a kan chassis mai kafa biyu, sa'an nan kuma na tsawon watanni da yawa na bogie mai kafa hudu tare da ƙananan ƙafafun. Tsarin bogie chassis mai ƙafafu huɗu daga baya ya zama daidaitattun samarwa.

A lokacin jiragen gwaji, ya kafa sakamakon rikodin da yawa waɗanda a baya wasu hanyoyin sadarwa da jiragen soja ba za su iya samu ba. Alal misali, a ranar 25 ga Oktoba, 1949, John Cunningham, tare da ma'aikata uku da kaya na fasinjoji 36, sun yi tafiya a kan hanyar London-Tripoli tare da tsawon kilomita 4677, tare da matsakaicin gudun 726 km / h da tsayin mita 11. Lokacin jirgin ya kasance sa'o'i 000 da minti 6 (ban da lokacin saukar tsaka-tsaki a Tripoli) kuma ya fi guntu sau biyu fiye da jirgin saman Douglas DC-36 da Avro York da ke aiki akan wannan hanya. Wani jirgin a watan Fabrairun 4, wanda aka yi a tsibirin Birtaniyya da Tekun Atlantika, ya kai tsawon sa'o'i 1950 da mintuna 5 da rufin 30 m, kuma a kan jirgin Brighton-Edinburgh (12 km) matsakaicin gudun ya kasance 200 km / h. Jiragen sama a kan hanyoyin kasa da kasa da aka tsara don hidimarsa sun zama talla mai kyau ga jirgin, watau. a cikin Maris 715 daga London zuwa Rome (awanni 850), kuma a watan Afrilu zuwa Alkahira (awanni 1950).

A tsakiyar shekarun 1950, an gwada samfurin a wurare masu zafi a Nairobi da Khartoum, kuma a watan Satumba ya halarci wani zanga-zanga a Farnborough (shine ma'aikaci na farko na layin BOAC). Bayan baje kolin, jirgin na dauke da na’urar binciken mai a cikin jirgin kuma ya shafe makonni da dama yana gudanar da irin wadannan gwaje-gwajen cancantar. Sun zama mara kyau kuma dangane da wannan sun ƙi inganta shi. A cikin Mayu 1951, an gwada masu haɓaka Sprite a filin jirgin sama na Hatfield. An sanya su a kusa da bututun hayaki na injin don samar da ƙarin ƙarfi lokacin tashi daga tuddai mai tsayi ko a yanayi mai zafi. Gwaje-gwaje sun tabbatar da mafi kyawun aikin ɗaukar hoto, amma saboda yawan rashin ƙarfi na masu haɓakawa da matsalolin kulawa da ake tsammanin, ba a yi amfani da shi ba.

Samfurin na biyu G-5-2 tare da faranti G-ALZK ya tashi a ranar 27 ga Yuli, 1950, kwamandan jirgin ya sake zama Kyaftin W. John Cunningham. Idan aka kwatanta da samfurin farko, yana da canje-canjen ƙira da yawa, kuma a zahiri ya bambanta da farko a cikin siffar babban chassis. Ƙafafun ƙafa guda ɗaya masu faɗin diamita na huhu na 1675 mm an canza su zuwa wani bogie tare da ƙananan ƙananan guda huɗu, waɗanda suka fi dacewa da sauƙi a cikin ficewar reshe kuma sun ba da ƙarin ma'ana don rarraba nauyin jirgin a kan titin jirgin sama. Bugu da ƙari, an sake fasalin fuka-fuki, yana ƙara halayen ƙarin tankunan man fetur a gaban babban gefen, kuma an yi amfani da sababbin tsarin jiragen sama. Wannan jirgin ya shiga samfurin farko kuma tare da kammala shirin gwajin jirgin.

A cikin Afrilu 1951, samfurin na biyu ya mika wa BOAC na tsawon watanni da yawa, inda ya aiwatar da shirin horar da ma'aikatan jirgin sama na sa'o'i 500 a filin jirgin sama na Hoern, kuma an yi amfani da shi don gwajin kayan aiki (a matakin karshe na gwajin aiki a filayen jiragen sama na samar da jiragen sama da yawa). Nau'in jirgin saman cancantar takaddun shaida ya ƙare a tsakiyar Janairu 1952, kuma an ba da takardar shaidar cancantar Air a ranar 22 ga Janairu, 1952.

Ci gaba da kaddarar samfuran ita ce kamar haka. A ƙarshen Disamba 1952, G-ALVG har yanzu yana tashi tare da gyare-gyaren fuka-fuki sanye da ƙarin tankunan mai, tare da aikin tantance dacewarsu. Daga Yuli 1953, an yi gwajin rayuwa mai lalacewa, kuma bayan kammala su an soke ta kuma aka soke ta (Nuwamba 6, 1953). A gefe guda kuma, samfurin G-ALZK ya rushe bayan an kammala gwaji. An tura fuselage ɗinsa zuwa Farnborough sannan kuma zuwa shukar BAe a Woodford, inda aka yi amfani da shi don ƙarin haɓaka hanyoyin ƙirar ƙira (misali, jirgin saman sintiri na teku na Nimrod).

Farkon samarwa Comet 1, G-ALYP, da samfura guda biyu, G-ALVG da G-ALZK, a cikin jirgin zanga-zanga.

Serial samar na Comet 1/1A

De Havilland, bisa ga oda daga BOAC na jiragen sama goma a farashin da aka ƙayyade na £ 250, ya yanke shawarar shiga cikin jerin samarwa. Mai ƙira ya ɗauka cewa umarni na gaba za su taso da zaran samfurori sun bayyana kuma jerin motocin sun shiga sabis. Wannan kuma ya faru. Kamar yadda aka fara gwajin samfuri, Kamfanin jirgin saman Kanada na Pacific (CPA) ya ba da umarnin jiragen sama guda biyu a cikin 1949, kuma bayan shekaru biyu kamfanonin jiragen saman Faransa Union Aermaritime de Transport (UAT) da Air France sun sayi uku. Har ila yau jirgin saman soja ya zama mai sha'awar jirgin, kuma biyu na farko an umarce su daga Rundunar Sojan Sama na Kanada na Royal Canadian Air Force.

Jirgin farko na jerin Comet 1 (reg. G-ALYP, lambar serial 06003) an isar da shi zuwa BOAC a ranar 8 ga Afrilu, 1952, kuma na ƙarshe na goma ya ba da umarnin a ranar 23 ga Satumba, 1952 (G-ALYZ, lambar serial 06012). Na 1). Sa'an nan kuma masana'antun de Havilland sun fara cika umarni na kasashen waje, kuma an ba da jirgin da aka samar da nau'in nau'in: Comet 1952A. A cikin Oktoba 06013, an ba da irin wannan jirgin na farko zuwa Canadian Pacific Airlines (CF-CUM, no. 1953), kuma a cikin Janairu 06014, na biyu (CF-CUN, no. 1). Kamfanin jirgin saman Faransa UAT ya karɓi uku daga cikin Comet 1952A: Disamba 06015 (F-BGSA, c/n 1953); Fabrairu 06016 (F-BGSB, w/n 1953) da Afrilu 06019 (F-BGSC, w/n 1953). A cikin Mayu 1, an ba da farko Comet 5301A (lambar dabara 06017, b / n 5302) zuwa jirgin saman soja na Kanada, kuma na biyu bayan wata daya (06018, b / n XNUMX).