Marville France

The Comet reached a peak of fame and popularity when Queen Elizabeth the Queen Mother, Princess Margaret, Sir Geoffrey and lady De Havilland made a Royal request flight round Europe on May 23rd 1952 and in the following year G-ALYW carried the same Royal passengers to the Rhodes Centenary celebrations at Salisbury, Southern Rhodesia.

The static exhibition of CF-CUM, first of two Comet 1As for Canadian Pacific Airlines at Farnborough in September 1952 heralded ten overseas sales. Equipped as 44 seaters and operating at a higher all up weight of 110,000 lbs the Comet 1As were powered by Ghost 50 Mk2 engines using water methanol injection and were equipped with extra bag tanks in the outer wings to increase fuel capacity to 7,000 gallons for, in this instance the long stage between Honolulu and Sydney.

In the late 1940s and early 1950s, the RCAF was looking for a high speed, high altitude aircraft and for an aircraft to augment air transport forces. A high speed aircraft was required to test Canada's fighter forces and radar chain. There were no large aircraft in RCAF service that could fly at an altitude of 40,000 feet at 450 mph. At the same time, the Korean airlift (Op HAWK) had placed a strain on Air Transport Command. The Canadair North Stars, though fantastic aircraft, were no longer in production. In early 1951, it was decided that the Comets could fulfill both these roles, with an order being placed with de Havilland in England in November 1951.

In October 1952, more than 60 air and ground crew from 412 Squadron were sent to England to receive familiarization training on the Comet. On 14 March 1953, the RCAF received its first Comet. The two RCAF crews subsequently flew over 100 training hours, including flights to Johannesburg and Singapore. By Friday, 29 May 1953, the first crew was ready to return to Canada.

The age of jet transport had arrived in Ottawa, when a deHavilland Comet departed London, England and landed at Uplands on May 29, 1953. A large crowd turned out at RCAF Station Uplands for the arrival of Comet 5301. It had made the trans-Atlantic crossing in 10 hours 20 minutes, with stops in Keflavik, Iceland, and Goose Bay. The Comet then went on a cross-Canada tour, demonstrating its speed and sleek lines. The sleek, four-engined jetliner, with its 40 passenger capacity, was operated by 412 Transport Squadron, at the time still based at RCAF Station Rockcliffe. The RCAF thus became the world's first air force to incorporate jet transport aircraft, and 412 "Falcon" Squadron of Air Transport Command became the first-ever operators of jet transports on scheduled transatlantic flights. On September 1, 1955, 412 Squadron made the move from Rockcliffe to Uplands. Five large hangars, numbered 10 through 14, were built to accommodate growing use of the base. These were completed in 1957.

The Comets were soon put to work on VIP flights. On short flights, they cut the normal air travel time by one third. On longer flights, travel time was reduced by over 50 percent. The Comets also flew as targets for exercising ground radars and Air Defence Command CF-100s. They were able to perform both roles admirably, with their maximum altitude of 40,000 feet and cruising speed of 455 mph achieved by four de Havilland Ghost turbo-jet engines, each rated at 5,000 lbs. thrust. The Comet had a range of about 2500 miles with a capacity payload and fuel allowances for headwind and stand-offs. A crew of seven included the pilot, co-pilot, navigator, flight engineer and radio officer and two cabin crew.

Unfortunately, the Comets were reluctantly withdrawn from service in January 1954 after a series of disastrous crashes with the Mk1s in commercial service. The RCAF Comets were initially put into storage at de Havilland's Canadian factory at Downsview, Toronto in April 1954. Following a Court of Inquiry, most Comet pressure hulls were re-built with heavier gauge skins. These changes were incorporated into the two RCAF Mk1As at Broughton, Chester, the first of which arrived on 24th May 1956 after a night-stop at Goose Bay. The modified Mk1As were designated 1XBs. Once the modifications were completed it was intended that the 1XB's be ferried back to Canada by John Cunningham and crew. The cost of the work was put at £142,000. The RCAF Comets resumed service in the roles for which they had been intended, on 1 November 1957 as Mark IXBs.

The Comet was a vast improvement in terms of comfort for the passengers. No longer did they have to sit in a vibration-filled, noisy cabin. The ability to fly above rough weather also improved the ride. The flights were advertised as being so smooth you could stand a pencil on end or have a full glass of water and not spill it.

The improvements in speed were also highlighted. One popular comparison against piston-engined airliners is illustrated in this anecdote. One night a Comet flying from Gander to Paris passed a RCAF North Star over the mid-Atlantic. The North Star had left two hours earlier, headed for London. The Comet flew to Paris and after a brief stop, took off for London, arriving shortly before the North Star.

With its greater speed and altitude, the Comet was able to fly great circle routes at a time when other airliners were flying commercial air corridors. Its comforts were a pleasant surprise for travelers used to the noise and vibration of commercial airliners of the time. The Comet ushered in the age of the jet airliners, and the RCAF was there.

The two Comets, besides their role as VIP transport, were used for unscheduled domestic flights and for regular runs from Ottawa to Marville, France. They also continued exercising Air Defence Command. The RCAF Comets were retired in 1963, being ferried to Mountain View for disposal on 30 October. One Comet, number 5302, was sold on 30 July 1965 to a purchaser who hoped to put it in service as a VIP transport, cannibalizing 5301 for parts. The flying Comet became CF-SVR. It was flown to Mount Hope near Hamilton where it sat until January 1968. It was then taken to Florida as N373S for use in charter service. There were too many snags, with the result that 5302 met the nemesis of so many old aircraft - the cutting torch.