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Friday 16 October 2026 15:24:59 GMT
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The first jet airliner broke up in flight twice in 1954. 56 people died. The investigation centred on metal fatigue. The de Havilland Comet was the first jet airliner in scheduled service. It entered service with BOAC on 2 May 1952, flying London to Johannesburg, after a first flight on 27 July 1949. In 1954 two Comet 1 aircraft broke up in flight within three months of each other. 56 people died. This is what the record shows. On 10 January 1954, BOAC Flight 781, registration G-ALYP, broke apart near Elba, Italy, and 35 people died. On 8 April 1954, South African Airways Flight 201, registration G-ALYY, a BOAC Comet operating on charter, broke up near Naples, and 21 people died. The Comet had also been involved in an earlier accident. On 2 May 1953, BOAC Flight 783, G-ALYV, broke up near Calcutta with 43 deaths. The Court of Inquiry attributed that accident to structural failure in flight through a thunder squall. It is a separate case from the two 1954 accidents. To find the cause of the 1954 accidents, investigators at the Royal Aircraft Establishment at Farnborough took a Comet fuselage, G-ALYU, submerged it in a water tank and pressurised and depressurised it again and again to imitate flights. It failed after roughly 3,000 pressure cycles in total, a mix of real flights and simulated ones. The crack began at the corner of a forward escape hatch cut-out. In the wreckage of G-ALYP, a fatigue crack was traced to the area of the aperture for the automatic direction finder aerial on the upper fuselage. The common finding was metal fatigue: cracks growing from repeated pressurisation, concentrated around openings cut into the skin, where the stress was higher than the designers had predicted. A common version of this story blames the square passenger windows. The record is more specific. The windows were one stress concentration among several, but the Elba failure did not start at a passenger window, and the origin of the Naples failure was never found. The later move to oval windows may be why the simpler version took hold. What made it preventable? The design was built around a safe-life target of 10,000 pressure cycles, and the fatigue requirements of the time had not caught up with pressurised flight. De Havilland designed to higher pressure margins than the regulations required, and the stress at the corners of the openings still turned out to be far higher than its engineers had predicted. One analysis of the testing notes that the earlier proof loading may have strengthened the corners of the test fuselage, hiding the weakness that the aircraft in service had. The rules of the period required a pressure cabin to be designed for twice its working pressure differential, about 8.25 psi on the Comet, and proof tested at 1.33 times. De Havilland went beyond that, designing to 2.5 times and proof testing to 2 times. Those were static strength margins. The failure that killed 56 people was fatigue, a different mechanism, and it was not what those margins were written to catch. The Court of Inquiry report on the two Mediterranean accidents was published on 1 February 1955. The redesigned Comet 4 entered service in 1958 with a rebuilt airframe. Which lesson from the Comet era do you think still matters most in engineering today? #DeHavillandComet #AviationHistory #MetalFatigue #DisasterHistory #Preventable
The first jet airliner broke up in flight twice in 1954. 56 people died. The investigation centred on metal fatigue. The de Havilland Comet was the first jet airliner in scheduled service. It entered service with BOAC on 2 May 1952, flying London to Johannesburg, after a first flight on 27 July 1949. In 1954 two Comet 1 aircraft broke up in flight within three months of each other. 56 people died. This is what the record shows. On 10 January 1954, BOAC Flight 781, registration G-ALYP, broke apart near Elba, Italy, and 35 people died. On 8 April 1954, South African Airways Flight 201, registration G-ALYY, a BOAC Comet operating on charter, broke up near Naples, and 21 people died. The Comet had also been involved in an earlier accident. On 2 May 1953, BOAC Flight 783, G-ALYV, broke up near Calcutta with 43 deaths. The Court of Inquiry attributed that accident to structural failure in flight through a thunder squall. It is a separate case from the two 1954 accidents. To find the cause of the 1954 accidents, investigators at the Royal Aircraft Establishment at Farnborough took a Comet fuselage, G-ALYU, submerged it in a water tank and pressurised and depressurised it again and again to imitate flights. It failed after roughly 3,000 pressure cycles in total, a mix of real flights and simulated ones. The crack began at the corner of a forward escape hatch cut-out. In the wreckage of G-ALYP, a fatigue crack was traced to the area of the aperture for the automatic direction finder aerial on the upper fuselage. The common finding was metal fatigue: cracks growing from repeated pressurisation, concentrated around openings cut into the skin, where the stress was higher than the designers had predicted. A common version of this story blames the square passenger windows. The record is more specific. The windows were one stress concentration among several, but the Elba failure did not start at a passenger window, and the origin of the Naples failure was never found. The later move to oval windows may be why the simpler version took hold. What made it preventable? The design was built around a safe-life target of 10,000 pressure cycles, and the fatigue requirements of the time had not caught up with pressurised flight. De Havilland designed to higher pressure margins than the regulations required, and the stress at the corners of the openings still turned out to be far higher than its engineers had predicted. One analysis of the testing notes that the earlier proof loading may have strengthened the corners of the test fuselage, hiding the weakness that the aircraft in service had. The rules of the period required a pressure cabin to be designed for twice its working pressure differential, about 8.25 psi on the Comet, and proof tested at 1.33 times. De Havilland went beyond that, designing to 2.5 times and proof testing to 2 times. Those were static strength margins. The failure that killed 56 people was fatigue, a different mechanism, and it was not what those margins were written to catch. The Court of Inquiry report on the two Mediterranean accidents was published on 1 February 1955. The redesigned Comet 4 entered service in 1958 with a rebuilt airframe. Which lesson from the Comet era do you think still matters most in engineering today? #DeHavillandComet #AviationHistory #MetalFatigue #DisasterHistory #Preventable


No te voy a olvidar. #eldominio #nocontesta #paratii #viraltiktok
No te voy a olvidar. #eldominio #nocontesta #paratii #viraltiktok
#overthinking #videotamtrang #xh #cuocsong #buon
#overthinking #videotamtrang #xh #cuocsong #buon


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