London—New York Comet III ‘Paper’ Operation

Abstract

IN order to obtain some experience of problems that were likely to be encountered in the operation of the Comet HI across the North Atlantic, B.O.A.C. decided early in 1954 to conduct a daily 'paper' operation between London and New York. The aircraft was planned to depart from London at 1000 G.M.T. each day. It was felt that the production of operational statistics on the basis of a daily operation in this way would enable the Corporation to compile useful information on such vital subjects as elapsed times, payload capacity, fuel uplift requirements, the frequency with which particular routeings were likely to be used and the adequacy of existing meteorological telecommunications and air traffic control services. In order to obtain the basic meteorological data for planning flights it was necessary to enlist the cooperation of the London Airport Meteorological Forecasting Unit and their most helpful cooperation played an important part in the results achieved.It is impossible in a 'paper' operation to simulate all the operational factors and a number of considerations were thought to be outside the scope of the exercise. It was of particular importance to get operational experience of the probable tempo of the operation and for this reason selected captains and ground personnel at key stations were involved.The performance data for flight planning was based on information provided by the aircraft manufacturers. Flight planning was conducted by B.O.A.C. operations officers at London Airport from an examination of prognostic upper-air charts and other data supplied by the Meteorological Office, and the operational decisions both as regards routeing and termination of the flight were taken by selected captains from B.O.A.C. Comet Fleet. The basic information used on each flight, including meteorological conditions both en route and at terminals, fuel required and load possible according to the flight plan and the actual terminal and alternate weather conditions at the estimated time of arrival, have been collected so that at any later time the exercise can be conducted on another basis, or using another aircraft with roughly similar operational characteristics. Besides providing a daily prognostic chart the Meteorological Office also provided an estimate of the forecast error from a subsequent examination of actual upper-air charts. An analysis of this socalled forecast error gives a rough idea of the order of inaccuracy that is likely to be encountered on actual flights.It was decided that the main objective was to plan an operation that 256