The hollow nose section would be home to the H2S Mk.IX series airborne, ground-scanning radar system. However, the sheer size of this unit within the confines of the Comet's fuselage required that nose section be reworked to include cheek "blisters" to better accommodate the system's width. The cockpit was positioned over and aft of the nose cone and identified by a framed, "bubble-style" canopy seated high on the design. The tubular fuselage then ran towards the rear of the aircraft, tapering elegantly at the tail section. The tail unit encompassed a single vertical fin with upward-canted horizontal planes, these members installed at the fin's base. Ground-running would be done with a conventional (wholly retractable) tricycle undercarriage utilizing a double-wheeled nose leg and single-wheeled main landing gear legs. The nose leg retracted under the cockpit while the main legs were set just outboard of the outer-most turbojet engine installation at the wings. As drawn up, the DH.111 was given a running length of 95 feet and a wing span of 115 feet while gross weight reached 105,000lb.
Propulsion power would come from 4 x de Havilland "Ghost" air-breathing turbojet engines of 5,700lb of thrust each unit. Engineers estimated their aircraft to have a maximum speed of 518 miles-per-hour while reaching an altitude of 50,000 feet out to a range of 4,280 miles.
Internally, it was proposed that the bomber would carry up to 18 x 1,000lb conventional drop bombs or 1 x 10,000lb nuclear-tipped ordnance in their place. However, there arose concern amongst British authorities that the bomb bay could not quite accommodate the required nuclear payload, forcing a modification of the fuselage to be considered should the DH.111 design be advanced.
In the end, Air Ministry officials elected not to pursue this somewhat promising, yet ultimately questionable, de Havilland bomber entry - this while the Royal Air Force was already awaiting the results of a handful of other more potential and possible higher-performing bombers in the pipeline. Brief thought was also given to keeping the DH.111 on hand as an "insurance policy" against these complicated aircraft in much the same way the Short "Sperrin" was retained (this aircraft is detailed elsewhere on this site) but this came to naught. As such, the DH.111 fell to history after it was ended on October 22nd, 1948.
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Operators
Global customers who have evaluated and/or operated the de Havilland DH.111 (Comet Bomber). Nations are displayed by flag, each linked to their respective national aircraft listing.
Total Production: 0 Units
Contractor(s): de Havilland Aircraft - UK
[ Untied Kingdom (cancelled) ]
