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Comar Comet 850

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Review of Comet 850

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat equipped with a masthead rig. The advantage of a masthead rig is its simplicity and the fact that a given sail area - compared with a fractional rig - can be carried lower and thus with less heeling moment.

The Comet 850 is equipped with a deep keel. A deep keel provide a better healing moment than a shallow keel.

The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated.

The boat can enter most marinas as the draft is just about 1.60 - 1.70 meter (5.25 - 5.55 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.3 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Comet 850 is about 132 kg/cm, alternatively 739 lbs/inch. Meaning: if you load 132 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 739 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 23m 2 (247 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Comet 850 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Comar Yachts Comet 850

General Data

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• Comet Comet 850

Overall length:

Waterline length:, maximum beam:, displacement:, straightening:, construction materials:, sail details mq, transmission:, interior materials:, boat capacity:, water tank:.

Club Certificate Non Spinnaker 2023

CertNo: 23/1

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• Sailboat Guide

Comar Yachts

Founded as Sipla in Forli it began as a builder of wooden FLYING JUNIOR class dinghies. The COMET 910 was introduced in 1971, a design collaboration of Van de Stadt and Finot. This yacht was a huge success both on the international racing scene and commercially. It remained in production for more than 15 years with over 1000 boats produced. At this time the company changed its name to Comar S.P.A. Comar and Finot became a very successful team. The Comet 801, the Comet 11, 13 and 14, in particular, were sold in large numbers. In the eighties, Comar brought in other designers, like Doug Peterson and Andrea Vallicelli. Some of the more recent models are the Comet 1050, from Finot’s board, the Comet 375, designed jointly by Finot and Peterson, the Comet 420 by Vallicelli, and the Comet 460, also from Finot. Thanks to their success, Comar became the greatest Italian boatbuilder and exported a good deal of its production. At the end of the eighties, the company expanded, moving to a new 43 sq.mt facility with 160 worker producing 145 boats per year. During the nineties, Comar introduced more new models, which constitute part of today’s range. The company pioneered a completely new production policy. Beginning with the adoption of building techniques using balsa and Termanto cored sandwiches, vacuum lamination, etc. This continued with the introduction of new models: the Genesi, a thirteen metre in three versions, Cruising, Racing and Sport, and the Phoenix, a fifteen metre, the new yard flagship. The Company was also in the one-off racing market. The Comar built, Vallicelli design “Stradivaria” won the Centomiglia del Garda four times. At the end of the 1980’s the company changed ownership and a new management team was brought in. Despite the numerous failures and corporate consolidation in the yacht production business, Comar continues to this day as a successful builder of a broad range of Yachts. In it’s history, the company has built over 5000 yachts with some models being in production for more than 15 years. COMAR YACHTS Viale Traiano, 27 00054 FIUMICINO ROMA - ITALIA Tel: (+39) 06 6522012 Fax: (+39) 06 65029816 E-mail: [email protected]

Associations

• Flying Junior Class International Association
• Comar Comet 1000

Meteor Class

• Andrea Vallicelli
• Doug Peterson
• E. G. Van de Stadt
• Jacques Fauroux
• Jean Marie Finot (Groupe Finot)
• Sergio Lupoli
• Uus van Essen

35 sailboats built by Comar Yachts

International FJ

Comet 11 Plus

Comet 28 race.

Comet 910 Plus

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THE LOG – YEAR BY YEAR

1953 – first year on comets.

Aircraft registration and type:

G-AMXA, XB, XC. Comet 2

Between 4 th November and 29 th December Comet 2s were flown on Production test flights. Tested were G-AMXA, XB and XC. Test Pilots: Messrs. Peter Buggé, Pat Fillingham and John Cunningham.

During the last couple of months of ‘53 18 hrs. 20 min. accumulated as Engineer rating E11. These flights also served as familiarization flights prior to being checked-out on the type.

G-AMXA Comet 2

During January G-AMXA was put through further production tests during which LEFY was acting EII. Upon completion of the Comet Aircrew Course he obtained his EI rating. When operating on Comet 2s he was from now on E1 rating.

Flights resumed on the 5 th April with ‘XA being put through production tests to evaluate it’s cruising characteristics. On the 6 th April – more cruising and trim changes were tried. On the 7 th – XA’s stall characteristics were evaluated. JC commanded these flights.

F-BGNZ Comet 1A

8 th April saw a switch to a Comet 1A, registered – F-BGNZ this aeroplane had been purchased by Air France. Here production tests were being performed after modifications. (Incidentally this aircraft had been delivered to Air France the previous July).

G-AMXD Comet 2.

20 th August saw Comet 2 G-AMXD make its maiden flight. This lasted 1 hr. 20 min. – PF was at the controls. This particular aircraft was to play a substantial role in future Comet development.

G-ALYT Comet 2X

December saw experimental tests on the Comet 2X with JC. This aeroplane started life as a Comet 1 (G-ALYT). The Ghost 50 engines were replaced with the more efficient axial-flow Avon 501s (6,500lb.st) for test purposes. Later slightly more powerful Avon 502s (6,660lb.st.) were substituted. This example was used for development testing prior to the introduction of the production Comet 2 destined to be powered by Avons. In all other respects the 2X was the same as the Comet 1.

The Log notes: E.E.L.3 in Green (prob. refers to low pressure in Green hydraulic system – which controls flaps, air brakes undercarriage, u/c doors, nose-wheel steering and brakes) and vent and jettison checks performed (for fuel).

Total hours flown by LEFY by the end of the year was 27 hrs. 40 min.

 G-ALYT Comet 2X

7 th January experimental testing resumed with the 2X with. Messrs. Cunningham, Buggé and Peter Bois in command. Testing included – Fuel vents, experiments using dyed fuel (as a tracer), vent synchronization and venting from numbers 1, 2 and 3 tanks. No 3 Engine Climb, checking centre tank vents and flush intakes in zone 3. These tests continued through to June.

G-AMXD Comet 2

22 nd June more production tests on the Comet 2 G-AMXD with PB. Measured landings were evaluated.

G-AMXE Comet 2

18 th July saw the first flight of G-AMXE which lasted 40 minutes.

Then on the same day a 25 minute hop was made to Cambridge where XE was converted to 2R specification, by Marshall’s of Cambridge, for signals duties. (R = Reconnaissance). This aircraft was re-registered as XK663 and allocated to RAF192 Sqd.

20 th July saw the 2X undergoing experimental tests again: zone 3 cooling checked, outside air temperature – calibrations were made and de-icing system checks performed.

22 nd November G-AMXD underwent a 2hrs. 40min. flight with the Aircraft Registration Board’s airworthiness test – Chief Pilot Dave Davies aboard.

XK669 Comet 2R

During December production tests were performed on XK669 – formerly G-AMXB.

This had been converted to a T.2 (T for Training) and subsequently underwent a full test schedule after its first flight on 9 th December, PB was in command. On 21 st December – stalls were performed and on the 23 rd the log notes – stalls and photography with Dove.

End of year hours were 61.

XK669 Comet 2

In January, April and May the XK669 was production tested; it was listed for the full standard schedule tests, air function of split bus-bar (electrical system), vibrators on instrument panel, radio and elevator limit switch, another ‘schedule’ test, radio testing GEE Mk 111 and DME (a navigational aide called Distance Measuring Equipment), performance evaluation, stand-offs, stalls, radio DME.

On 25 th May Dave Davies of the ARB took the Comet for its acceptance flight which lasted 2hrs. 30 min. 216 Squadron took delivery of XK669 on the 8 th June and shortly after it entered regular service.

XK670 (converted to T.Mk.2 i.e. T.2)

On the 7 th June a 2hr. 5 min. flight initiated an RAF Crew training programme.

So throughout the month RAF crews – including Wing Commander Sellick – spent their days making a number of local and cross country flights. An example of the latter was made on 13 th June. XK670 departed from Hatfield and visited N. Ireland, Stornoway, Shetlands, N. Foreland and back to Hatfield. The flight time was 4hrs.

A total of 54 hrs. RAF Crew training was undertaken and the period culminated with a special flight to Moscow .

The Moscow flight began on 22 nd June with a 40 minute flight to London Heathrow. Then on 23 rd June from Heathrow to Moscow’s Vnukova Airport. The flight time was given as 4hr. 30 min.

On 29 th June the return trip was made via Heathrow to Hatfield.

On the 3 rd July a direct flight from Hatfield to Moscow (flight time 4hrs. 10 min.). At Vnukova a demonstration flight was arranged for members of the Russian Aviation Industry. Log time of 1hr. 20min. is quoted for this demonstration flight. The return flight was made the same day direct to Hatfield.

 Training continued away from Hatfield. Between 12 th July and 10 th August almost daily flights were made from RAF Lyneham – the flights were under the supervision of de Havilland crews. Amongst those on the course were W/C Sellick, S/LDR Harper, F/LT Jackson and F/LT Hart.

(Note: Both XK669 and XK670 were later converted to C.Mk.2s specification, that is, they had strengthened freight doors fitted as did all 216 Comet 2s)

XK695 Comet 2

Training moved further afield when on 24 th September XK695, under S/LDRs Harper and Hanson, ‘695 flew via El-Adem and Aden to Bahrein arriving on the 25 th (total flight time 13hrs. 25 min.). The return journey began on 26 th September and was made to Lyneham via El-Adem (total flight time 9hrs. 45 min.).

XK696 Comet 2

In October ‘696 underwent routine production testing with PF.

The year ended with XK697 undergoing production tests and further tests on its radar.

LEFY total hours were 331hrs. 20min. by the end of 1956.

XK699 Comet 2

2 nd February saw XK699 have its maiden flight which lasted 4hrs. 15 min. Three further flights were completed ‘schedule testing’ by the 15 th . It was handed over to 216 Sqd. on the 22 nd .

XK663 Comet 2 (Log. entry reads:T.Mk2 90 Group)

From 22 nd February XK663 underwent schedule testing with particular attention being paid to the 112 volt electrical system, Bullet de-icing, radar checks, checks on cabin temperature, performance checks and auto-trim evaluation. These checks were completed by the 21 st March after twelve flights.

On 22 nd March Dave Davies (ARB) took a 2hr. 45 flight. Minor problems were detected and these were later rectified. Peter Buggé did a final 35min. check flight the following day. Certificate granted XK663 was handed over to 192 Sqd. on 19 th April.

Mysteriously on 13 th September this aircraft was destroyed in hanger fire.

G-ANLO Comet 3

This was the only Comet 3 to fly and became a valuable test-bed for the Comet 4.

Having had its first flight in 1954 it was at Hatfield for experimental tests to do with stability. On this particular flight LEFY acted as EII – he had not then been checked out on the Comet 3. Incidentally the Comet 3 could not be fully pressurized which must have made for some uncomfortable flights at higher altitudes with the crew on oxygen.

XK715 Comet 2 (C.Mk.2)

was the first production Comet to be built at Chester. On 6 th May production tests began with a 40 min. flight to Hatfield. This was to be standard practice with Chester built Comets.

Testing was completed by the 31 st May after six flights, one of which included a ‘green system failure’ (hydraulics) delaying the programme on the 10 th . Officially 216 Sqd. took delivery of ‘715 on the 22 nd May before testing was complete.

G-ANLO Comet 3 (now equipped with Avon 523s in place of its earlier 502s)

June was spent with experimental tests on the Comet 3 evaluating engine handling and sound measurements. Having been checked out on the Comet 3 LEFY was operating as E1 again.

Royal Canadian Air Force VC 5302 – Comet 1A

Between 3 rd and 9 th July production tests were performed. JC supervised tail down takeoffs – when it was thought particular problems could occur at high AUW and high ambient air temperatures (see Comet 1A Karachi loss).

G-AMXK Comet 2E

On 10 th July ‘XK had its first flight. With PBu in command it lasted 1hr. 10 min. The 2E was equipped with Avon 504s located in the inner nacelles with Avon 524s, which were being evaluated for the Comet 4, in the outer positions.

Schedule testing, with the same crew, began on the 11 th with a 4hr. 5 min. flight. Once schedule testing had been completed testing would be concentrated on Avon 524 assessment – which was the main purpose of the 2E.

Experimental testing resumed on 18 th July with Messrs. Cunningham and Wilson. Log entries disclose flights were taken evaluating jet pipes No’s 1 and 2, a demonstration for Tasman A.A. and performance evaluation took up much of the month. A demonstration flight too was given to Mexican (Mexicana) Airline representatives on the 26 th July.

Testing continued into August with performance checks, aft Centre of Gravity, Stand-offs, radio equipment testing (this involved comparing H.F. aerials with a Britannia – G-AOVB), there were forward-limit takeoffs and checks at 40,000ft with an RAE Venom. Cruising at 25,000ft completed that phase of testing – the Comet 3 having completed some 59hours 25 minutes flying spread over 27 separate flights with LEFY as E1 Ft/E.

G-AMXD (2E – two Avon 504s and two 524s).

After modification to 2E this Comet made a delivery hop to Heathrow airport from Hatfield. ‘XD was then handed over to BOAC for route proving and to build up engine hours for certification purposes. The ARB required a minimum of 1000 hrs. between major engine overhauls. Between Sept.57 and Early 58 this target was achieved and by the time the Comet 4 was launched the 524 was certified to 1500 hrs. 2E G-AMXK played an equally important role in the testing programme and was also used by BOAC.

Experimental testing continued during September with an assessment of stick forces.

XK695 (C.Mk.2)

Experimental tests resumed on 19 th September with PBu in the right-hand seat. Log entry reads: J.P. 4 fuel, J.P. 4 and avimo pitot (J.P. being jet pipe and a pitot is a sensor set in the external airflow).

On 24 th a 4hr. 15 min. flight was made to El-Adem and from there on to Aden (5hrs 10min). The following day the journey continued to Singapore via. Ceylon (6 hr. and 4hrs. 25 min. resp.). From Singapore five flights totalling 12hrs 15min. were made to ‘check aircraft and engines in extreme turbulence’. This was done by flying into Cumulo-nimbus cloud in penetration trials (it is thought that such extreme turbulence caused the break-up of BOAC’s G-ALYV whilst climbing after takeoff from Calcutta on 2 nd May 1953). These trials ended at Changi.

On 1 st October they returned via Ceylon and Aden and, on the 2 nd , via El-Adem to Hatfield.

Having returned to the UK experimental testing continued on XK695 with J.P.4 at 35 degrees, side static evaluation, side static and J.P.4 at 50 degrees

This was followed by a final check flight prior to its re-issue to Transport Command on 4 th November.

XK655 (T.Mk.2) (90 Group) and ex -G-AMXA.

was brought back from (Marshall’s) Cambridge to Hatfield on the 28 th November.

Production testing continued until the end of the year.

At the end of 1957 LEFY had totalled 559hours 25 min. flying Comets.

XK655 Comet T.2

Production testing continued throughout January, February and early March with JC and/or PF taking command of some twenty flights in all.

Another flight on 6 th May with PW – practising coupled approaches to 200 ft.

XK669 (T.Mk.2)

On 20 th May a ‘series schedule’ was completed after further modifications.

G-APDA Comet 4. 

This was the first production Comet 4. It had made its maiden flight on 27 th April 1958.

The 4 th June saw LEFYs first flight in a Comet 4 – he acted as EII. On this trip coupled approaches were performed.

XK699. (C.Mk.2)

On 10 th June – back as EI on a Comet 2 – a routine test flight after the aircraft had undergone further modification.

G-APDA Comet 4

On 12 th June the team began a long and extensive test programme evaluating the first production Comet 4s and were directly comparing with their test results with data previously obtained on the Comet 3 development prototype.

Between 12 th June and 10 th July Messrs. Cunningham, Buggé, Fillingham and Wilson logged 25 flights totalling some 69hours 45 min.

Parameters evaluated included – de-icing temperature checks, determining its aft Centre of Gravity, handling, evaluating the new search radar and cabin pressure systems, the A.D.F. system, determining the forward C.of G., general handling and performance, auto pilot, a new pressure controller, and again aft C.of G. handling. A long 7hr. 25 min. cruise gave much valuable data, and enabled the test team to evaluate new pressure packs, yaw damper checks, aft C.of G. and auto pilot, de-icing and yaw damping as well as finding time for some demonstration flights.

G-AMXK (2E)

An odd production test flight on Comet 2 ‘XK interrupted Comet 4 ‘DA testing.

G-APDA (Comet 4)

On 12 th July, with JC, tropical trials commenced with a flight to Khartoum from Hatfield. (6hrs. 40 min.). Measured takeoffs in the heat were made. Assessment of the effects of hot oil and fuel were also made in Khartoum. Between 14 th and 15 th trips were made to test extremes – Khartoum hot fuel – Wadi Halfa cold fuel. Aircraft handling with high outside air temperatures were assessed too.

 On 16 th ‘DA moved on to Nairobi from Khartoum (3hrs. 15 min.) and there tail-down takeoffs, measured takeoffs, acceleration stops, more measured takeoffs and tail-downs were undertaken. Interspersed were various demonstration flights. Measured takeoffs (no.3 engine) and demonstration stops preceded a move to Entebbe on 22 nd July (1hr. 20 min.). Here ice trials were performed and a demonstration was given to various airlines before returning to Hatfield via Rome on the 29 th . The return flight took 9hrs. 30min.

Back in Hatfield the buffet boundary and autopilot were tested.

XK699 (C.Mk.2)

On 9 th August PF and LEFY only ferried XK699 from Prestwick to Chester. The 40 minute trip was made so that ‘699 could have a star-board wing repaired – it was damaged after hitting a tree on approach to Turnhouse airfield, Edinburgh.

XK671 (C.Mk.2)

Two flights on the 22 nd and another on the 26 th August from Chester ‘schedule testing’ after a major overhaul.

G-APDB (Comet 4)

On 3 rd September, with PW, the forth production test flight of ‘DB.

Testing continued – evaluating cruising, performance, buffet boundary and Performance Envelopes (PE’s). Much essential data had been obtained on the first production Comet 4 ‘DA – with all subsequent type 4s far less testing was necessary. Essentially production testing was undertaken to determine whether the aircraft under test was up to standard – that is within clearly defined limits with respect to equipment operation and operation overall.

So within days (on the 8 th ) the Aircraft Registration Board took a 3hrs. 30 min. certification flight. Following this on the 12 th September ‘DB was flown to London, Heathrow prior to its’ handing over to the Corporation which took place on the 30 th .

G-APDE (the first Comet 4 built at Chester).

20 th September – maiden flight to Hatfield – 1hr. 35 min.

On the 21 st and 22 nd September, with PF, a full test schedule and performance estimations were made. This Comet underwent final checks on the 2 nd October and delivered to BOAC.

XK699 (Comet 2)

Had completed its repair to the damaged s/b wing. A 1hr. 15 min.flight was undertaken to check for problems.

G-APDD Comet 4

On the 5 th and 6 th November resp. there were the 1st and 2nd production test flights with PF (totalling 8hrs. 45 min.). With JC the 3rd and 4th Prod. Test. Flights – both on the 7 th of the month (3hrs. 15 min.) and with PF the 5th Prod. Test. Flight on the 10 th (1hr. 30 min.)

A demonstration flight was laid on and some snags were sorted out on the 11 th with JC. On 17 th and 18 th – this time with PF, there were performance tests for BOAC. Acceptance by the airline – represented by Capt. Wallace – came after a 55 min. flight on the 18 th . Total testing on ‘DD was 25hrs. 05 min.

G-APDH Comet 4

The next Comet 4 tested was the second of the type to be built at Chester. A 2 hr. test flight from Chester to Hatfield was undertaken on 21 st November and a 4hrs. 30 min. second production test flight with PF was completed on the 22 nd .

On 1 st December testing was interrupted when a special flight was made with JC to Nice. There Aristotle Onassis (owner of Olympic Airways) and his family were brought back to the U.K. (Hatfield) the same day. The outward flight is logged as taking 1hr. 45 min. and the return flight as 2hrs. 5 min. Onassis was purchasing Comet 4Bs – hence the courtesy shown by the Company.

After this trip a third production test flight was undertaken on the 5 th December with the final check and acceptance by BOAC on the 6 th .

G-APDF Comet 4.

With PF the maiden flight was on the 11 th December and it lasted 3hrs. 05 min.

The year ended with PW making cold air unit checks on the 12 th December.

LEFY total hours to date were 851 hrs. 20 min. all on Comets.

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• Comar Yachts

Comet 850 - Comar Yachts / STW000118

cabin cruiser

Nanni Faryman 12cv 2 cilindri

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

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standard version

If you find some wrong or lacking data of this boat, you can propose an update.

Technical forum: comet 850.

Good morning , Claudio SILVI for COMET 850 . I have water in the port aft locker where the diesel tank is located. I can't find the passage that brings the water to the cockpit that communicates with the outside under the helm. I have had the boat for 1 month and I am in the process of setting up all the systems. Water, electricity and engine. Thank you . Greeting cS 18/02/2023 by stw-4346

I have a comet 850 and I have been asked to find what is the SW rating of the boat. Someone have an idea what it is? 02/05/2022 by stw-1065

This is a Dutch system, 'snelheid watersport' or 'snelheid wedstrijd'. Sw for 850 is 106.2. but it doesn't tell if this number is for the version with 130cm draft or 160cm draft. You have to google: sw waarde comet 850. I would like to know aswell. 10/06/2024 by stw-10226

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     Present edition unites two parts of Catalogue of interacting galaxies by B.A.Vorontsov-Velyaminov: the first part (Part 1) containing 355 systems was published in 1959 [1] and the second one (Part 2) with 497 objects - in 1976 [2].Thus two published parts of Catalogue include 852 interacting systems. Already in the end of 70s the preparation of third part was in going but it was not finished by the author.      To regret, many errors and misprints were found at published issues. Besides, the galaxies location in Catalogues caused some difficulties to their search. As a result in 1970 the second corrected edition of the first part was appeared [3]. In the second part of Catalogue the author did not give at all the object's list in order of the coordinates.      We have decided to join both parts of the VV-Catalogue and to add the objects intended for the third part. All new of them (1162 by number) were taken from the comments to the galaxies in Morphological catalogue by Vorontsov-Velyaminov et al.[4-8]. They took the VV- designations from VV 853 to VV 2014.      So the present edition contains 2014 interacting galaxies classified as such in Morphological catalogue which has completness to 15 photographic magnitude and to the declination of >-45 degrees. A small number of more southern galaxies were included with earlier VV-designations. We did not try to separate the single galaxies with vast structural features from really double or multiple ones because it needs the additional observations.      The classification of galaxies on the interaction types was the same as Vorontsov-Velyaminov has suggested. It was in detail described at the preface to the second part of VV-catalogue. For each type we have introduced the conventional designations given below: HII-regions: H - large inner subsystems, the galaxies with vast HII- regions, M51 type - the satellite on the spiral branch of primary component: M - one satellite, MM - two satellites on the spirals, MMM - satellite lies on the bridge connecting the components, Nests: N - three or more members in a tight group, NN - disrupted nest, NNN - separated triples, NNNP - triples with a tight pair, NPNP - the pair of tight pairs, NP - nest with clear pair, Ch - chain. Pairs: PC - pair of coalescents, b - bridge PK - pair in contact, t - tail PD - distant pair. df - disruption of the facade Psevdo-Rings R - a ring without a nucleus together the non-elliptic galaxy, "Comets" K - comet-like single galaxy, Enigmatic En including Ent - a single galaxy with a tail, Enf - a single with breaking of inner structure, Enat - not tidal phenomena.      We have verified and supplemented the information given at published parts of catalogue by means of extragalactic data base NEDA-NASA/IPAC. There are now the numerous radial velocities of interacting galaxies as far as the information on IRAS and radio observations. But we did not include the colour information because it is not so extensive as that of Vr. Besides we have omitted the angular distances between the components were given in Part 1.      The galaxies are arranged in order of the increasing of right ascension. In columns from 1 to 18 there are given: 1,11 columns - VV-designation of the galaxy. Unlike the preceeding parts the new galaxies (from VV853) were nominated in order of alfa2000, 2-3 columns - equatorial coordinates of the galaxy for the equinox 2000 from NEDA-NASA/IPAC, 4 column - the total magnitude of the component or of the whole system Bt or B(mB) from NED or mpg from MCG, 5 column - the angular dimensions in units of 0.1 minutes from NED or MCG, 6-7 columns - radial velocity of the galaxy: from optical observations VRo and from radio observations VRr in according of Vaucouleurs catalogue RC3 [9]. By asterisk there were marked the data from NED but not contained in RC3. 8-9 columns - the information on IRAS and radiodata, 10 column - the morphological type of the galaxy: S - spiral, E - elliptical, I -irregular, 12 column - the type of the interaction in according of the above-mentioned code, 13-18 columns give the identification of the object with catalogues MCG, NGC, Zwicky [10], Markarjan [11], Arp [12], UGC [13].The other identifications may be found in NED.      The study on interacting galaxies was delayed dramatically about 2 decade due to the instrumental opportunites of the astronomy in 60-s. Genuine study began only in 80-s when the importance of the galaxies interaction in their evolution was come to light. Now there are many hundreds papers on the investigation of interacting galaxies. It is just what dreamed B.A.Vorontsov-Velyaminov of which memory we dedicate this catalogue. REFERENCES Vorontsov-Velyaminov B.A. // Atlas and Catalogue of interacting galaxies. Part 1. Moscow University. Moscow. 1959. Vorontsov-Velyaminov B.A. // Atlas and Catalogue of interacting galaxies. Part 2. Astron.and Astrophys. V.28. N1. 1977 Vorontsov-Velyaminov B.A. // Atlas and Catalogue of interacting galaxies. Part 1. II edition. Moscow University. Moscow. 1970. Vorontsov-Velyaminov B.A.,Krasnogorskaya A.A. // Morphological catalogue of galaxies. Part 1. Moscow University. Moscow. 1961. Vorontsov-Velyaminov B.A.,Arhipova V.P. // Morphological catalogue of galaxies. Part 2. Moscow University. Moscow. 1964. Vorontsov-Velyaminov B.A.,Arhipova V.P. // Morphological catalogue of galaxies. Part 3. Moscow University. Moscow. 1963. Vorontsov-Velyaminov B.A.,Arhipova V.P. // Morphological catalogue of galaxies. Part 4. Moscow University. Moscow. 1968. Vorontsov-Velyaminov B.A.,Arhipova V.P. // Morphological catalogue of galaxies. Part 5. Moscow University. Moscow. 1974. de Vaucouleurs G.,de Vaucouleurs A.,Corwin H.G.,Buta R.J.,Paturel G., Fouque P. // Third reference catalogue of bright galaxies. 1991. Zwicky F. // Catalogue of selected compact and post-eruptive galaxies. Zuerich. Switzerland. 1971. Markarian B.E.,Lipovetsky V.A.,Stepanian J.A.,Erastova L.K., Shapovalova A.I. // Communications of the Special astrophysical observatory. N62. 1989. Arp H. // Atlas of peculiar galaxies. Pasadena. 1966. Nilson P. // Uppsala galaxy catalogue. Uppsala Astron.Obs.Ann. V.6, 1973.