The Story of RAN

Skyhawk A4G 887

19682001
in service with the
RAN Fleet Air Arm
and after 1984
with the RNZAF as
NZ6214
(converted to
A4K then KAHU
update) then on to
DRAKEN USA as
N144EM; 2011-12
Albatross
Gliding
TargetNo.4 wirearrest
 Sep 1970

An ex-Wessex Pilot talks about photo timeframe:

I was on the flight deck, I do remember I was standing next to the FD Phot & told
him to get his camera ready when I saw the two smoke trails astern of the ship. I joined the ship in Sept 70
&, as a Wessex boggie [new pilot] spent most of the time as Pedro to get some d/l experience. Regular Pedro from 11 Sept to 29 Sept.
Back to the ship 26 Oct to 26 Nov for ex-"Swan Lake". So it seems the date is somewhere between 11 Sept & 26 Nov [1970]. [PEDRO = SAR HELO]
Wasn't a celebration of the Nullabour Express 'cause that was 884 & 889. Most likely first time on board - 11/9 & 29/9 [1970], only did 2 Pedros in the second period. Sep 1970
 All cartoons by
Hank Caruso

SBLT Hamilton lands Skyhawk

A4G 887 on its empty drop tanks
with an arrested landing on a Click here A4 pilot
foamed runway at NAS Barbers
Point when VF805 disembarked
quote Falklands War
temporarily HMAS Melbourne

RAN FAA A4G 887

Wheels accidentally
lowered at 450
knots in an
armament dive at
the Kahoolawe
Weapons Range
27 Oct 1971
Kahoolawe is the smallest of the eight main volcanic islands in the
Hawaiian Islands. It is located 7 miles (11.2 km) southwest of Maui and
southeast of Lnai and is 11 miles (18 km) long by 6 miles (9.7 km) wide,
with a total area of 44.6 square miles (115.5 km2). The highest point is the
crater of Lua Makika at the summit of Puu Moaulanui, which is 1,477 feet
(450 m) above sea level. The island is relatively dry (average annual rainfall
is less than 65 cm/26 in because the low elevation fails to generate much
orographic precipitation from the northeastern trade winds and it is located
in the rain shadow of east Maui's 10,023 feet (3,055 m) high volcano,
Haleakal. More than one quarter of Kahoolawe has been eroded down to
saprolitic hardpan. Kahoolawe has always been sparsely populated, due to
a lack of freshwater. Beginning in World War II, the island was used as a
training ground and bombing range by the United States military. After
decades of protests, the Navy ended live-fire training on Kahoolawe in
1990, and the island was transferred to the State of Hawaii in 1994.
The Hawaii State Legislature established the Kahoolawe Island
Reserve to restore and oversee the island and its surrounding
waters. Today Kahoolawe can be used only for native The
Hawaiian cultural, spiritual, and subsistence purposes.
http://en.wikipedia.org/wiki/Kahoolawe Kahoolawe
Weapons
Range has
since the
1970s been
turned into
a National
Treasure
"National
Park" that is
full of native
Hawaiian
artifacts and
other items.

Kaho olawe
http://upload.wikimedia.org/wikipedia/commons/1/13/Haleakala_and_Kahoolawe.jpg
See
Next Page
25 Sept 1973 enroute from Cobar to RAAF
Williamtown 887 flown by Leut Phil Thompson
had a fire warning light that did not extinguish
for some time at lower power settings. Wingman
confirmed no other indications of fire. MAYDAY
call downgraded to PAN with Low Precationary
Approach to shutdown off runway.
After testing it was decided to take 887 back
to Nowra flown by Leut John Hamilton who had
another temporary fire warning light approach-
ing Nowra. Landed safely. Investigation discov-
ered engine hot air through a crack causing
FIRE WARNING problem.
 VF-805 Line Book Page 19712

DO NOT ad-
just your
monitor
blurred
photo of
page
 887 on jacks having U/C repaired after
wheels up landing on empty drop tanks

Repair Hangar VC-1

NAS Barbers Point
Hawaii, Southern Shore
East of Honolulu International Airport
Sblt Phil Thompson & LtJgs from VC-1
 Photo by
Wal
Nelowkin

NAS Barbers Point, Oahu, Hawaii 1994

 Click graphic on left view an RNZAF TA4K wheelsup arrested landing
video clip

Honolulu International Airport, Hawaii

NAS Barbers Point, Hawaii
Kahoolawe
Honolulu
Length: 990 ft (300 m) waterline HMAS Melbourne
1,069 ft (326 m) overall USS Kitty Hawk Length: 213.97 metres
(702 ft) overall
Increased by 2.43
metres (8 ft) in 1969

Pearl Harbour, Hawaii, RIMPAC 78, April 1978

Length: 1,040 ft (317 m) waterline
1,115 ft (340 m) overall NIMITZ class
HMAS Melbourne vs. USS Constellation RIMPAC 1980
http://warships1discussionboards.yuku.com/topic/14224/HMAS-Melbourne-vs-USS-Constellation-in- RIMPAC-1980?page=1
-

Nobuyoshi Koremoto, an ex-skipper of JDS Amatsukaze that participated in RIMPAC 1980, wrote in the
August 2010 issue of the Ship of the World that in the 1980 exercise a flight of Australian A-4G Skyhawks
from HMAS Melbourne playing an 'Orange' force carrier attacked USS Constellation, which was assessed
to be 'heavily damaged'....
US hosts world's largest naval exercises in Hawaii June 29, 2012 By AUDREY McAVOY Associated Press
http://seattletimes.nwsource.com/html/nationworld/2018560328_apusnavalexercises.html
-

PEARL HARBOR, Hawaii Some 25,000 sailors and other military personnel from 22 nations are converging on
Hawaii starting Friday to practice hunting for submarines and catching pirates in the world's largest naval
exercises. The U.S. Pacific Fleet is hosting the Rim of the Pacific exercises, which take place every two years in
Hawaii and surrounding waters. Countries from Japan to Tonga and Russia to Chile are sending 42 surface ships,
six submarines and 200 aircraft to participate in the series of drills, which takes place over the next five weeks.
Participants will train to clear mines, dispose of explosives and come to the aid of civilians in natural disasters,
among other drills. Adm. Cecil Haney, the Pacific Fleet commander, said the drills help different nations prepare for
emergencies. "It provides an opportunity for naval forces of like-minded countries to work together so that as
things come up, we can more easily assemble and address things like humanitarian assistance, disaster relief,"
Haney told The Associated Press during a recent interview at his Pearl Harbor headquarters.
The exercises, known as RIMPAC, date to 1971 but have expanded in recent years. Eight nations took part in
2006, 10 in 2008, and 14 two years ago. This year's exercises come as the U.S. refocuses its attention on the Asia-
Pacific region. In January, the Obama administration announced a new defense strategy to boost the country's
presence in Asia because of the region's economic importance and China's rise as a military power. It aims to
maintain American military pre-eminence worldwide even as the U.S. cuts spending to reduce the nation's deficit.
As part of that strategy, Defense Secretary Leon Panetta earlier this month told a conference in Singapore the U.S.
would assign 60 percent of its fleet to the Pacific Ocean by 2020. Currently, the Navy divides its roughly 285 ships
equally between the Atlantic and Pacific oceans.
Ralph Cossa, president of the Pacific Forum Center for Strategic & International Studies, a Honolulu-based think
tank, said the drills show Panetta and the U.S. Pacific Command - which oversees all American forces in the region -
are serious when they say readiness in the Pacific won't be affected by defense drawdowns. "What better way to
prove that than holding the world's largest maritime exercise," Cossa said. "That's putting your money and your
ships where you mouth is." One new part of the drills is the use of a cooking oil and algae biofuel blend to power
some of the U.S. vessels and aircraft. The Navy is spending $12 million to buy 425,000 gallons of biofuel for the
exercises. It's part of an effort to demonstrate the Navy can use biofuels to reduce its consumption of fossil fuels.
The Navy has been investing heavily in technologies for algae, sugar and other crops so that biofuels will meet half
of its fuel needs by 2020. The exercises end Aug. 3.
887 loses port wheel
during touch & go

Click for slow motion video

Leut Barry Evans in 887 See Next Page for
broken wheel onboard with RAAF Amberley
emergency wheels up on
empty drop tank foamed
diagram
runway landing at RAAF
Amberley QLD 22 May 1978

Subsequently Leut
Barry Evans was
awarded the AFC
(Air Force Cross)
for looking after
the aircraft
(Barry's own words)
Skyhawk T-A4F/J NATOPS Manual page gear problems AFTER opposite page Skyhawk A4G NATOPS Manual page gear problems 1972

natops changes
O
AFTER c.1975
L Before c.1975

D
Reason 887 did not use gear at RAAF Amberley
Barry and 10 JUN 1974 HMAS MELBOURNE launched a Click
strike of Skyhawks against Patrol Boats hidden graphic
dem wheels just off the coast in a bunch of islands. The strike for the
was successful but on retuning to the ship con- REAL
VIDEO
ditions were so bad they were diverted to RAAF
Amberley. SBLT(P) Evans flying N13-154906 (885) *Barry
had a CSD* failure and while landing without Evans
spoilers ran off the runway, at slow speed, dam- seen here
aging the starboard wheel**. Three of the A4G as a
Skyhawks flew back to the ship next day. 885, civilian
flying
after repairs followed the following day.
big jets
*The CSD is the Constant Speed (hence
Drive which provides electricity FlgOff
to run some aspects of the moe
Skyhawk utilities such as moustache
the spoilers.*

PE
150 gal drop tanks LX
**It must be remembered that the A4G tyre pressures were EP
doubled when operating onboard. Every FIRST landing Click
AL
graphic
ashore was that much more difficult due to this excess tyre SA
pressure, when care was needed to NOT burst a tyre (also for the E I
spoilers needed to be armed - not used onboard either)** AUDIO ! N
Minimal Damage to Aircraft
- Under Nose Scraped Only

See next two pages
for Text Seen Below
Reality was 887 was repaired &
flown back direct to Nowra clean
by Leut Neville French; 24th May:
Logbook shows 22 May 79 Deck
Landing then the next entry was 24 May 79
Flight from Amberley to Nowra.
As I recall it I was behind Barry in the
landing pattern on the 22nd when the
Mishap occurred. Cridge and I flew
alongside and confirmed left main gone.
Stores were jettisoned, gear raised then he
tanked up and was sent to Amberley for a
landing on the tanks. The next day (23rd) I
was dispatched with a recovery team in a
SeaKing to Amberley. We jacked it up, dis-
carded the tanks, replaced the strut assem-
bly, made an in-field repair of the flaps and
nose, manufactured a couple of parts and I
flew it out to Nowra the next day (24th).
I do remember going to the RAAF OC to
thank him for the use of the facilities and he
asked how it was progressing I told him
it was all done and I was about to depart!
Dear Ed,
TO THE EDITOR
The October 1995 Slipstream had a photograph of a Sea Fury
landing on HMAS Sydney with one mainwheel departing the air-
craft. The incident took place in the Hervey Bay area in 1949/50
and has similarities to another incident many years later.
I was the Assistant Flight Deck Officer on HMAS Melbourne
in 1979. We were conducting flying operations in the Hervey Bay
area at about 0800 one morning with Skyhawks in the pattern.
An A-4G piloted by LEUT Barry Evans lost the starboard main-
wheel during a touch and go landing. The wheel continued up the
flight deck passing between the FDO (LCDR Rod Coles) and the
Fly 1 director. Barry was able to get the aircraft airborne again
safely. FLYCO decided that the best option was to attempt gear re-
traction and if successful launch the tanker aircraft to refuel the
damaged Skyhawk for a diversion ashore. This was accomplished
and Barry smoothly landed the aircraft on its drop tanks at
RAAF Amberley. Such was the sturdiness of the A-4G that it was
flown out to Nowra the following day! Had the gear not retracted
we had planned to take the aircraft into the barricade.
Barry was returned to the ship by Seaking and with the
Wardroom bar open that night a couple of the HS-817 aircrew
(Tony Haigh and one or two others) with guitar accompaniment
performed a song they had written which told the whole story.
It was to the tune of the Kenny Rogers song You Picked a Fine
Time to Leave Me Lucille but with the re worded chorus You
Picked a Fine Time to Leave Me Loose Wheel! We had an ABC
television crew on board at the time filming the TV series Patrol
Boat and they were incredulous at the events. They none the less
got a great insight into the professionalism and camaraderie of
the Fleet Air Arm.
Click for song chorus Regards, Owen Nicholls (LCDR RANR)
SLIPSTREAM Vol.8, No.1 April 1997
E-mail
from
Nev
French
2011
E-mail
from
Nev
French
2011
 HS 817 Squadron Diary Excerpts

22:05:78; 23:05:78 & 24:05:78

Naval Fighters 49 Douglas A-4A/B Skyhawk in Navy Service
by Steve Ginter
VA-83 A4D-2 142130 [A-4B]
crashes into the barricade
after it lost its right main
landing gear wheel & tyre
on landing aboard USS
Essex
 This gear up landing on two 300 gal drops was done at NAS Roosevelt Roads, PR
after an entire wheel came off on the cat shot. [Pilot] Rocky Pratt was in our sister
squadron, VA-106. We were aboard Forrestal on the way to Vietnam. I was in
VA-46, but happened to be at Rosy Rds with a bad hook snubber and was
standing beside the runway with the station's Ops Officer. The airplane flew
back out to the ship in a few hours
with a new wheel.
Dave Dollarhide

http://en.wikipedia.org/wiki/Roosevelt_Roads_Naval_Station
Roosevelt Roads Naval Station is a former United States Navy base in the town of Ceiba,
Puerto Rico. The site is run today as Jos Aponte de la Torre Airport, a public use airport.
http://www.navy.gov.au/sites/default/files/documents/Navy_News-February-24-1978.pdf Navy News 24 Feb 1978
 Sydney City Skyline

http://www.navy.gov.au/sites/default/files/documents/Navy_News-April-6-1979.pdf

06 April 1979 Navy News

Chapel at HMAS Watson
http://www.navy.gov.au/sites/default/files/documents/Navy_News-April-6-1979.pdf

06 April 1979
http://www.vostokstation.com.au/RAAF_aircraft_weapons.pdf
 RAAF Amberley, QLD
Click above for FIRST F-111B carrier ops
July 23 & 24, 1968 aboard USS Coral Sea IPSWICH

Jump Back to
USAF / RAAF
Amberley
Arresting Gear
Pages End

An RAAF F-111 gets arrested trying to motor to Brisbane without wheels BRISBANE
 http://www.defence.gov.au/news/raafnews/editions/4813/topstories/story01.htm

Top Stories
Touchdown
http://www.defence.gov.au/news/raafnews/
editions/4813/topstories/story01.htm
Volume 48, No. 10, June 15, 2006 concentrate on the job at hand, FLTLT Warner
said.
By Andrew Stackpool FLTLT Warner said they used the time going
OUTSTANDING airmanship, world-class training through their options and trying to come up with
and cool heads in the air and on the ground at the best way to put the jet on the ground.
RAAF Base Amberley revented a potential
disaster on July 18. They had two primary options, to land with the
wheels up or try to land with the undercarriage down. The preferred option was
An 82WG F-111 was recovered by its crew, after wheels up, wheels-down had too many variables.
they declared an emergency shortly after take- F-111

off from the base for a training flight to The crew climbed to 15,000 feet and orbited Amberley for the next three
Tenterfield in NSW at 9.45am. The left main
wheel fell off as the aircraft rotated and the pilot
Event hours, while senior F-111 pilots and navigators and engineers on the ground
flew a number of possible recovery models in the simulator, before attempting
retracted the undercarriage. DATE the wheels-up landing shortly after 2.10pm.

The crew comprised the pilot, 6SQNs FLGOFF
Peter Komar, who was undergoing his
WAS Meanwhile, base emergency personnel prepared for the jets arrival, including
streaming arrestor wires and positioning fire rescue and medical teams.
 operational conversion to the type, with only 70
hours in F-111s and 1SQN navigator FLTLT Luke 18 The aircraft made three practice approaches and then two attempts. FLGOFF
Warner, an experienced navigator with 1250 Komar said he aborted the first approach because they were a bit high. The
hours on the F-111. June second was a straight-in, low-level approach at three to four-metres altitude.

FLTLT Warner said that their 1 SQN RF-111C

was on the wing for a two-ship training sortie.
2006 FLTLT Warner said to do so went against every natural instinct to gain altitude
for the landing as they picked up the wire and the jet settled.
We were unaware there was a problem, he NOT A PROBLEM: Pilot FLGOFF Peter
said. Komar and Navigator FLTLT Luke Pete did a great job in not over-reacting against the ground effect, which gave
Warner with their F-111 after its the aircraft a different feel, he said
The first we knew was when Air Traffic Control emergency landing on the tarmac at He held the jet airborne with the nose up for as long as possible to connect
told us the main landing gear had remained on RAAF Base Amberley. with the wire. He then deployed the jets arrestor hook, which picked it up.
the runway; essentially, the port wheel had Photo by LAC Alan Bencke.
fallen off. He slowly eased the nose down, followed by a faultless wheels-up landing in a
shower of sparks and smoke. Both crew evacuated the aircraft safely as
FLGOFF Komar said they realised they had a emergency crews smothered it with foam.
pretty serious problem on their hands. I felt EASY DOES IT: Brilliant photos
some disbelief, a bit of a sinking feeling. I never from the phots at RAAF Base It was a moment of great relief for both of us, an awesome feeling to get out
thought Id face this so soon after basic Amberley, as they capture the of that aircraft and walk away; we were pretty happy, FLTLT Warner said.
training. moment of the F-111 grabbing the
arrestor wire, skidding to a halt, FLGOFF Komar agreed. I was pretty relieved as we picked up the cable, he
Training and discipline quickly took over as they FLGOFF Peter Komar and FLTLT said. Short of the cable
 snapping, all of our decisions had been made. All we
turned their attention to recovering the aircraft. Luke Warner acknowledging their had to do was shut the engines down and jump out. I was very relieved to be
safe landing, and the aircraft running on solid ground.
We started to go through our check lists pretty sitting amongst the foam.
quickly and to discuss the various options. At With the emergency behind them, they are both looking forward to flying
the same time we let Ops know back on the again. In hindsight I am pretty happy how it all went, FLGOFF Komar said.
ground so they could start thinking through the
problem as well. No. 1 [the lead aircraft] did a It was great having the guys on the ground working with us as a team to
great job, too, coming back and taking care of come up with a solution. The plan worked well, everyone did a fantastic job
air traffic control and the like so we could and Im proud it all went so well..

Click above graphic for TV news video
WHEEL OF FORTUNE
The crew of this Royal Australian Air Force F-111 was
surprised to learn that they had lost a wheel at take-off
the tower notified the crew, who had not noticed the
problem. While the pilot flew the airplane around, burn-
ing off fuel and formulating a plan (jump out over the
sea? try to get it down in one piece?), instructor pilots
tried different solutions in the simulator. Finally, four
hours later, the pilot flew the approach at approximately
1.5m off the ground for a few hundred meters, with the
gear up and the hook dragging along the ground. The
crew put her down perfectly, with no injuries, and came
to a fairly quick halt.
http://www.ukipme.com/down
loads/magazine/2008/tea_108.pdf
 AFI32-1043 4 APRIL 2003
http://www.wbdg.org/ccb/AF/AFI/afi_32_1043.pdf Figure A2.6. BAK-12 Aircraft Arresting System.

A2.2.4. BAK-12. The BAK-12 (Figure A2.6.) is the standard USAF operational aircraft arresting
system. This bi-directional system employs 2 energy absorbers. Each absorber consists of 2 multi-disc
rotary friction brakes mounted on either side of the purchase-tape reel on a common shaft. The energy
absorbers are located on opposite sides of the runway, connected to a 32-millimeter (1.25-inch)
disc-supported pendant by the purchase tape. Ideally, the energy absorbers should be in a below-grade
pit with a minimum split distance of 15.24 meters (50 feet). (Split distance is a measurement taken
between the lead-on sheave of the fairlead beam or deck sheave, and the energy absorber.) Split dis-
tances of up to 91 meters (300 feet) are acceptable for all BAK-12 installations. You may also install
BAK-12 systems above grade in one of two configurations, the selection depending upon site condi-
tions and operational requirements. These are the expeditionary installation for periods of up to 1 year,
and the semi-permanent installation, well-suited for long term use and typically selected when site
conditions will not allow a pit-type installation. Siting and grading requirements are in section 3 of
USAF T.O. 35E8-2-5-1, BAK-12. Typical installation drawings for pit-type installations (drawing
number 67F2012) and semi-permanent installations (drawing number 67F2011) are available from
HQ AFCESA/CESC and WR-ALC/LESG.
A2.2.4.1. Originally, BAK-12 energy absorbers were fitted with a 60-inch purchase-tape storage
reel. This design allowed the maximum energy expected to be imparted during an aircraft engage-
ment to dissipate within a runout of 290 meters (950 feet) plus the length of the aircraft. Designers
have since improved the BAK-12 to meet increased demands of heavier and faster aircraft. They
retrofitted the energy absorbers with larger 66-inch or 72-inch tape storage reels to accommodate
increased runout, thus increasing the total energy capacity of the system. Although some BAK-12
systems have 60-inch tape storage reels, new and upgraded BAK-12 systems (part numbers
52-W-2291-801, 52-W-2291-801A, 52-W-2291-901, and 52-W-2291-901A) have 66-inch reels.
These systems require 366 meters (1,200 feet) plus the length of the aircraft for maximum runout.
The 72-inch reel systems are special-purpose systems configured for 610 meters (2,000 feet) of
runout.
A2.2.4.2. The standard BAK-12 is configured for cross-runway separations of up to 61 meters
(200 feet) (distance between fairlead beams or deck sheaves). For installations with cross-runway
spans exceeding 61 meters (200 feet), replace the BAK-12 control valve cam to accommodate full
runout of the system. Refer to T.O.s 35E8-2-5-1 and 35E8-2-5-4 to identify the part number for the
correct replacement cam and installation procedures. Also, select a pendant length of between 80
and 90 percent of the distance between the fairlead beams to avoid adverse cable dynamics.
A2.2.4.3. Dual BAK-12 systems are special-purpose installations configured to accommodate
high-energy engagements of aircraft ranging from 27,200 to 63,500 kilograms (60,000 to 140,000
pounds). These configurations consist of 4 BAK-12 energy absorbers arranged in pairs on either
side of the runway. The energy absorbers may be standard BAK-12s or be equipped with 72-inch
diameter tape storage reels to accommodate 610 meters (2,000 feet) of runout. You need special
tape connectors and edge sheaves for these installations. For details of these components and other
special considerations, see section 8 of T.O. 35E8-2-5-1.
AFI32-1043 4 APRIL 2003 43

A2.2.6. BAK-14 and Type H Hook cable Support Systems. 44 AFI32-1043 4 APRIL 2003
A2.2.6.1. The BAK-14 hook cable support system (Figure A2.8.) is a bidirectional hook cable
(pendant) support system used in conjunction with the BAK-12, BAK-13, or a comparable arrest- Figure A2.8. BAK-14 Cable Support System.
ing system to engage and safely stop a hook-equipped aircraft. It provides the means to support the
pendant at least 2 inches above the runway surface while giving ATC the means to lower the pen-
dant below the surface of the runway to prevent damage to low-undercarriage aircraft, the pen-
dant, and the pavement below the pendant during trampling. These systems can accommodate
150, 200, and 300 foot-wide runways, but you order the system to suit the specific application.
The control side BAK-12 pit or protective shelter and foundation must be expanded to house the
compressed air and control systems needed to operate this supplemental system. The site and util-
ity considerations for installation are in T.O. 35E8-2-8-1, Operation, Maintenance, and Installa-
tion Instructions With Illustrated Parts Breakdown, Hook Cable Support System, Model BAK-14.
A2.2.6.2. The Type H hook cable support system (Figure A2.9.) is a bi-directional hook cable
support system that can be used in conjunction with any type of energy-absorbing device. It pro-
vides a means to raise a cable at least 2 inches above a runway surface or lower it below the run-
way surface in less than 1.5 seconds. It can be supplied to accommodate runway widths of 46, 60,
and 90 meters (150, 200, and 300 feet). A radio remote control system provides ATC the means to
operate the system and to monitor its operational status. It mainly consists of Retraction Modules
(from 14 to 18, depending on runway width) installed into pre-cast concrete blocks across the run-
way, and connected together by metallic rods, to form a rigid loop. This loop is actuated by an
electro-hydraulic motor that is located in a concrete pit on one side of the runway. Detailed infor-
mation (Description Operation Maintenance IPL), are provided in AERAZUR Technical
Manual 256-722, Type H45-200 Retractable Hook Cable System. Installation drawings are avail-
able from the manufacturer.
 STEP FOUR.
28
WHAT ELSE DO YOU NEED TO KNOW?
 F-111s farewelled after 37 years of service
The retirement of the F-111 fleet marks a significant milestone in the history of
F
Australian military aviation. The long range strike bombers have supported I-
Australias national security by providing a potent strategic deterrent,
Minister for Defence Materiel, Jason Clare said.
Since their introduction in 1973, the F-111s have undergone numerous airframe, 1
engine, weapons and avionics upgrades. The aircraft could fly at two and a half
times the speed of sound at high altitude, or at supersonic speeds at low levels,
using its terrain-following capabilities to avoid detection.
1
1
-
F
i
n
a
l
-
F
l
y
B
y

Six F-111s from No. 6 Squadron flew

past in formation to signify the final flight http://www.defence.gov.au/media/download/2010/
of the F-111 aircraft. 03 December 2010 Dec/20101203d/20101203raaf8494074_0005.jpg
http://www.aviationweek.com/aw/blogs/defense/index.jsp?plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=27ec4a53-dcc8-42d0- bd3a-01329aef79a7&plckPostId=Blog%3a27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3a9764d04f-89e9-46a8-8243- bc1837e68bc2&plckScript=blogScript&plckElementId=blogDest

JUMP BACK!
F-111B
USS Coral Sea July 1968

...an incident that helped put

an end to the U.S. Navys F-111B, a fighter version of the old
strike bomber. It was recounted by Vice Admiral Thomas Connolly in E. T. Wooldridge (ed.),
Into the Jet Age: Conflict and Change in Naval Aviation 1945-1975, An Oral History, Naval Institute Press, 1995.
Connolly recalled a hearing of the Senate Armed Services Committee, chaired by Sen. John Stennis, who asked Connolly
whether he would prefer to persist with the F-111B or switch to a new fighter. I said, Id go for the new fighter. Then he said
to me, How would you feel about the F-111B if new engines were put in to overcome the lack of power? I said, There isnt
enough thrust in all Christendom to make that airplane a fighter. But Is There Enough Thrust in China? Bradley Perrett 04 Mar 2011
http://www.codeonemagazine.com/images/media/F111B_Carrier_30_43632_1267828237_8179.jpg
F-111B Trials USS Coral Sea 1968
Cat Shot: http://www.codeonemagazine.com/gallery_slideshow.html?item_id=930
In this rare photograph, one of the seven General Dynamics-Grumman F-111B test aircraft built for the US Navy is
catapulted off the USS Coral Sea (CV-43) during sea trials in 1968. The F-111B was developed to meet Secretary of
Defense Robert McNamara's call for common Air Force and Navy fighters. Although quite similar in appearance, the
Navy variant had a number of differences from the land-based F-111. With a gross weight of close to 77,000 pounds,
the F-111B was one of the heaviest aircraft to ever operate off a carrier. Although the F-111B program was eventually
cancelled, the avionics and fire control system developed for this aircraft that allowed crews to fire the very long
range AIM-54 Phoenix missile ultimately found application in the Navy's F-14 Tomcat.

U.S. Navy Aircraft History
By Tommy H. Thomason Thursday, January 27, 2011
The F-111B versus the F-14A, One More Time
I recently had the incentive to revisit this diatribe in the process of responding to a request from another author about the Phoenix (56,980 lbs). One does not need to be a Naval Aviator to appreciate being able to land with three times
F-111B program. As before, this assessment was made using the respective Standard Aircraft Characteristics charts, the F-
111Bs dated 1 July 1967 and the F-14As, dated April 1977. While the argument can be made that the F-111B SAC did
not reflect its final weight, I believe that that same argument can be made concerning the one used for the F-14A, so
its at least a pretty close apples-to-apples comparison. Note: In the following discussion, the F-14A is penalized with the
weight of an internal gun and ammunition whereas the F-111B is penalized with the weight of the original Airborne
Missile Control System (AMCS) design, roughly the same.
Much has been made of how terribly overweight the F-111B turned out. And it was, compared to a totally
unrealistic specification. Many think that the F-14A was far lighter than the F-111B, primarily because most comparisons
neglect to do so using the F-111Bs design mission for both aircraft. The F-14A is still lighter, of course, because the Navy
changed its requirements so that it would be. Deleted were the escape capsule, bomb bay, and swiveling wing
pylon stations among other things. The Hughes Airborne Missile Control System, given a few more years of
development, was lighter. The structure was designed for 6.5 gs at 49,548 lbs, about 10,000 pounds less than the F-
111Bs design gross weight at that g level. In effect, the six Phoenixes and 3,800 lbs of fuel were treated as an
overload for the design of the F-14A structure. At combat weight (13,800 lbs fuel and six Phoenix missiles) the F-111B
therefore had a load limit of 5.8 g and the F-14A (12,000 lbs of fuel and six Phoenix missiles), a lower (but not
http://thanlont.blogspot.
com/2011/01/f-111b-versus-
f-14a-one-more-time.html
particularly constraining) 5.2 g. The result, however, is a somewhat lower structural weight for the F-14A.
According to the F-111B SAC, when it was loaded with full internal fuel and six Phoenixes, it weighed 77,566 lbs
and required 11 knots wind-over-deck on a tropical day for launch; the F-14A, not surprisingly, weighed almost 7,000
lbs less but, surprisingly, required 16 knots wind-over-deck. However, at its takeoff gross weight the F-111B was carrying
3,000 lbs more fuel than the F-14, making the difference in takeoff gross weight for the same fuel and weapons load
only 3,866 lbs, or 5%, not exactly the amount or percentage difference that most would have guessed given all
the negative publicity garnered by the Sea Pig. With that additional fuel, the F-111B could loiter on station for 1.5 hours
with the combat fuel allowance assuming an acceleration to 1.5 Mach; the F-14A with the two external tanks of
overload fuel, and with the same combat Mach number (one has to read the SACs very closely), could only loiter for
1.1 hours.
As for landing, they were both heavy. In fact, the maximum arrested landing weight limit of the F-14A precluded it
from landing back aboard with all six Phoenixes, whereas the F-111B had a 5,000 lb margin, all fuel, between its
maximum landing weight and the landing weight with the standard landing fuel load of 2,417 lbs of fuel and six
the required fuel. On a tropical day at the standard weight, the F-111B needed 15 knots wind-over-deck for landing; the
F-14AA could only land with five Phoenix, and even then needed 17 knots wind-over-deck at its maximum landing
weight of 51,830 lbs. The F-111B was also less of an handful following an engine failure since its engines were not
as widely separated as the F-14As.
This is not to say that the Navy didnt do the right thing in getting the F-111B program cancelled and replacing it with
the more versatile F-14, particularly since the Hughes AMCS wasnt ready for prime time. However, with respect to
its Fleet Air Defense design mission, it got an airplane that could not loiter as long or land with its full complement
of missiles, had a higher stall speed at a lower weight, required more wind-over-deck for takeoffs and landings, and
was more difficult to bring aboard with two engines running, not to mention with one inoperative.
So which is the real "Sea Pig" then?
My answer is neither of the above. The F-111B could do, pretty much, the mission that it was called on to do while
weighted down with Air Force low-level supersonic mission and other requirements. The F-14 could not do that mission
as well, but it did the Navys other, equally important, fighter missions better. http://thanlont.blogspot.
com/2010/11/f-111b-colossal-
Posted by Tailspin at 7:53 PM
SEE ALSO weight-improvement.html
http://thanlont.blogspot.com.au/2014/07/a-brief-history-of-f-111b-flight-test.html
A Brief History of the F-111B Flight Test Program 13 Jul 2014
Tommy H. Thomason http://1.bp.blogspot.com/-Rn5QEY6IIws/
U8LjDwRWuYI/AAAAAAAAGxo/FVMS5WFXbPw/s1600/Program+Overview.jpg
http://upload.wikimedia.org/wikipedia/commons/d/
dc/F-111B_CVA-43_approach_July1968.jpg
 Click above for Dump and Burn Display

Dump (fuel) and

http://www.micom.net/oops/Oh%20Shit.jpg

Burn (it) Display

-
Two RAAF F- 111s dump & burn
Canberra, ACT on VP day 2005
 RAAF Amberley Practice for Singapore
Air Show Jan 2010

Click above for Dump/Burn explanation video

http://www.adf-messageboard.com.au/invboard/index.php?showtopic=1386 http://www.adf-messageboard.com.au/invboard/uploads/post-12-1264121700.jpg
Final flameout heralds the last year of the Pig
Singapore Air Show February 2, 2010 by David Donald
http://www.ainonline.com/aviation-news/singapore-air-show/2010-02-01/final-flameout-heralds-last-year-pig
-

... the highlight is the dump and burn. Thanks to the F-111s un-
ique design the fuel jettison pipe is located between the nozzles of
the TF30 engines, but theres an art to creating the spectacular dra-
gons tail torching effect, as Parsons explained to AIN: The fuel
comes out of the dump-pipe as liquid, but then it mixes with the air to
create a volatile mixture. You need to be in max afterburner or else it
just wont light. As we approach for the pass I push the engines to
full afterburner. When theyre in full burner I call Dump On, Fuzzy
activates the dump and the mixture ignites. We fly the pass, and at
the end call: Dump Off, before powering back from full after-burner.
We do two dump-and-burn passes in the show. One is the
dragon pass with the wings at 72 degrees sweep. Then we
do the dirty run, with the wings forward at 16 degrees sweep.
It may look quite slow, but were still doing 250 knots.
F-111 Retires From [RAAF] Service By Eric Hehs - 3 February 2011 http://www.codeonemagazine.com/article.html?item_id=65
The operational career of the F-111 came to an end on 3 December 2010 at RAAF Amberley near Brisbane, Australia, as a crew in
an F-111C (serial number A8-125) of the Royal Australian Air Force touched down for the aircrafts last landing. The RAAF had
operated the F-111 since 1973. A8-125 was the first F-111C to land at Amberley that year.
Australia ordered twenty-four of the swing-wing F-111s in November 1963, thirteen months before the aircraft was first flown.
Picking the F-111 was seen by many as a bold move by the RAAF, but the Australian government viewed the aircraft as the right
solution for its need for a long-range strike aircraft.
Delivery to the RAAF was delayed by a series of mishaps during the US Air Forces first combat deployment with the F-111 in
Vietnam in 1968. It was also delayed by structural problems. The first six F-111Cs arrived at RAAF Amberley on 1 June 1973,
making Australia the firstand, as history showed, the onlyinternational operator to ever fly the aircraft. The US retired its
F-111s in 1996.
The Australian F-111Cs were unique to the RAAF. They had the longer wings, sturdier undercarriage, and bigger brakes of the
FB-111 nuclear-capable bomber version of the aircraft ordered by the US Air Force. But the F-111C retained the inlets, engines,
and avionics installed in the F-111A. The RAAF also opted for the self-protection system equipment of the later F-111Es. Air
Combat Officersweapons systems officers who sat in the right seathad a control stick on their side of the cockpit and were
taught to land the aircraft in case of emergency.
Four F-111As were added to the RAAF fleet in 1982. These aircraft, all veterans of Vietnam operations, were modified with the
longer wingtips and heavier landing gear of the F-111Cs.
The RAAF acquired another fifteen US Air Force F-111s beginning in 1993. These aircraft, called F-111Gs, were all former
FB-111s operated by Strategic Air Command and modified in the late 1980s with digital avionics for tactical duties. The aircraft
were used by the Australians mostly for conversion training and spare parts. The F-111Gs were retired by the RAAF in 2007.
The F-111affectionately and universally known in Australia as Pig for its ability to conduct missions at night with its nose in the
weeds, thanks to the terrain-following radarwas continuously updated during its service.
Four aircraft were modified for reconnaissance in the early 1980s. These versions, designated RF-111Cs, used a wet film-
based camera suite with high- and low-scanning cameras and an infrared line scanner. The film cameras were later converted to
digital imaging equipment.
The Pave Tack infrared and laser targeting systems were added to the aircraft in the mid-1980s, along with the capability of
launching the AGM-84 Harpoon anti-ship standoff missile. In the mid-1990s, the Avionics Upgrade Program incorporated digital
flight controls, digital mission computers, multifunction displays, and a new terrain-following radar. In its last decade, the aircraft
received electronic warfare updates, including a new jamming pod. They were also modified for using night-vision goggles and
for firing the AGM-142 Popeye TV-guided standoff weapon.
The last RAAF unit to operate the F-111 was 6 Squadron at Amberley. The squadron flew the aircraft for the entire 37 years the
aircraft served in the RAAF.... Associate Editor Jeff Rhodes contributed to this article. Eric Hehs is the editor of Code One.
http://i255.photobucket.com/albums/hh121/mcmaster_02/mirageIIIOparasol.jpg
http://www.adf-gallery.com.au/gallery/albums/Mirage-III-A3-16/A3_16.sized.jpg

The Last Landing of Mirage A3-16
Good - almost Great!
http://www.qam.com.au/qam-content/aircraft/mirage/wheels-up.htm
At the time that Mirage A3-16 made its celebrated belly landing at Melbourne
International Airport (Tullamarine) on 24 October 1974, civil Air Traffic Control in
Australia had a requirement to issue a "Check Wheels" warning with landing
clearances to military aircraft and the pilot had to respond "Three Greens". It was
insulting to both sides and made no differentiation for aircraft with fixed gear, leading
to humiliating episodes when Tower Controllers, usually over-zealous trainees,
issued the "Check Wheels" instruction to something like an Airtrainer or Kiowa, the
pilot of which would usually respond with a mocking "Down and Welded".
More importantly, the warning was ambiguous to visiting military aircraft and as a
result there were instances of USAF C-141s going around from short final at Sydney
and Alice Springs because the hapless crew thought the "Clear to Land Check
Wheels" was a warning that the Tower could not see their gear down.
Mirage A3-16 was an unexpected diversion from RAAF Laverton to Tullamarine on
24 October 1974. While attempting to land at Laverton, bad weather had brought
crosswinds in excess of the Mirage's limit, and the aircraft was sent to Tullamarine
where one of the runways was into wind. The Mirage pilot had not planned for the
diversion, and was faced with all kinds of problems as he went around. He declared
"Minimum Fuel" and was given emergency priority into Tullamarine. To complicate
matters, RAAF Mirages did not have VHF radios so the pilot stayed with Laverton on
UHF and the Tullamarine Tower controller passed his instructions via intercom to
Laverton Tower.
Tullamarine Tower had the Mirage in sight inbound and a landing clearance was
passed via Laverton Tower. It is believed that the clearance was issued for any
runway or parallel taxiway in the event of fuel exhaustion. A trainee controller
questioned the lack of a "Check wheels" caution but the supervising controller felt
that the Mirage pilot had enough problems without adding another distraction.
It later emerged that the pilot was indeed coping with multiple distractions as he was
preparing for what might be his last chance to get the aircraft back on the ground.
Ejection was not an option. To remove these distractions, the pilot had cancelled all
aural warnings - including that for the undercarriage!
In hindsight, the controller accepted that the situation was exactly what the "Check
Wheels" rule was designed for, but its misuse and annoyance over the years had
lulled everyone and he was more concerned with keeping radio instructions to a
minimum to reduce pilot distractions.
It was, according to the popular definition, a good landing because the pilot walked
away from it. Indeed it came very close to being a great landing as they probably
could have used the aeroplane again had not the Mirage been close to retirement
anyway! It was probably of little consolation to the pilot that he had successfully
pulled off a landing in circumstances under which the manual would have required
ejection.
The holes in several layers of the well-known Swiss cheese safety model aligned
that day!
http://www.adf-serials.com.au/3a3.htm
"A3-16 Mirage IIIO(F) Delivered 18/06/65. Served with 75 Sqn Williamtown NSW. Served with
76 Sqn Williamtown NSW. Served with ARDU. Served with 77 Sqn Williamtown NSW.
Damaged on wheels up landing at Tullamarine VIC. Written Off. Pilot; Nick Ford a FLTLT or
SQNLDR with ARDU. Under restoration at Classic Fighter Jets Museum, Parafield SA."
http://www.classicjets.com/c_Mirage.html
"A3-16 landed wheels up at Tullamarine Airport, Victoria, on 24 Oct 1974 and was converted
to components for disposal in 1986. The Mirage airframe has survived scrapping over the
years and was finally acquired by CJFM in 1992. It was brought to the CJFM hangar in 1996.
Despite enormous difficulties in finding Mirage airframe parts, sufficient components were
gathered to ensure the restoration of this beautiful aircraft. A3-16 saw service with the
Aircraft Research and Development Unit and is now painted in original RAAF Aircraft
Research and Development Unit colours and markings."

http://www. www.adf-serials.com (forum)

classicjets.com/ "the fireies later that day they said that the pilot was sitting on the wing tip before the aircraft had even stopped, and
when it slowed down enough he jumped and ran. One of the fire trucks had to chase after him. He was the only pilot in
c_Mirage.html the world to survive a Mirage belly landing, when any of our Mirages had undercarriage problems the pilots bailed out."

Here is an account of a FHantom touch and go OUCH: http://www.angelfire.com/extreme/raafphantoms/RAAFF4E.htm

"Another incident involved a wheels-up touch and go, which was more embarrassing for the crew
as the damage was minimal. The aircraft touched down on the 374 gallon tanks and went around
after the horrible noise. The crew then lowered the gear and landed normally. The damage was
limited to a new set of tanks and inboard flaps, which were replaced the next day and after a few
ground checks, the aircraft was back in the air three days later. The F-4E was built like a truck."
(inadvertant) (Tullamarine) (24th)
Mirage IIIO A3-16 after its belly landing on Runway 34 at Melbourne
Tullamarine on 24 October 1974. The aircraft is covered with foam
which was applied during the post crash fire. Picture: Classic Jets Fighter Museum
http://www.qam.com.au/qam-content/aircraft/mirage/A3-16-08.htm

http://www.qam.com.au/qam-content/aircraft/mirage/A3-16-08.jpg
 See next page

John to
RAAF
after
mid-
1984

http://www.navy.gov.au/sites/default/files/documents/
Navy_News-January-28-1983.pdf
In 1984, while on a night flight around Darwin during operation "Pitch Black", the aircraft suffered an RAAF 2OCU -
undercarriage malfunction and was not able to make a normal approach and landing. The crew, FLGOFF http://www.adf-
serials.com/3a3. Mirage IIID -
J.F.Barden and PLTOFF J.P.Conlon, who was a student pilot, ejected at 3,000 ft at a speed of 200 kts shtml
(very scary) and luckily neither man suffered any serious injury. In all, more than 40 of the RAAF's A3-105 Crash
116 Mirages crashed during the operational life of the aircraft, which was from to 1963 to 1989. Recovery after
http://www.austradesecure.com/radschool/Vol21/page7.htm both Pilots ejected
safely - Darwin
April 1984 -
Photographer
Unknown
via Wal Nelowkin
Two seater Mirage 111D (A3-105)
http://www.adf-gallery.com.au/
gallery/Mirage-III-A3-105/
WNUNKBuried20Mirage1_A3_
105_Darwin_Apr_1984?full=1

J.P. Conlon died in 1997 in

a hang gliding accident near
Darwin when he was XO of
No.75 Squadron (Hornets).
 Navy News
18 April
1980

http://
www.navy.gov.au
/sites/default/
files/documents/
Navy_News-
April-18-1980.pdf
http://www.navy.gov.au/w/images/Navy_News-March-21-1980.pdf 11.3Mb PDF http://www.navy.gov.au/Publication:Navy_News

Nobby pretending to be a KIWI

from No. 75 Squadron RNZAF
VC-1 TA-4 photo via Jos Herculano
via skyhawkstudygroup e-mail
-

LTJG LUCY YOUNG

painted on the canopy side

MELBOURNE RIMPAC List A4Gs Embarked (A4Gs Temporarily Dis-

embarking NAS Barbers Point, then Re-embarking): Nov 1971; Aug
1972; Ex. Hula Girl Sep 1973; Mar 1975; Mar 1977; Jun 1978; Mar 1980
Photo & caption from Slipstream magazine Oct 2000 Vol.11 No.4

http://www.kaimanaaviation.com/sorp0603.html
Andrea [Rice] died May 30th [2003],
in the crash of an L-39 that she was
piloting while formation flying in pre-
paration for an air show. Andrea was a
UAL pilot, formerly a Captain at HAL,
and an A-4 pilot based at Barbers
Point."
"30th May 2003 Private Ownership
L-39 N139RH [Belonged to the Air-
shows America team] Crashed during http://www.
an airshow rehearsal at the New windsof
Jerusalem Airport near Modesto, change.net/
California. Impacted the ground after archives/
performing several aileron rolls. Pilot, chick_fighter
_pilots_asso
Andrea Ellen Rice, was killed.
http://www.ejection-history.org.uk/Aircraft_by_Type/L_39_Albatros_AERO.htm ciation.html
Lucy B. YoungVC-1
Skyhawk pilot 1978-80
Commercial Jet Pilot, US Airways,
B.S. Biology 1976, Purdue
The biology degree from Purdue was the
launching pad of a very satisfying and fun
career.
Lucy B. Young was born in Water-
bury, Connecticut on September 9, 1954
and raised in Roxbury, Connecticut, attend-
ing Shepaug Valley High School in Wash-
ington, Connecticut. She was selected for a
four year Navy ROTC scholarship to attend
Purdue University from which she graduat-
ed with a B.S. degree in 1976. Upon gradua-
tion, she was commissioned an Ensign in the
US Navy and sent to Attack Squadron Forty-
Two (VA-42) at NAS Oceana, Virginia. Select-
ed for flight training in August l976, she re-
ported to Pensacola, Florida in October 1976.
Flying the T-28 Trojan and the T-44 King Air,
ENS Young won her wings of gold in October
1977, after which she was selected for Jet
Transition Training.
After qualifying in the TA-4J Skyhawk,
she reported to Fleet Composite Squadron
One (VC-1), NAS Barbers Point, Hawaii where
she accumulated over 1000 hours in a vari-
ety of fleet support missions for Pacific fleet
units and multinational exercises. LT Young
qualified as a Section Leader, Instructor
Pilot and Air Combat Maneuvering Pilot while
in VC-1, then received orders to Training
Squadron Twenty-One (VT-21), NAS Kings-
ville, Texas. As a TA-4J flight instructor, she
instructed student naval aviators in phases
of advanced strike training, and carrier quali-
fied on the USS Lexington in May 1982.
Leaving active duty in July 1983, LT
Young accepted a commission in the Naval
Reserve and a position in Atlanta, Geor-
gia as the first female FAA Test Pilot, where
she performed flight tests on aircraft, avion-
ics and navigation equipment for FAA certi-
fication. LT Young affiliated with VA-2267 in
January 1984 then joined VR-58, NAS Jack-
sonville in December 1984 flying the C-9B
aircraft. In November 1985 LCDR Young re-
ported to VR-46, NAS Atlanta, Georgia.
In May 1986 Lucy began training as a
Boeing 727 Flight Engineer with Piedmont
Airlines in Winston-Salem, North Carolina. In
October of 1987 she upgraded to First Of-
ficer on the Boeing 737, flying out of Char-
lotte. Promoted to Commander in July 1991,
she transferred to VTU-6767 at NAS Atlan-
ta in March 1992. In over six years with VR-
46, CDR Young accumulated over 1600 hours
in the C-9 and qualified as a Transport Air-
craft Commander with over water/interna-
tional qualification. She is a veteran of Des-
ert Shield/Storm and flew missions to Saudi
Arabia, Egypt, Greece and Israel during this
conflict.
Lucy is a member of the Ninety-Nines,
Women in Aviation, Association of Naval Avi-
ation, and Women Military Aviators. She is
an Air Safety Representative for the Air Line
Pilots Association, and is a retired Naval Re-
serve Captain. She holds the Air Transport
Pilot, Flight Engineer and Certified Flight In-
structor ratings and has over 13,000 hours of
pilot time in over 40 different aircraft. She is
currently flying as International First Officer
on the Airbus A-319/320/321 for USAirways
based at Boston Logan International Airport,
and flies to destinations throughout the Unit-
ed States, Caribbean and Mexico.
Pursuing a degree in biology at Pur-
due turned out to be a very good choice
for someone like myself who was adventur-
ous and gravitated toward the life sciences
as part of a concern for the environment. I
couldnt wait to graduate and see the world
in the Navy, but I knew I needed a solid sci-
ence background for the military and any en-
vironmental work afterward. Academically,
the biological science degree was excellent
preparation for military aviation. The chem-
istry and the biology background facilitated
the physiological training and survival train-
ing. The core courses in physics and math
were helpful for the study of aerodynamics,
high altitude flying, turboprop and turbojet
function. The required English courses and
innumerable lab reports were invaluable in
writing evaluations as an officer and reports
as a flight test pilot. All this training en-
abled me to pursue my career as a commer-
cial pilot and attain the goals that I set when
leaving the military. Environmental science is
still of great interest to me as well.
The skills mastered in obtaining a bio-
logical science degree provide women with
an excellent foundation for a multitude of
fields, military or civilian. The biology degree
from Purdue was the launching pad of a very
satisfying and fun career.
http://www.biology.purdue.edu/people/alumni/profiles/young.htm
 RAN A4G 887

click below
for sound

The code phrase chicks in tow used by a refuelling tanker is perhaps not politically correct today similar
to the HMAS Melbourne 25th Anniversary booklet comment on the right to the main photo shown here
 http://nanarchive.omnitecinc.com/19801989.aspx

Naval
Aviation
News
July 1980
Late in 1979 Photo from Michael Sandberg

The Teeny
Tiny Tinker
Tanker from
Tinker Toy
Land
RAAF Williamtown 1980
Touch & Go (Hook Up) with Speed- Photo by Mark Webb 1980
brakes coming in with Full Throttle
during Overshoot (Crash and Dash)
Photo by John Bartels
 Photo by John Bartels

Sblt Ray Whitman

 VF-805 Squadron Linebook page

Please seen next pages to view the end of

RAN FAA Sea Furies 30th October 1962
R.I.P. RAN FAA Sea Furies
 VF-805 disbanded 30 June 1982

L to R: Leut John Bartels; Lcdr Gary Northern CO; Major Chuck Smith USMC;
Lcdr Peter Clark SP; Leut Gary Osmond; Sblt Dave Baddams; Sblt Paul Kalade
How Capt John Bartels saved a Qantas jumbo
AIRLINE veteran Capt John Bartels is no stranger to difficult
flying. 25 Jul 2008
He flew with the Skyhawks in Royal Australian Navy squad-
ron 724 until the fleet was retired in 1983, and is a keen aviation
photographer. Also served in last iteration of VF-805
Former navy photographer Bevin Stringer yesterday said
Capt Bartels efforts, taking photos as he flew planes, had pro-
duced amazing photos.
Hes got the best air-to-air photos of Skyhawks Ive ever
seen, Mr Stringer said.
Yesterday, Capt Bartels and his co-pilot, Werninghaus
Bernd, had less than a minute to launch an emergency drill that
saved all aboard Qantas Boeing VH-OJK.
At 29,000 feet that is all the time allowed to stay conscious
and alive without oxygen.
Their ability to respond quickly was learned in regular
practise, as part of the qualifying drill aircrew must pass every
few months to keep their qualifications.
Breathing oxygen on the flight deck and with all controls
working, they would have had little trouble taking the plane to
the safer altitude of 10,000 feet, where the 19 crew and 345 pas-
sengers could breath without help.
Trevor Jensen, a former Qantas 747 check captain with
8,000 hours logged on jumbos, and now chairman of the Austral-
ian Aviation Safety Foundation, explained last night the proce-
dures that took place on the flight deck.
Yesterday Capt John Bartels and First Officer Bernd on his
right, would have been enjoying a restful morning as the 747
cruised on its flight from Hong Kong to Melbourne.
But a bang from the lower fuselage caused them to react as
they had many times in the training simulators.
Capt Bartels and Bernds ears blocked, a telltale sign the
cockpit and passenger cabins were fast losing air pressure.
By then they would have had their oxygen masks on, and
carrying out the emergency descent code of applying the thrust
levers and speed brake, Capt Jensen said.
For the next six minutes the plane would have been on http://www.news.com.au/
descent to 10,000 feet, a safe altitude where masks could be heraldsun/story/0,21985,
taken off and those on board could breathe normally and without 24079709-2862,00.html
assistance.
The fuel aboard would not have been a problem. Dr Kane said the pilot Capt John
With full hydraulics they would have been able to fly nor- Bartels spoke to passengers after
mally, alert Manila of their emergency and prepare for a normal the plane landed and thanked
landing. them for being calm. He got a
What they did was a fairly straightforward manoeuvre. standing ovation, she said.
The important message for people is this is why you should
watch the regular in-flight safety briefings. http://www.news.com.au/
The crew would not have known what happened until they
got down on the ground. heraldsun/story/0,21985,
All they would have known was that there was a hole some-
where in the cabin.
24079908-2862,00.html
John Bartels
 RAAF Pearce Graduation No.109 Pilot Course
18 Sep ??
LEUT
John
Bartels
on
right
[Standing] John Bartels
in earlier times as an
Observer later an A4G
Pilot in the RAN FAA
(*see other pages
in this same PDF)

Click for inflight camera/

phone video & landing
Click here to jump
to FINAL 22 Nov
2010 ATSB report
on this incident

John
Bartels
with
Miranda
Kerr in
May John
Bartels
2014

25th July 2008 Manila

 SBLT Paul Kalade

Photo by John Bartels

LCDR Peter Clark
Photo by John Bartels
http://www.aircraftslides.com/Auction/AuctionDetail.aspx?ID=432891
 Ferried from
Nowra to Ohakea
on 20 July 1984

FOR SALE 1984

NZ6214 was RAN A4G 887

This group of RNZAF Skyhawk pilots took part in a 18 Skyhawk formation flypast 08 April 1987 for RNZAF 50th Anniversary
RNZAF 50th
Photo by Glenn Turner
Anniversary Flypast 1987 Image reversed
Kiwi Red On the Road 1991
 Photo by Glen Turner

Vanguard 1999
Former 887 now NZ6214 Refuelling from VC-10 Kuantan Malaysia
Former 887 now NZ6214
No.2 Squadron RNZAF family day (at sea) low flyby
A-4K RNZAF No.2 Squadron, RAAF Pearce, March 2001

Photo by Don Simms

BuNo. 154908 ex RNZAF Kahu NZ6214 = ex RAN FAA A4G 887 now DRAKEN N144EM

https://www.flickr.com/photos/eor1/28295842072/ NELLIS AFB 18 July 2016 Photo by Bruce Smith