Hunters Over Malta
Although Britain achieved ultimate victory in the war, the economic costs were enormous. The net losses in British national wealth were significant and 6yrs of prolonged warfare and heavy losses of merchant shipping meant that Britain had lost two-thirds of her pre-war export trade by 1945. There was therefore a very strong desire to rebuild the economy.
At the same time, the navies of Australia and Canada were applying the lessons from the war and as such, both had decided to acquire aircraft carriers. In fact the interest had started while the war was still under way. Given their relationship with the UK and close affinity to the Royal Navy, it was only to be expected that both turned to the UK for options.
Australia kicks things off
Under the post-war review the Royal Australian Navy initially proposed to acquire three aircraft carriers as the core of a new fleet. Initially focus was upon acquiring some of the carriers already in service and as such, Australia planned to acquire two Majestic-class ships: HMAS Terrible and HMAS Majestic.
However, shortly after deciding on this approach, a new incredible proposal was put to the RAN (and the RCN – more below). Instead of the second Majestic-class, one of the cancelled Malta-class design could be revived and construction completed at a price only 10% more than the proposed Majestic (the UK govt was desperate for the work and cash). Three of these ships were in various stages of construction but work had been paused with the end of the war. At roughly 3 times the displacement, 20% greater overall size and able to carry approximately 4 times the number of aircraft, the Malta design promised the RAN a significantly improved capability in roughly the same timeframe as the Majestic-class offering.
After a short deliberation and discussions with their Canadian counterparts, who had also been made a similar offer, the Australian Government decided to take up the offer. As a result, in 1947 the HMAS Terrible was officially acquired and was commissioned in 1948 as HMAS Sydney. This would be in standard format and was used to provide both an initial capability and to provide a training platform for crews. Moreover, while waiting for the Malta-class ship to finish modernisation, the Colossus-class HMS Vengeance was loaned to Australia from 1952 until 1955, allowing it to operate a two-carrier fleet.
Meanwhile construction resumed in 1946 on the lead ship of the new class, the Malta. As part of this major modifications to the design were incorporated including an angled flight deck, steam catapult and a mirror landing aid. These modifications were focussed upon the need to operate jet aircraft, which were larger and heavier than those propeller-driven aircraft previously used. Eventually on 26 October 1955, the completed carrier was commissioned into the RAN as HMAS Malta. Two days later, the ship was renamed Melbourne by Lady White, the wife of Sir Thomas White, the Australian High Commissioner to the United Kingdom, and recommissioned.
Obviously, the new carrier needed an airwing as well and it was here that the British also came through and it was one that went further than just the RAN. In the late 1940s, the RAAF was beginning to consider the need to replace its de Havilland Vampire and Gloster Meteor fighters and indeed CAC Mustangs. US and British designs were considered, including the Hawker P.1081 (which had been developed with the RAAF in mind) and the Grumman Panther as well as a local Commonwealth Aircraft Corporation (CAC) design, the CA-23. By the early 1950s, it looked very much that a version of the North American Sabre would be selected. At this point though Hawker Aircraft and the British Government made a major offer that would steal the competition and offer the RAF a means of sharing the costs in the development of a new advanced fighter. Their offer comprised of an offer to jointly develop an advanced version of the Hawker P.1067 that was then in development. This advanced version was internally designated the P.1083 and was a supersonic (Mach 1.3) design based on the P.1067 with 50-degree wing sweep and afterburning Avon RA.14R engine. Moreover, as part of the deal, a carrier-based version would also be developed in parallel. In 1951, Hawker and CAC signed an agreement to co-develop and produce the resulting aircraft. The prototype land-based aircraft, now designated the Hawker-CAC Hunter, first flew on 3 August 1953. The carrier-based version, the Sea Hunter, would first fly a month later in September. Shortly thereafter, production commenced in both countries.
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Prototype Supersonic Hunters
In Australian Service they were designated the CA-27 Hunter for the RAAF version and the CA-28 Sea Hunter for the RAN version. Initially all versions were armed with just 4 x 30mm ADEN cannon. Within 2 - 3 years though updated versions of both were developed and introduced into service. These both included the addition of AI.23 radar, more powerful RA.24R Avon engine (offering ~15% increased thrust and increasing the top speed to Mach 1.5) as well as wingtip fuel tanks to increase the range. Also extremely important were changes to the armament. Here the cannons were reduced to just 2 x 30mm ADEN cannon but at the same time, the ability to carry up to 6 (though 2 - 4 was the more common loadout) air-to-air missiles were added. These were either IR homing de Havilland Firestreak or later AIM-9 missiles (both B and C models). Both the RAAF and RAN introduced these improved variants as the Hawker-CAC Hunter CA-29 and CA-30 respectively. Similar were also introduced into RAF/RN service as the Hunter FG.3 and Sea Hunter FG.4 respectively.
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Top: CAC CA-27 Hunter of No.2 (F) Operational Training Unit at Williamtown, NSW, in late 1956. The aircraft is finished in the standard RAAF scheme of all-over Silver (using aluminium lacquer). No.2's unit colour of Trainer Yellow covered the nose, wingtips, and (outlined in black) the vertical tail.
The No.2 (F) OTU crest is also displayed on the nose. Under the cockpit is a Wing Commander's pennant, revealing this to be the personal aircraft of No 2's CO, WNG/Cdr R.C. Cresswell, DFC. No 2's Hunter Trials Flight (HTF) undertook performance testing and developed combat flying techniques for the new fighters, working in co-ordination with the ARDU.
Bottom: Hawker Hunter F.1 of 43 Squadron, RAF Leuchars, Fife, in 1955. [1] This aircraft was camouflaged in the 'UK' scheme of Dark Green and Dark Sea Grey over Aluminium ('High-Speed Silver'). During the 1960s, 43 Sqn relocated first to RAF Nicosia on Cyprus, then to RAF Khormaksar in Aden, FSA. However, unit markings and camouflage remained unchanged.
This F.1 (aircraft 'F') displays a distinctive feature of early Hunters - the 'eyelid' reheat nozzle. Another features indicating a very early-production Hunter is having only two of the original, narrow wing pylons (which required the addition of bracing struts when carrying the 20-inch diameter 100 Imperial Gallon drop tanks.
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[1] The supersonic Hunters began replacing 43 Squadron's old Gloster Meteors at the start of 1955. Upon their return from Aden in Nov 1967, the squadron was disbanded.
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Top: This No.3 Sqn CA-27 Hunter has been tarted up in squadron colours for an airshow at RAAF Butterworth, Malaya, in 1963 (including the 'Sabre 3' markings on the nose). Despite its finery, Hunter '35 has been made ready for action at the outset of the 'Konfrontasi' with Indonesia.
This aircraft has been armed with a pair of Firestreak missiles and fitted with extra 100 Imperial Gallon drop tanks for extended patrols along the Strait of Malacca. As part of 78 Wing, No.3 Squadron had also sometimes flown ground attack sorties against insurgents in Malaya between 1958 and 1960.
Bottom: A No.76 Squadron, RAAF, CA-27 Hunter in later 'Black Panther' aerial display team markings. As a seasonal display aircraft, A94-163 has also been given polished coat of paste wax over its aluminium lacquer. Note that this aircraft has had all four of its underwing pylons temporarily removed.
In addition to the single seat versions, the RAN would also add in a number of two seat versions. Initially these would be trainer versions, with pilot and instructor sitting side-by-side, but very quickly it was decided that the platform would provide the basis for a combat capable version especially since the two seat version retained much of the single seat version’s performance. The first of these combat two seaters would be a night/all weather version with a dedicated radar operator/observer. Armament would be the same two 30mm ADEN cannon and missiles as the single seat versions. In RAN service these would be designated as the CA-31. The RAAF did look to acquiring some but this never materialized.
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Top: A refresher trainer of No.77 Squadron out of RAAF Williamtown in 1969. This is an early-production CA-30 Hunter. Such 2-seaters were intended mainly as pilot flying trainers but ranging radar allowed their use as armaments trainers. For that purpose, the 2-seat trainers carried a single ADEN gun on their starboard side. This late-surviving aircraft is carrying SNEB rocket pods for air-to-ground training.
Bottom: A later-production CA-30 Hunter trainer fitted with AI.23 search radar for missile training. This aircraft is assigned to No.2 (Fighter) Occupational Conversion Unit - also based at RAAF Williamtown. 2OCU took on the colours of No.2 (F) OTU when that formation was renamed in September 1958. However, the diagonal black stripes over yellow markings were new.
On its nose, A94-237 carries the No.2 (F) OCU crest on a yellow band, its 'last two' number (37), and the script of the OCU demonstration team - the Marksmen.
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Top: An all-weather Hawker-CAC Sea HunterCA-32 2-seat shipboard fighter of 808 Naval Air Squadron. [1] This aircraft wears the standard RAN scheme of Dark Sea Blue over Sky. Sometimes referred to as the 'FAW.32', the gun armament of operational 2-seaters was mounted in external pods. The 2-seat CA-32 was slower than the CA-30 (due the increased frontal area of those guns and the side-by-side seating). However, the trade-offs were thought worthwhile for the advantage of both pilot and WSO having eyes forward in inclement weather.
Bottom: A Hawker-CAC Sea Hunter CA-30 shipboard fighter of 850 Naval Air Squadron. [2] Finish and markings are standard for a Royal Australian Navy aircraft ... with one exception. A discreet red star under the cockpit marks this Sea Hunter as a 'MiG Killer'. On 09 Jan 1968, SBLT R.M. ('Spike') Jones scored a 'face shot' kill against an NVAF MiG-21 attempting to intercept US Navy aircraft.
Here, Sea Hunter CA-30 '56' is armed with both Firestreak IR and SARH Blue Vestas missiles. She is also demonstrating how the radar nose was folded to port for compact stowage (although the wings have yet to be folded).
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[1] 808 NAS had previously operated the de Havilland Sea Venom FAW.53s.
[2] 850 NAS had been reformed specifically to operated Sea Hunter CA-30s. This was quite appropriate as 851 NAS had previously operated as a shipboard Hawker fighters - Sea Fury type - until the squadron was disbanded for its second time in August 1954.
In the case of the RAN, the Sea Hunters would be complimented by Westland Wyvern S.4 attack aircraft. Although nominally a propellor driven aircraft, these provided a useful attack capability able to carry both torpedos as well as bombs and rockets. Some were even eventually equipped to fire guided missiles such as the AGM-12 Bullpup. Also introduced to service were Grumman S-2 Trackers, C-1 Traders and E-1 Tracers thus fulfilling the ASW, COD and AEW roles. Finally, the airwing was rounded out with Bristol Sycamore helicopters.
For the next couple of decades HMAS Melbourne would serve as the flagship of the RAN with the smaller HMAS Sydney serving in a supporting role as a helicopter/commando carrier, eventually gaining Westland Wessex helicopters.
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Top: A Grumman E-1B Tracer of the 'Tracer Flight' aboard HMAS Melbourne. The operational element of the Tracer Flight formed a 'lodger unit' within whichever Tracker ASW aircraft squadron was embarked upon the HMAS Melbourne at the time. The Tracer Flight emblem was the ghoulish but ever-watchful spirit Yara-ma-yha-who (shown in the detail).
Bottom: A Westland Wyvern S.4 attack aircraft of 723 NAS aboard HMAS Melbourne. This Wyvern wears the standard Royal Navy aircraft scheme in which the aircraft was delivered. Other than drop tanks, this Wyvern carries no stores - 723 NAS operated as an operational training unit with an emphasis on flight training (particularly landing-on practice).
Going Heavy
In parallel to the acquisition of the HMAS Melbourne and associated air wing and the introduction into service of the Hawker-CAC Hunters, the RAAF was also in the process in 1953 of replacing the AVRO Lincolns with the new English Electric Canberra B.20 variant. However, as early as 1954, Australia recognised that the Canberra was becoming outdated and was lacking in the range necessary to ensure adequate coverage of Indonesia from Australian bases. It was also recognised that the Government Aircraft Factories (GAF) would need something to keep their capability busy once the last of the 48 Canberras were assembled. Less known was the fact that Australia was investigating acquiring tactical nuclear weapons from the United Kingdom or the United States and were looking for options to deploy such weapons.
After first enquiring about acquiring some of the new B-47 from the USAF and being refused, the RAAF then approached Handley Page and Avro regarding their new Victor and Vulcan heavy bombers. After some months a decision was made and negotiated to licence produce a version of the HP Victor by GAF. This would become know as the Victor B.10 and was an significantly modified variant of the RAF’s B.1 variant. The modifications included: the fitment of ejection seats for all crew, the addition of the “Eager Beaver” twin 20mm tail guns, increased wingspan, additional Armstrong Siddeley Viper booster engines in overwing pods plus the ability to be fitted with underwing bomb containers. The latter, when used gave the Victor B.10s the ability to carry an impressive 72,000 lb of conventional bombs.
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Top: GAF Canberra B.20 of No.2 Squadron, RAAF, as deployed to Phan Rang AB in 1967. This aircraft - A84-240 - flew to South Vietnam wearing its all-over silver lacquer finish. After arrival, the RAAF Canberra was repainted in a USAF-style TAC SEA scheme courtesy of the 35th TFW. [1] Eventually, Canberra B.20s began rotating through Phan Rang in an official RAAF scheme with uppers patterned in Vietnam Olive Drab and Extra Dark Sea Grey.
Bottom: Handley Page Victor B.10 heavy bomber of No.21 (City of Melbourne) Squadron, RAAF. This aircraft has been fitted with underwing bomb-carrier pods. Flying out of RAAF Butterworth in Malaysia, No.21's Victors participated in Operation Rolling Thunder. Targets in North Vietnam were bombed by Victor B.10s between April 1966 to early November 1968.
The first of these new heavy bombers would enter service in 1956. These would replace some of the Canberra B.20s, which were passed onto both the Royal New Zealand Air Force (RNZAF) and Royal Malaysian Air Force (RMAF).
Operational History
In service, the new Australian equipment served with minimal issues. They would not see combat for a decade though. This would come in 1965 when as part of Australia’s Southeast Asia Treaty Organization (SEATO) commitments would see both HMAS Melbourne deployed and conducting operations of the coast of Vietnam, working with the US Navy (USN) as well as RAAF operations from both RAAF Butterworth and RAAF/RTAF Ubon. All operations included strikes and air defence operations by RAAF and RAN Hunters/Sea Hunters. Most impressive though were heavy bombing operations by RAAF Victors out of RAAF Butterworth. Loaded with their maximum 72,000 lb loads and escorted by Hunters these surpassed even the USAF B-52Ds with the Big Belly modifications carrying up to 60,000 lbs of bombs. The Victors thus contributed significantly to the USAF’s Operation Rolling Thunder.
Also of unique interest was the use of super heavy 10,000 lb M121 bombs by the RAAF Victors. Since 1965, the USAF had made repeated strikes against the combined railroad and highway bridge which spanned the Song Ma River NE of Thanh Hóa. The heavy bombload of the Victor B.10s suggested that the RAAF bombers might have more luck. But, for this Thanh Hóa raid, it was decided to 'borrow' 10,000 lb M121 bombs from the USAF. Direct descendants of the WW2 British Tallboy 12,000 lb bombs, these US derivatives held 8,050 lb of Tritonal. The M121 bombs had been brought to Vietnam to clear helicopter landing zones but, for the Thanh Hóa Bridge strike, they would be used in their original 'earthquake bomb' role.
The bombs would be dropped into the bed of the Song Ma River close to the target. Deeply penetrating the soil beneath the bridge's central pier or abutments at either end, on detonating the M121s were meant to create camouflets into which adjacent sections of the bridge supports should fall. To prepare for the mission, Victors from No.12 Sqn RAAF were flown to RTN U-Tapao (VTBU) - a naval airbase in SE Thailand which was hosting USAF B-52 bombers. Since the original Victor bomber had been designed to carry Tallboy, loading the American M121 presented no insurmountable challenges.
At 11:45 pm (ICT) on 17 March 1968, the bombed-up Victors began take-offs from VTBU for the 3 hour flight to Thanh Hóa. The M121-carrying Victors - call-signed 'Werewolf' - maintained radio-silence after crossing the RVN frontier south of Saigon. Flying in line astern was the flight leader - call-sign Werewolf Black - followed by Werewolf Gold, Werewolf Red, and Werewolf Silver. Flying a serpentine 1,400 mile path, the 'Werewolf' quartet arrived over the target just after 2:50 am ICT. Flying at 18,000 ft, the lead Victor B.10 loosed its M121, followed in quick succession by the other three bombers.
The first bomb impacted well to the east of its aim point of the southern abutment. Werewolf Gold's M121 landed within yards of the central pier. That should have been 'job done' ... but the 20 year old M121 failed to detonate. Werewolf Red's aim was thrown off when the pilot was forced to jink at the last moment to avoid an NVA SA-2 Guideline SAM. As a result, the M121 detonated spectacularly on the north bank but without damaging the bridge in any way. On the last chance, the bomb dropped by Werewolf Silver behaved very erratically - possibly having shed its tailcone and stabilising fins as it fell. That M121 landing in the river bed well to the west of it aim point of the northern abutment.
While the RAAF had demonstrated that its Victor B.10s could deliver extremely heavy ordnance at great range, there was no denying that the results of the raid were disappointing. Werewolf Gold's unexploded M121 caused the NVA headaches and stalled bridge traffic until EOD teams could clear the weighty bomb body. Beyond that, no real damage was done to the Thanh Hóa Bridge. As a result, the raid had to be judged a failure. The day of the unguided 'earthquake bomb' was well and truly over.
Eventually, in 1972, the Thanh Hóa Bridge would be brought down by US fighter-bombers dropping LGBs. Even then, replacement sections allowed traffic to bridge the Song Ma River within a year. In the meantime, RAAF Victor B.10s had returned to their forté - the dropping of massive numbers of unguided gravity bombs on suspected NVA or VC positions.
The Hunters would also do well and managed to score three air-to-air victories during the war. The first of these occurred in July 1967 when a pair of RAAF Hunter CA-29s operating out of Ubon escorting RAAF Victors tangled with North Vietnamese Air Force (NVAF) MiG-17s attempting to intercept them. One jet was able to use its AIM-9 missiles to down one aircraft whilst the other was downed using its 30mm Aden cannon. The third kill occurred during HMAS Melbourne’s second cruise in January 1968 a Sea Hunter when a Sea Hunter CA-30 intercepted a NVAF MiG-21PFL attempting to intercept a USN refuelling tanker that was itself in the process of ‘rescuing’ a damaged Vought F-8 Crusader. In this case the Sea Hunter fired a AIM-9C Sidewinder managing to achieve a ‘face shot’ kill.
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Top: A toned-down Hawker-CAC Hunter CA-29 of No.75 at Ubon in 1968. This fighter wears a USAF-style TAC SEA camouflage scheme. Even the USAF's 35th TFW tail code ('PQ') is worn on the tail (displacing the fln flash to a non-standard location). The 'last two' have become prominent, US-style 'Buzz' numbers on the nose. The only remaining hint that this is a No.75 Squadron Hunter is the black diamond on the nose.
Hunter '56' is armed with four Sidewinder missiles - a pair of SARH AIM-9Ds inboard and IR AIM-9Cs outboard. Note that A94-356 is a 'MiG Killer' - displaying its red-star kill marking under the cockpit.
Bottom: A Hawker-CAC Hunter CA-29 of No.75 Squadron, RAAF, while based at RAAF/RTAF Ubon in 1966. This aircraft wears the standard RAAF fighter scheme with No.75 markings displayed as bands on the tail and wing tip tanks, a black band around the nose, and a prominent '75' diamond under the cockpit.
Hunter '97' is armed with a pair of SARH Blue Vestas missiles on the inboard pylons and two AIM-9B Sidewinder infrared missiles on the outboard pylons. With no bomber-sized targets in Vietnam, the Firecrest were later entirely replaced by the lighter Sidewinder missiles.
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Top: GAF Canberra B.20 of No.2 Squadron, RAAF, as deployed to Phan Rang AB in early 1968. This aircraft - A84-242 - wears the official RAAF camouflage scheme comprised of uppers patterned in Vietnam Olive Drab and Extra Dark Sea Grey.
Bottom: Handley Page Victor B.10 heavy bomber of No.21 (City of Melbourne) Squadron, RAAF. Although based at RAAF Butterworth, this SEA-camouflaged aircraft was operating out of RTN U-Tapao in Thailand while on a special mission. This is one of four Victors detailed to participate in a raid on the North Vietnamese bridge at Thanh Hóa using US-provided 10,000 lb M121 'Tallboy' bombs.
Note that this Victor has been fitted with underwing fuel tanks (in place of the usual bomb-carrier pods). It is also carrying an internal long-range tank strapped alongside the M121 bomb (the latter being shown for scale beneath A96-109). For the purposes of the raid, this aircraft was call-signed 'Werewolf Gold'. The Victor was designed to carry a pair of Tallboys over shorter distances. To fly the 2,400 mile route from VTBU, almost to Hanoi, and then dogleg around Hainan to reach Clark AB on Luzon, the RAAF Victor B.10s carried only a single M121 as well as an extra bomb bay fuel tank.
Other than the Victor bombers and Hunter/Sea Hunter operations, the RAN also contributed strongly with numerous strike missions over Vietnam. Whereas the first deployment in 1965 used the Westland Wyvern as an attack aircraft, this was increasingly viewed as outdated. By the time the second deployment took place, the Wyverns had been replaced with the new Blackburn Buccaneer S.20 attack aircraft. These proved to be a potent strike platform, especially when equipped with the new Paveway Laser guided bombs or AGM-45 Shrike anti-radiation missiles or with just dumb bombs
Updates and Upgrades
Following HMAS Melbourne’s second deployment, it went through a significant upgrade. In parallel with this, it’s airwing was also significantly upgraded. In addition to the already mentioned Blackburn Buccaneer S.20 attack aircraft, which were essentially identical to the RN’s Buccaneer S.2s, the Hawker-CAC Sea Hunters were finally replaced by new McDonnell Douglas F-4J Phantom IIs. Likewise, the Grumman E-1 Tracers were replaced by new Grumman E-2B Hawkeyes. The S-2 Trackers and C-1 Traders were maintained for the ASW and COD roles but were both upgraded the S-2T and C-1T versions with the fitment of Honeywell TPE331 engines instead of the Wright R-1820s.
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Top: A BAe (Blackburn) Buccaneer S.20 of a NAS 805 detachment based at Nowra, NSW. This aircraft in a standard Royal Navy scheme as delivered (the undersides being White instead of Sky). Buccaneer '939' wears the 'NW' of NAS Nowra on its fin.
Bottom: A BAe (Blackburn) Buccaneer S.20 of No.31 Squadron RAAF out of RAAF Base Wagga, NSW. This aircraft wears the 'split' scheme with Sky undersides. (Initially the RAAF had considered wrap around camouflage like the late Canberra scheme, however, trials showed that 'Buccs' manoeuvring at low altitudes benefited from paler undersides.) Buccaneer A8-38 displays the core of the No.31 Squadron crest on its upper fin.
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Top: An F-4J Phantom in the original scalloped scheme of Extra Dark Grey uppers over Sky undersides. This Tranche 1 aircraft (N6-913) belongs to 805 Squadron RAN when embarked upon HMAS Melbourne. On the tail is the 'M' for 'Melbourne' and the 805 Squadron crest (also as a detail). A distinguishing features are the chequered red and white colours of 805 Squadron on the outboard drop tanks.
Bottom: An F-4J Phantom in the simplified scheme of Extra Dark Grey over Sky adopted for Tranche 2 and later aircraft. This fighter (N6-930) belongs to 808 Squadron RAN while assigned to assist with F-4J conversion training at NAS Nowara. On the tail in the 'NW' for 'Nowara' and the 808 Squadron crest (also as a detail). By this stage, colourful displays were being actively discouraged - has N6-930 been carrying outboard drop tanks here, they would have been coloured overall Sky.
In parallel with the RAN procurement of F-4 Phantom IIs, the RAAF also adopted the type. In this case, it was the F-4D variant. Both these and the RAN aircraft were assembled in Australia by
CAC and GAF working together. These would serve the RAN and RAAF through to the mid 1990s undergoing a number of upgrades along the way.
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Top: An early CAC-GAF F-4D assigned to the RAAF's Aircraft Research and Development Unit (ARDU). Used for flight testing under operational conditions, Phantom A3-10 was finished in a special scheme meant to simplify interpretation of photographs taken while the aircraft was manoeuvring.
The ARDU logo is marked on the tail (along with an unswept fin flash to accommodate a trio of calibration marks). On the nose is the unofficial badge of the ARDU - a taloned wing clasping a ring encircled 'ARDU'.
Bottom: An F-4D of No.75 Squadron in the RAAF's distinct 3-colour upper camouflage scheme for operational Phantoms. As shown here, freshly applied paint was rather dark. With fading, the green turned much paler while the brown took on a 'red earth' appearance.
Phantom A3-39 carries the factory-applied RAAF roundels and slanted fin flash. Forward of that fin flash is the emblem of No.75 Squadron. Here, the RAAF Base Tindal-based Phantom is bombed up with HE and enroute to the Leanyer bombing range for a run at a mocked-up 'Tac Town'.
Eventually in 1984 HMAS Melbourne would be retired. It would be replaced over the coming 3 years with two new ships. These were modifications of the US Tarawa class Landing Helicopter Assault (LHA) ships. The modification primarily included the fitment of a ski jump to the bow of each ship modelled after that used on the British Invincible class. At 53,800 tonnes displacement both ships were actually slightly larger than the HMAS Melbourne though they were slightly shorter. Most obvious though were that neither ship was a conventional carrier equipped with catapults or angled decks. Rather, they were more designed around amphibious operations. Known as the Canberra class, these would comprise the HMAS Canberra and HMAS Adelaide. Both ships would be equipped with new McDonnell Douglas AV-8D Harrier IIs – these comprised the basic AV-8B Harrier but with the addition of AN/APG-65 radar and NAVFLIRs. Also included were S-70B-2 Seahawk ASW helicopters, MS-60B-2 Assault/transport helicopters and ES-60B-2 AEW&C helicopters with the last being equipped with the same Searchwater 2000 AEW radar as the RN and Indian Navy (IN) Sea King AEWs.
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Top: An AV-8D (AV-8B+) Harrier II of the RAN's operational training squadron, 724 NAS. Also based at Nowra, 'VC724' provided both type conversion and weapons training for potential 'VF805' Harrier II pilots.
Shown is a single-seat weapons trainer Harrier II in a 40th anniversary scheme for the RAN's Flight Air Arm - which had been officially established on 03 July 1947. Appropriate to a weapons trainer, Harrier II '69' was carrying a full payload here for an aerial photo opportunity.
Bottom: A McDonnell-Douglas AV-8D (AV-8B+) Harrier II of the RAN's naval attack squadron, NAS 805, home-based at HMAS Albatross near Nowra, NSW. This aircraft wears the new all-over Light Ghost Grey (FS36375) scheme with 'lo-viz' roundels and markings adopted for the AV-8Ds. In part, this scheme earned the Harrier II the nickname 'Grey Nurse'. [1]
Harrier II '76', shown here, was assigned to the 'VF805' flight operating from HMAS Adelaide, a 'through-deck cruiser' of the Canberra class. Based on the US Tarawa class LHA, the two Canberra class ships featured 'ski jump' bow ramps to suit Harrier operations.
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[1] The name also related to 'hunting strategies". Just as an AV-8D could loiter discretely before using its NavFLIR to accurately strike at an enemy, the grey nurse shark often circles placidly before attacking prey with a quick sideways snap of the jaws.
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Top: A Sikorsky ES-70B-2 AEW Seahawk of the Royal Australian Navy. These shipboard 'radar picket aircraft' were operated by a dedicated 'AEW Flight' within 816 NAS. The ES-70B-2 differed from standard Seahawk helicopters by the installation of a Thorn EMI Searchwater AEW radar in a swinging, semi-retractable arm. [1]
Note that the ES-70B-2 retains the under-nose radome from the original MEL Super Searcher antenna (although the radar, itself, was not fitted).
Bottom: A Sikorsky MS-70B-2 Seahawk of 816 NAS. These helicopters were outfitted for special ops missions, being equipped with a Wescam 16SS electro-optical sensor, NVG-compatable cockpit, radar warning sensors, and other gear. Armament could consist of pylon-mounted Matra SNEB 68mm rocket pods and an FN MAG58 GSMG door gun.
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[1] Although the rotating arm was re-proportioned, this radar installation was virtually identical to the Searchwater LAST (Low Altitude Surveillance Task) sets installed on RN Sea King AEW.2s a few years earlier. On ES-70B-2s, that original radar would later be replaced by updated Searchwater 2000 sets.
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Top: A Grumman S-2T Turbo Tracker of 816 NAS, Royal Australian Navy. Select RAN S-2 Trackers were refurbished and modernised using Marsh Turbo Tracker kits. Of the upgrades involved, the most dramatic was the change to twin AiResearch TPE331 turboprop engines.
Bottom: A similar programme was begun in Canada as the Turbine Tracker. The key difference was the re-engining with Pratt & Whitney Canada PT6A-67AF turboprops. Turbine Tracker '577' was the nearest to being completed when DND abandoned the entire Tracker modernisation programme.
RCN Trackers in the process of being converted were sold-off after all government-supplied equipment was removed. This half-dozen airframes were then converted into the first Conair Turbo Firecat waterbombers.
Canada joins in
At the same time as the RAN was looking to acquire new carriers, their cousins in Canada were also looking for their own carrier. Initially this was satisfied by the loan of Majestic-class light aircraft carrier HMCS Magnificent. However, this was not the final solution. Like the Australians, the RCN was expected to purchase another Majestic class as its long-term solution. However, in 1947 as part of the same offer to Australia, Canada was also offered one of the much more capable Malta class. Like the Australians, the Canadians were also enthusiastic to gain the much more capable larger carriers at only a modestly larger investment. As such, they too took up the option. The resulting new carrier was completed slightly after the Australian ship being commissioned in January 1956 as HMCS Bonaventure.
As far as an airwing, initially it was expected that the Canadians would go with a variant of the North American FJ-4 Fury fitted with the Avro Canada Orenda thus giving commonality with the Royal Canadian Air Force’s (RCAF’s) Canadair Sabres. However, after comparing options, the RCN made the decision to also acquire the much more capable Hawker Sea Hunter FG.51 (export designation for Canadian FG.4) and also Sea Hunter FAW.52 (export designation for Canadian FAW.1). Like the Australians, these would be joined by S-2 Trackers/E-1 Tracers/C-1 Traders. Instead of the Westland Wyverns though the RCN selected the Douglas AD-4 Skyraider. These were actually supposed to be an interim solution and were actually leased from the USN. The longer-term solution was to be the new Douglas A4D-2 (later A-4B) Skyhawk. The first of these would not be delivered until 1958 though.
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Top: A Sea Hunter FAW.52 of VF 870 aboard HMCS Bonaventure in April 1961 (when not embarked, VF 870 was a lodger unit at RCAF Summerside, PEI). Finished in the standard RCN aircraft scheme, this aircraft was the personal mount of the 'C870', LCdr K. S. Nicholson, CD, RCN. By this stage, RCN 'Buzz' numbers had been changed to match their aircraft's serial - so '331' for s/n 126331.
The VF 870 colours are displayed on the rudder in blue pennant-shapes on a white field. The full VF 870 crest is displayed above the fin flash and the crest's winged centaur on the nose. Note that, at this point, RCN 'Buzz' numbers did not match the aircraft's serial number (s/n 126295). Missile armament is a pair of IR Firestreaks outboard and a pair of SARH Blue Vestas inboard.
Bottom: A Sea Hunter FG.51 of HMCS Shearwater-based VF 871. The squadron and its FG.51s embarked upon 'The Bonnie' in mid-February 1958. 'Buzz' number 148 is in the standard RCN finish of the day = top surfaces of Dark Grey (1-9) over a slightly-greenish Sky Grey (1-13).
VF 871 shows its red-and-white colours in rudder stripes and arrows on the tip tanks (just visible here). The full VF 871 crest is displayed above the fin flash and the crest's winged centaur on the nose. Note that, at this point, RCN 'Buzz' numbers did not match the aircraft's serial number (s/n 126295). Missile armament is a quartet of de Havilland Firestreak infrared seekers.
Unlike the Australians. The Canadians did not participate in the Vietnam war and thus neither HMCS Bonaventure not its airwing would see combat during their service. They did however provide a crucial linchpin to Canada’s contribution to NATO and had a clash with the USSR ever broken out they would have undoubtedly placed a vital role.
Like the Australians, in the late 1960s, the RCN went through a major update to HMCS Bonaventure’s airwing and like Australia, the core of this involved the procurement of McDonnell Douglas F-4 Phantom IIs, in this case though they were the British RR Spey powered variant. Canada chose the 'Spey Phantom' primarily for its engine commonality with the RCN 'Spey Skyhawks' (see below for more information).
Unlike Australia though, the RCN decided against replacing their strike platforms, and instead undertook a significant homegrown upgrade to their A-4Bs. This program would result in the CA-144A 'Spey Skyhawk' and was based on the longer-bodied A-4F airframe but would be powered by a Rolls-Royce Spey RSp.2 Mk.101 turbofan and had increased wing pylon options. Beyond the long fuselage and powerplant, specific Canadian features were revised avionics and an entirely new, side-hinging canopy. The latter was intended to reduce drag (the original single-seat Skyhawk canopy fitting rather poorly on the 'stretched' fuselage) while also being lighter. Another side benefit was an improved view from the cockpit - particularly in the rear quarters.
Later on, the aircraft would undergo the Skyhawk Aircraft Mid-Life Upgrade Programme (SHAMUP). The key distinguishing feature of this was its Canadair SHEP, a conformal pack replacing the belly pylon mount and its drop tank. The CA-144 upgrade programme was considered a complete success by RCN planners. However, less than half of the fleet had completed SHAMUP mods when the entire programme was cancelled abruptly.
Like Australia, the E-1s were replaced by E-2A and the S-2s/C-1s were upgraded to S-2T/C-1T standard.
In this format, HMCS Bonaventure would continue to serve until 1977 when, as part of Canadian military efforts to cut spending, it was deemed surplus and put up for sale with its complete airwing. A buyer was soon identified in the form of the Indian Navy which was looking to have a second carrier. As such, in 1978 the ship would be re-commissioned as the INS Viraat. In doing so, it would join its sister ship, the INS Vikrant. Also sold with the ship was part of its airwing – more on this below.
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Top: A post-SHAMUP (Skyhawk Aircraft Mid-Life Upgrade Programme) CA-144A 'Spey Skyhawk' of NAS 878. All Skyhawks refurbished under SHAMUP received a lo-viz scheme of 2-tone grey. A CA-144 could be readily identified by its belly pack and fin-top RWR antennae. The distinctive, side-hinged canopy was a feature of the original CA-4S 'Spey Skyhawk'.
Bottom: A Douglas 'CA-4B' Skyhawk of NAS 878 (Wildcats), Royal Canadian Navy. The scheme worn is similar to that of retired RCN Banshee fighters. NAS 878 was re-formed in Jan 1958 specifically to fly the Skyhawk attack aircraft. This Skyhawk wears the black/gold 878 colours on its rudder and the squadron crest on its nose.
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Top: A mid-lifed Phantom FG.1C+ of the RCN's VF 870. This aircraft carries the standard 500 Imperial Gallon (600 US Gal) belly drop tank. Mid-North Atlantic patrols also dictated carrying a pair of 308 Imperial Gallon (370 US Gal) drop tanks on the outboard pylons. This aircraft carries the full complement of AIM-7 Sparrows and a pair of barely-visible AIM-9L Sidewinder missiles. However, very often the shorter-range Sidewinders and their LAU-7 launch rails were omitted to save on weight.
During their mid-life rebuild, the FG.1C+s received new camouflage. This was a 2-tone grey scheme - with Light Grey on the sides and lower surfaces broken up with patches of Dark Ocean Grey on the uppers. This aircraft wears its VF870 colours on its fin tip (rudder markings having been forbidden). Under DND's 1971 unified aircraft designation system, the Phantom FG.1C+ became the CF-110N. [1]
Bottom: A McDonnell-Douglas (Canadair) Phantom FG.1C of the RCN's VF 871. This aircraft wears the standard RCN camouflage scheme of Dark Sea Grey over Sky. The 'last 3' individual aircraft number is repeated on the nose and tailfin. A simplified VF 871 crest is worn forward of the fin number. The rudder is striped in VF 871 colours.
Also on the tailfin is the recently-adopted Canadian flag (on the earliest FG.1Cs the flag was applied over a fin flash painted on for delivery). This aircraft is armed with a quartet each of AIM-7 Sparrow and AIM-9C Sidewinder missiles. On the belly pylon is the typical 500 Imperial Gallon (600 US Gal) drop tank.
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[1] For record-keeping purposes, the FG.1C+ technically became the CF-110N-2 (the original FG.1C being the CF-110N-1). However, other than a single ground instruction airframe held at HMCS Shearwater, all FG.1Cs had been modernised. As a result, that '-2' type suffix was almost universally ignored.
The Home Fleet
One of the reasons for Britain’s making the offers of Maltas to the likes of the Australians and Canadians was to help offset their own desires for an updated, relevant navy and if costs were able to be amortised across multiple purchasers. When first the Australians and then the Canadians signed up to the deal, the Royal Navy (RN)was ecstatic. Until then, the best the RN could hope for in terms of carriers were a pair of smaller (roughly 40,000 tonnes vs 58,000 tonnes for the Maltas) Audacious-class carriers plus a bunch of smaller designs. Likewise, sharing the costs of designing and producing the Hunters/Sea Hunters was welcomed and allowed both the RN and RAF to introduce a much more capable platform than they otherwise would have been able to. Although only a single Malta class ship, HMS Malta, was commissioned, the Sea Hunters would serve on multiple carriers. Likewise, the RAF was to introduce the impressive Hunter into service which would go onto serve with some 45 units. These would include the armed twin seaters in both RN and RAF service as the Sea Hunter FAW.1 and Hunter NF.1 respectively.
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Top: A Sea Hunter FAW.1 of 899 NAS, Royal Navy, embarked aboard HMS Malta. This all-weather interceptor is armed with Blue Dolphin SAHR missiles on the inboard pylons and Sidewinders outboard. (A scrap-view shows the removal procedure for the 2-seaters' ADEN gun removal.)
Bottom: An RAF Hunter NF.2 showing its substantially larger radome. No. 157 Squadron RAF was reformed specifically to operate the all-weather Hunter (initially, the Hunter NF.1) from RAF Wattisham in East Anglia. Shown is the all-black memorial scheme applied to XP883 for the 1972 airshow season - January 1972 being the 30th anniversary of No. 157 taking on Mosquito NF.II night fighters.
In service, HMS Malta never actually participated in any combat deployments. It did however serve admirably for many years as a key element in the RN’s and NATOs order of battle. In this, it was accompanied by its Canadian sister HMCS Bonaventure.
As far as airwings, initially this was very similar to that of the HMAS Melbourne with Hawker Sea Hunters and Westland Wyverns. Instead of the Trackers/Tracers/Traders though the RN decided to introduce the homegrown Fairey Gannet in ASW, AEW and COD variants. The latter would serve through to 1978. The Hawker Sea Hunters would be replaced in RN service by a semi-homegrown version of the F-4 Phantom II, the Phantom FG.1 which replaced the GE J79 engines with Rolls-Royce Spey turbofans. Likewise, the Wyverns would be replaced by the Buccaneer S.2.
In 1978, the Chilean Navy would acquire the HMS Malta and recommission it the following year as the Almirante Cochrane. More on this below.
The Malta and the other RN carriers (comprising the HMS Eagle and HMAS Ark Royal (an Audacious-class aircraft carrier) would be replaced by the new Invincible-class aircraft carriers, HMS Invincible, HMS Illustrious and HMS Ark Royal. All ships would be equipped with British Aerospace Sea Harriers and Westland Sea King Helicopters including the AEW variants.
Indian Involvement
Right from its Independence, India was well aware of the need for aircraft carriers to establish itself as a blue water navy. To help achieve this, in 1957 Indian agreed to purchase the fourth planned Malta class. In March 1961, the resulting ship was commissioned as the INS Vikrant. Initially it would be equipped with Hawker Sea Hunters, though these were in the earlier FG.2 configuration, without radars and were ex-RN aircraft. These would only operate for 3 years though before being replaced by new Vought F-8E Crusaders from the USA. Joining the Crusaders would be new French Dassault Étendard IVM strike fighters and Bréguet Br.1050 Alizé ASW and AEW aircraft.
The INS Vikrant and its airwing would see their first combat in the Indo-Pakistani War of 1971. During this conflict the Crusaders and Étendards conducted a number of missions though no air-to-air engagements were recorded.
Following this, the INS Vikrant would continue to operate for many years. In the late 1970s the ship would undergo a major modernisation. As part of this the air wing also received an update with the Vought Crusaders replaced by new McDonnell Douglas F-4S Phantom IIs whilst the Étendards were replaced by new Dassault-Breguet Super Étendards. The Alizé ASW/AEW aircraft would undergo a modernization program to the Br.1050M (AEW) or (ASW) standard.
While the INS Vikrant was undergoing its upgrades, it would be joined in service by a sister ship. This was the former HMCS Bonaventure. In Indian service, this was re-commissioned as the INS Viraat. It’s airwing used the former RCN F-4Js which were upgraded in the 1980s to the same F-4S standard as the Vikrant’s aircraft. Additional Super Étendards and Alizé aircraft would also be acquired to round out the airwing.
The two-ship fleet would give the Indian Navy much greater flexibility moving forward and both ships would take on multiple deployments over the next couple of decades. No combat would be seen though.
In parallel to the IN operations, the Indian Air Force (IAF) was also a significant operator of the Hunter. Commencing with an order for 140 Hunter Hunter Mk 56s.
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Top: Indian Navy F-4S Phantom as received in its standard scheme of Dark Grey over White undersides (the Indian flag being added to the tailfin later). This aircraft wears the 'White Tiger' motif of INAS 300 behind its fuselage roundel. 'NAVY' is marked on the rear fuselage. The individual aircraft number (673) is displayed on both the nose and the tailfin.
This aircraft - embarked upon the INS Vikrant - is armed with a pair of AIM-9C dogfighting missiles on the inboard wing pylons. On the fuselage stations are 4 x DH Red Top IR missiles (which could be displaced by SARH Blue Dolphins). [1]
Bottom: An Indian Navy FG.1C(IN) Phantom in the late all-grey 'KR' (kam roshanee or lo-viz) scheme. The Spey-powered Phantoms were delivered along with the ex-Canadian INS Viraat - sister ship to the Vikrant. Here, this fighter is being operated by INAS-551-B - appropriately dubbed the 'Phantoms'. (INAS 551-B - trials unit based at INS Hansa, Goa - operated as both the Naval Flight Test Squadron and a PhantomOperational Flying Training Unit.)
Phantom '697' is shown here flying on behalf of the NFTS to integrate the BAe Sea Eagle anti-shipping missile. [2] Markings consist of the new smaller, toned-down roundels and a prominent Hindi 'Nausena" (in Devanagari script) on the rear fuselage. The individual aircraft number is displayed on the nose and, in Devanagari numerals, on the tailfin.
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[1] The substitute British missiles were necessary due to a dispute with the US over the supply of AIM-7s to India. However, in combat, the Indian Navy found that Red Top and Blue Dolphin outperformed the US missiles in both maximum engagement angle and against supersonic targets.
[2] Note that '697' is also carrying BAe Skyflash missiles on its rear fuselage ejector racks. Ironically, Skyflash was derived from the very AIM-7 Sparrow missile that the US had been hesitant to approve for export to India.
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Top: A Dassault Étendard IVM of INAS 304 (The Sharks) embarked aboard the INS Vikrant during the 1971 Indo-Pakistani War. 'The Sharks' were the Indian Navy's dedicated surface attack squadron. When not embarked, INAS 304 is home-based at INS Hansa in Goa.
Étendard IVM '604' wears the then-standard Indian Navy scheme of Dark Grey over White undersides. On the forward fin is the 'Jumping Shark' crest of INAS 304. The tricolour fin flash was later replaced with the Indian flag.
Bottom: A Dassault Super Étendard which replaced the Étendard IVMs of INAS 304 in the late 1970s. Here, Super Étendard is shown flying from INS Viraat. Just visible behind the portside drop tank is one of the main raisons d'être for the IN's Super Étendard purchase - an Aérospatiale AM39 Exocet anti-shipping missile slung from the starboard wing pylon.
This Super Étendard wears the late all-grey kam roshanee lo-viz scheme of all-over Light Grey. Early use of that 'KR' scheme included a prominent 'NAVY' worn on the rear fuselage. Later, that script would be replaced by the Hindi 'Nausena' shown here. The individual aircraft number ('636') is marked on the nose with the 'last two' (teen-chheh) displayed in Devanagari numerals on the tailfin.
South American Sojourn
The final navy to operate the Malta class would be the Chilean Navy which in 1978 acquired the former HMS Malta which would be re-commissioned as the Almirante Cochrane. This was at the urging of Admiral José Toribio Merino, a member of the Military Government Junta ruling Chile since 1973, who, apart from the prestige having a carrier bought, was concerned that Chile needed a capability to offset the capabilities of the Argentine and Brazilian navies, both of which had carrier capabilities (both using former Majestic class CVLs). With the new Almirante Cochrane, essentially Soth America was witnessing a reply of the South American dreadnought race from the beginning of the century.
When acquired, the Chilean Navy also gained the former HMS Malta’s airwing with Phantom FG.1s which and Buccaneer S.2s. The Gannets were not acquired though, being seen as too outdated and worn out by then. Their role would be taken on by former RCN Grumman S-2T/C-1Ts. No integral AEW capability was gained though later in the 1980s a handful of Westland Sea King AEW.2 helicopters would be procured to fill this deficiency.
The Almirante Cochrane would serve with the Chilean Navy until the early 1990s when it was retired by the new democratic government of President Aylwin. Eventually it would be sold for scrap, though its airwing was transferred to the Chilean Air Force.
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Top: A former Royal Navy Sea King AEW.2A of the Armada de Chile. Designated HAT (Helicóptero - Alerta Temprana or Helicopter-borne Early Warning) in AdCH service, these Chilean Sea Kings were largely unchanged from their days as RN AEW.2As. When not embarked aboard the BACH Almirante Cochrane, the AEW&C HAT-3s were stationed at Base Aeronaval Concón near Viña del Mar (on the coast, west of Santiago).
Bottom: Chile performed 'Comando' conversions on Sea Kings that were surplus to shipboard requirements. This aircraft - a HAC (Helicóptero - Ataque Comando) - has been transferred to the Fuerza Aerea de Chile(FACH) for use by the elite Comandos de Aviación or by the army's BOE Lautaro. This FACH HAC has been upgraded with a navigation and terrain avoidance radar.
The 'Comando' conversions also served with the Armada de Chile. In AdCh service, these were also designated as HAC (although, in this case, standing for Helicóptero de Asalto de Combate). The naval HACs operated as both assault transports for IMC (Infanteria de Marina de Chile) units as well as general fleet utility transports.