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Naval Aviation

816 Squadron – the Fighting Tigers

By LCDR Nick Hattersley, RAN

“Once more unto the breach dear friends, once more;
Or close up the wall with our English dead.
In peace there’s nothing so becomes a man
As modest stillness and humility:
But when the blasts of war blows in our ears,
Then imitate the action of the Tiger;
Stiffen the sinews, summon up the blood,
Disguise fair nature with hard-favour’d rage;
Then lend the eye a terrible aspect.”
William Shakespeare “Henry V”

Our History

The Royal Australian Navy Fleet Air Arm Squadron 816 derives its motto “Imitate the action of the Tiger” from King Henry’s speech before the long forgotten Battle of Harfleur in August 1415. While not extending back centuries, in naval aviation terms, 816 Squadron’s history is long and distinguished with its origins stretching back to the Royal Navy where it was first commissioned as an anti-submarine squadron on 3 October 1939. Equipped with nine Fairey Swordfish torpedo bombers it notably took part in the first airborne torpedo attack of WW2. The Squadron’s affiliation with the Royal Australian Navy began on 24 August 1948 when the Squadron was commissioned at Royal Naval Air Station Eglington.

816 Squadron has since been de-commissioned and re-commissioned on a number of occasions and has operated Fairey Firefly’s, Fairey Gannets, Sea Venoms, Grumman S-2E/G Trackers; all fixed wing aircraft from the carriers HMAS Sydney and Melbourne. With HMAS Melbourne’s decommissioning 816 Squadron recommissioned as HU (Helicopter Utility) 816 Squadron on 9 February 1984 flying Wessex helicopters. HU 816 Squadron decommissioned on 30 June 1987. The Fleet Air Arm adopted USN prefixes during the early 1970s but later reverted to the Royal Naval method when the HU prefix was discontinued.

Current Operations

Located at HMAS Albatross on the NSW south coast 816 Squadron has been at the forefront of Australian Naval Aviation for the last two decades. The Squadron is home to approximately 290 men and women who fly and maintain 16 x S-70B-2 Seahawk helicopters. The Squadron trains maintenance personnel and aircrew as well as supporting fully operational Flights at sea which are attached to a number of HMA Ships.

Today’s 816 Squadron had its beginning on 8 February 1988 with the Seahawk Introduction and the formation of the Transition Unit (SITU) with the task of introducing the S-70B-2 Seahawk into the RAN. The SITU program was interrupted when on 2 August 1990 Iraq invaded Kuwait. Initially under the auspice of the United Nations Security Council Resolution 665 two Seahawk helicopters were embarked in HMA Ships Darwin and Adelaide as part of Operation Damask.

HS 816 (HS – Helicopter Anti Submarine) was officially re-commissioned on 23 July 1992; although at the time it had aircraft embarked in HMA Ships Canberra and Darwin and had been operational for a number of years. 816 Squadron has for the most part kept an operational flight embarked at sea within the Middle East Operating Area (Operations Damask, Slipper, and Catalyst) for nearly 20 years. These operations have included maritime interdiction, anti smuggling operations, Naval Gunfire Support and anti terrorism protection.

Medal for Gallantry

In 2004 POA Ben Sime (now CPOA Sime is currently serving as a Qualified Aircrewman Instructor at 816 Squadron) was awarded the Medal for Gallantry when a dhow laden with explosives detonated itself alongside USS Firebolt. An 816 Squadron Seahawk attached to HMAS Stuart was the first coalition asset on the scene and initially coordinated the rescue effort. CPOA Sime with total disregard for his own safety conducted a diver drop to provide assistance to a seriously injured American sailor. This individual act is consistent with the dedication and commitment personnel from 816 Squadron have shown whilst deployed. 816 Squadron is still to this day supporting anti piracy operations near the Horn of Africa.

Since its re-commissioning, 816 Squadron has been involved in a wide variety of operations which have demonstrated the capability of the S-70B-2 and the devotion and capacity of the personnel that fly and maintain them. Other notable involvements that the Squadron has distinguished itself include; being called upon during the 1998 Sydney to Hobart Rescue effort.

The Squadron Crest,   RAN image

POA Pashley (now WOA Pashley) was awarded the Medal for Bravery and a further number of Bravery Citations were awarded to other 816 Squadron crews. In 2003 the Squadron was involved in Operation Anode (Solomon Island Assistance) and assisted Special Forces in boarding the North Korean drug ship Pong Su in April 2003 off the East Australian Coast.

These Gallant Aviators

By Midshipman W.A. Stow, RAN

William Stow was born in Plymouth, England in 1987 and spent the majority of his youth moving with his father, an officer in the Royal Navy, and family throughout the UK and Australia. The family migrated to Australia in 1996 and have since lived in North West Sydney. William attended high school at Oakhill College in Castle Hill graduating in 2005. He then studied Finance and Accounting at the University of Sydney. Throughout his studies he worked as an insurance analyst at an actuarial consultancy firm. William joined the RAN as a Midshipman in July 2011. He is an aspiring Pilot and hopes to fly the MH-60R Seahawk, which is due to enter service at approximately the same time he hopes to earn his ‘Wings.’

Courage is not simply one of the virtues but the form of every virtue at the testing point.

C.S. Lewis

 

Background

Unbeknown to many Australians a detachment of the RAN Fleet Air Arm was deployed as helicopter support for ground operations in the Vietnam War. The RAN Helicopter Flight Vietnam (RANHFV) joined with the US Army’s 135th Assault Helicopter Company for the duration of the deployment. This combined force was known as the Experimental Military Unit or EMU.

From an Australian perspective the EMU’s endured the highest casualty rate of any RAN unit in the conflict, with five men killed in the course of duty. Many of the unit’s service men were entitled to awards for acts of courage and gallantry throughout the deployment. In this essay we will draw on the character qualities of two RAN officers, highlighting the relevance to the Fleet Air Arm and RAN today. Firstly we shall analyse the preceding events and the actions of SBLT Andrew Perry of the 3rd RANHFV Contingent who was awarded the Silver Star and secondly LEUT James C. Buchanan of the 4th RANHFV Contingent who was awarded the Distinguished Flying Cross.

The UH-1 Iroquois Helicopter

The UH-1 Iroquois Helicopter, or Huey, is an iconic symbol of the Vietnam War. It is synonymous with both the nature of the conflict and obstinate ethos of the allied soldiers, sailors and airmen that fought within the country. The dense jungle topography of Vietnam and high intensity of operations meant that a rugged and versatile helicopter was necessary. With a simple design and minimal maintenance requirement, the indefatigable Huey proved to be the right asset for the job, earning the soubriquet of ‘the jeep of Vietnam.’

In 1967, when the intensity of conflict between allied and communist belligerents increased, so too did the numerical concentration of ground forces within the country. Although American forces had sufficient Huey’s for operations, they lacked highly trained pilots, crew and maintainers. At this time the RAN’s 723 Squadron, based out of RAN Air Station HMAS Albatross at Nowra, NSW, operated a fleet of seven UH-1B Iroquois for training and Search and Rescue purposes. On 14 July 1967 the Australian Minister for Defence, the Honourable Allen Fairhall, announced a contingent from 723 Squadron would join the US Army 135th Assault Helicopter Company to: provide airborne support for all Allied forces in South Vietnam’s Phuoc Tuy Province.[1]

RAN Helicopter Flight Vietnam and the EMU’S

On 16 October 1967 the 1st Contingent of RANHFV arrived in Vang Tau, Vietnam. It totalled 46 members and was composed of 8 pilots, 4 observers, 4 aircrewmen, 24 technical sailors and 6 support staff. Upon arrival the RANHFV integrated with the US Army’s 135th Assault Helicopter Company. The assimilated company consisted of 70 officers, 230 men and 30 Huey’s, which were then divided into three platoons. The unit was officially designated the Experimental Military Unit or EMU, as the Americans wished to name the unit after a fast and aggressive Australian bird. The irony that the Emu is a flightless bird was not lost on the Australians.

Given the voluntary nature of RAN service and the much longer service obligation, officers and technical sailors of the RAN were generally trained to a far greater standard than their US contemporaries. Consequently the members of the RANHFV soon gained a reputation for their professionalism, earning senior positions as aircraft and platoon commanders, as well as technical maintenance managers. A US Army soldier noted: the only difficulties I perceived … was a different outlook in terms of the military as a career… the Australians were somewhat more formal in their approach to uniform and discipline than we were[2]. Although well regarded by their American counterparts the members of the RANHFV were not without their relative eccentricities, as Major General A.L. Macdonald, Commander Australian Force Vietnam noted: the RAN’s penchant for facial hair was a complete anathema to the United States Army, who associate beards with hippies and such like people.[3]

The Impact of Jet Propulsion on RAN Aviation Squadrons

By Midshipman S.R. Gidley, RAN

MIDN Gidley grew up on Sydney’s North Shore but in 2011 moved to Jindabyne in the Snowy Mountains. After completing secondary education at Sydney’s Shore School in 2007 he was accepted into the Australian Defence Force and later undertook training as an Army pilot. Unable to complete his pilot training in 2010 he transferred to the RAN as a direct entry Seaman Officer. His interests include recreational flying, vehicle modification and motorsport and he also enjoys competitive sailing and skiing.

For once you have tasted flight you will walk the earth with your eyes turned skywards, for there you have been and there you will long to return – Leonardo da Vinci

Introduction

The development of aircraft propulsion through history had a significant impact on the Aviation Squadrons of the Royal Australian Navy (RAN), especially regarding the military integration of the gas turbine engine in both fixed wing and rotary wing aircraft. The development of aircraft propulsion in the mid 20th century had a profound impact on all world aviation as the gas turbine engine was introduced as an efficient and viable alternative to conventional reciprocating piston engines. This engine development entered the RAN in the form of the Sea Vampire in 19541, and continuous engine research and development brought with it new aircraft with new capabilities that helped to bring Australia on to the world stage with its aviation capability. In 1953 the RAN’s first helicopter entered service, and again, history shows the benefits of employing gas turbines as the power source to all of the RAN’s helicopters.

History of the Gas Turbine

Jet propulsion was first devised more than two thousand years ago, but was not used effectively until the 13th century in China, when gunpowder rockets were used as fireworks. Air breathing gas turbine engine development incorporating the Brayton Cycle commenced in the mid 1930s. After the resolution of countless issues relating to safety, reliability and weight, the first jet propelled aircraft, Ernst Heinkel’s He 178, flew in 19392.

During World War II great advances were made in improvements to aircraft engine performance. Continued development made by the He 178 led to early operational gas turbine engines including the Caproni Campini N1 and the Japanese Tsu-11. While neither of these engines provided efficient propulsion alternatives for piston driven aircraft, they paved the way for military versions of gas turbine engines. Research breakthroughs towards the end of the war eventually led to the world’s first jet engine fighter, the Messerschmitt Me 2623. The arrival of the Me 262 into mass production marked the entry of the jet engine as an efficient and effective means of aircraft propulsion for the future.

Jet Powered Fixed Wing

The first gas turbine aircraft flown by the RAN was the de Havilland Vampire Mk T.224. The first Sea Vampire was received on 18 June 1954 by 723 Squadron and most were used as training aircraft. Australia predominantly used variants of the Vampire aircraft in the RAAF, however the RAN flew the Vampire through 723 and 724 squadrons. Soon after acquiring of the Vampire, the RAN gained a number of de Havilland Sea Venom FAW53 aircraft. These new aircraft were comparable to the Vampire and performed a similar role. Later in their service life the Sea Venoms were used predominantly in a training role which included aircrew instruction, simulated airborne attack and the training of Direction Officers at the Pilot Branch, and also for towing targets using a Delmar Target Towing System for air-to-air training5. The Sea Venom became the RAN’s first jet propelled airborne anti-surface capability.

The Australian carrier, HMAS Melbourne, equipped with Sea Venom aircraft established itself in Australia and overseas in the Pacific, the United Kingdom, and South East Asia as an efficient operational platform. 808 Squadron became known as a formidable fighter unit in its participation in the South East Asia Treaty Organisation (SEATO) exercises, and a later deployment gave 805 squadron the opportunity to perform operations from a carrier as an all weather night fighting unit. These new jet aircraft proved superior to the existing piston powered capability as they could be flown further and for longer to complete their mission. However the design of the aircraft to accommodate the higher top speed required a higher velocity on final approach, which in turn required frequent maintenance to both the aircraft and the landing platform when operating from a carrier.

Chloe and Sadie – or 100% Pitched and Ditched

This article is by Fred Haynes who for many years worked at Garden Island Dockyard firstly as a Scientific Instrument Maker and later as Technical Officer in charge of the Optical and Periscope Workshop. After 36 years at GID Fred served another 9 years as an Assistant Curator at the Naval Heritage Centre collection at Spectacle Island.

In the Fleet Air Arm different aircraft were unofficially rated by their pilots for their takeoff performance on the catapult. This was the ability to become airborne after launch, or being ‘pitched’. Performance of individual aircraft varied greatly and sometimes for some reason flight could not be maintained. This invariably meant the aircraft would crash or ‘ditch’ in the sea. The ratio of successful launches to failure was colloquially called the ‘pitched and ditched record’.

When the RAN took delivery of HMAS Melbourne it came fitted with the latest developments in naval aviation technology including the British designed steam catapult, angled flight deck and mirror landing system. In fact it was the decision to fit these to Melbourne that resulted in her delivery being delayed. Both HMAS Sydney and Melbourne were laid down as Majestic Class light fleet carriers towards the end of WW II but only Sydney was completed and commissioned as HMS Terrible. The uncompleted second ship was laid up at the end of hostilities and remained incomplete until the decision by the RAN to acquire two carriers for its new Fleet Air Arm. It was also decided to acquire a third carrier HMS Vengeance on loan from the RN until Melbourne was completed.

The newly acquired HMA Ships Sydney and Vengeance aircraft were Hawker Sea Fury FB11 and Fairey Firefly 5. Both these aircraft were catapult launched and often relied on JATO rockets for necessary additional thrust for takeoff when fully loaded. While these ships required conventional skills for refit maintenance of their hulls and propulsion systems the maintenance of their catapults presented new challenges for Garden Island Dockyard.

Catapults previously fitted to RAN ships such as the cruisers Australia, Hobart and Sydney used either compressed air or cordite charges. The aircraft sat on a cradle fitted to the catapult and required a crane to lift them into position prior to launch. The usual method for testing was to fire a large test baulk of wood to simulate the weight of the aircraft.

Chloe prototype
Young and Jackson’s

The new carriers required a different method of testing catapults leading to the design of a re-useable four wheeled test vehicle which the Dockyard called ‘Sadie.’ Sadie was used during the active service lives as RAN carriers Sydney and Vengeance. When Melbourne was introduced with her modified design she was able to launch the later jet powered de Havilland Sea Venom FAW53 and twin turboprop Fairey Gannet AS1 and 4. Sadie was no longer able to cope with these new requirements and a new test vehicle was built, fitted with a four wheel undercarriage from a Canberra jet bomber It contained ballast tanks that could be filled with water to simulate different aircraft weights.

The new vehicle was christened ‘Chloe’ after the famous painting in the landmark Young & Jackson’s Hotel in the ship’s namesake city. Testing was conducted when the ship was alongside resulting in a large splashdown up to 200 metres ahead of the ship. The float was then lifted back onboard with the aid of the 250 ton hammerhead crane. On one occasion a commercial fisherman returning to the then commercial Woolloomooloo Bay ignored repeated warnings and was distraught when covered in spray after Chloe landed alongside.

Following Melbourne’s 1967 – 1969 major refit came new aircraft, the Douglas A4G Skyhawk and Grumman S2 Tracker. This required an upgrade of Chloe with saddle tanks added to reflect increases in weight, but this upset the test vehicle’s already pedestrian aerodynamics. Accordingly another test vehicle was introduced comprising a steel girder frame forming a sled plus a large cylindrical tank for ballast water. The sled was not fitted with wheels but had two wooden skids. This produced unpredictable and spectacular results and as a result use of this unloved and unnamed test vehicle was discontinued shortly after its introduction. Both Chloe and her unnamed successor were last seen in a derelict condition at the old Rydalmere Naval Stores. Certainly Sadie and Chloe held the record of 100% pitched and ditched in RAN service.

Pitched and Ditched – the big splash. RAN

817 Squadron: You will miss us when we are gone

This short history has been assembled from Squadron records.

817 Squadron has its origins in the Royal Navy (RN) where it was commissioned as a torpedo/reconnaissance squadron at Royal Naval Air Station (RNAS) Crail, Scotland on 15 March 1941. The Squadron served in Norway, Biscay, North Africa and Sicily primarily as a patrol unit for anti-submarine operations but was also used for torpedo and bombing missions against enemy ports and shipping. The Squadron disbanded on 23 August 1945.

817 Squadron re-commissioned as a Royal Australian Naval Air Squadron at RNAS St Merryn, Cornwall on 25 April 1950. Equipped with Fairey Firefly AS.6 aircraft and commanded by LCDR Ronald Lunberg, RN, 817 Squadron formed part of the 21st Carrier Air Group (CAG) along with 808 Squadron.

21st CAG began carrier qualifications aboard HMAS Sydney in April 1951. On 14 May, 817 Squadron were advised that they would form part of a new Sydney Carrier Air Group under the command of Commander (later Vice Admiral Sir) Mike Fell, RN, and deploy to Korea later that year. New pilots, many straight out of training, hurriedly converted to local operating procedures and the squadron’s aircraft, Firefly AS.6s, had to be replaced temporarily with AS.5 aircraft borrowed from 816 Squadron and the Royal Navy. The reason for this was that the AS.6 model Firefly did not have any guns whereas the AS.5 did. 817 Squadron departed for Korea aboard Sydney on 31 August 1951. Sydney arrived in Japan on 19 September and prepared for a handover from HMS Glory. The aircraft of the Sydney CAG now bore black and white markings signifying that they were on operations with the United Nations.

Participating in Operation ‘Strangle,’ which was intended to cut enemy supply and communications to the front lines, Sydney shared patrol duties on Korea’s west coast with RN and US Navy (USN) carriers as part of Task Force 95, United Nations Blockade and Escort Force. Operations normally entailed ground attack including close air support for ground forces, armed reconnaissance, spotting for ships’ guns and anti-shipping strike missions. In addition, the CAG maintained a Combat Area Patrol (CAP) during daylight hours to protect Sydney in the event of enemy air attack.

Sydney’s CAG launched its first air strikes on 5 October 1951. It did not take long before the squadron earned a reputation as being a proficient strike unit having carried out a number of very successful missions against rail and road bridge targets. Rail and road interdiction became the main role of the squadron throughout the Korean War and this often required the pilots to use low level attacks against heavily defended targets behind enemy lines. Anti-aircraft fire was particularly effective under these circumstances and several Fireflies were lost or damaged as a result. Anti-submarine patrols were also flown by 817 Squadron around the Sydney task group and spotting tasks were also conducted for ships involved in Naval Gunfire Support off the Korean coastline.

On 11 October, just six days after flying its first sorties, Sydney’s CAG achieved a light fleet carrier reco Commander-in-Chief Far East Station:

‘Your air effort in the last two days, unprecedented in quantity and high in quality, has been a magnificent achievement on which I warmly congratulate you. Though it is invidious to particularise – the spotters especially did a first class job and New Jersey with the Commander of the 7th Fleet embarked said they were the best she has had yet. Eighty-nine sorties in one day is grand batting by any standards, particularly in the opening match…’

Aircraft engineers and maintenance crews also won much well deserved praise achieving remarkable serviceability and turn-around rates to keep the aircraft flying. Ordnance crews were also required to load armaments of up to 227 kg in all weather, day and night.

On 14 October, 817 Squadron’s personnel were subjected to the full force of Typhoon Ruth. Battling an estimated force 12 sea at its height, and with waves up to 45 feet high crashing over her deck, Sydney rode out the storm at sea with 13 of her aircraft exposed on deck. It was hardly surprising that five of them were written off with at least one being washed overboard. The carrier itself sustained damage and several of her personnel suffered minor injuries.

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