The A-4 Alley - RAN A-4 Skyhawk Operations 1968-1984

THE A-4 ALLEY

Aussie Skyhawk Operations 1968-1984 The Royal Australian Navy operated A-4G and TA-4G Skyhawks from around 1968 to 30 June 1984. After this the remaining aircraft were sold to the Royal New Zealand Air Force, eventually to be come RNZAF A-4ks. In the ultimate irony they returned to their original home at HMAS Albatross in 1991 for a 10 year stint supporting the RAN. This page contains a large number of PDFs on various subjects related directly and indirectly to the operation of the A-4G Skyhawk by the RAN. Most of these photos aren't mine. Most are credited to the owner. If these credits are incorrect please advise me.

			The above images show A-4Gs being launched inside Jervis Bay. HMAS Melbourne is pointing into the strong westerly north/westerly winds that blow in August- September. In the background on the left is the silhouette of the clock tower at HMAS Creswell, the Royal Australian Naval College. This photo taken around 1976 or 1977.(John Bartels)


			Carrier operations from CVS-21 HMAS Melbourne (John Bartels)


			RAN A-4G and TA-4G Skyhawks at HMAS Albatross (John Bartels)



















			RAN A-4Gs from a RAN MB 326 (John Bartels)


			RAN A-4G Skyhawks practicing Air to Air Refuelling (John Bartels).



			RAN TA-4G 880 in flight (John Bartels)



			First USN A4B landing on HMAS Melbourne. On 20 May 1965 a USN Skyhawk ,4874, demonstrated deck landing qualities by carrying out landings and catapulting from HMAS Melbourne. (Colour photos taken from www.drawquick.com.au/ships/gallery.htm other RAN Official)


			1, Landing wires on HMAS Melbourne and An A-4G on Approach 2. "LCDR Clive Blennerhassett climbing A-4G ladder with an S-2 Tracker and Wessex helicopter in the frame." 3. Carrier Pattern Diagram from NATOPS (USN pilot flight manual) as used by the RAN Fleet Air Arm. 4. RAN Publicity shot. They are pretending to talk to the A-4G screaming past overhead. The shot was taken a few times and often the A-4G was very low (All RAN Official)
			1. The 'Checkmates' from VF 805 Sqn approach/touchdown in a diamond formation in late 1973. Team members: Leader (No.1) in 889 LCDR Bill Callan CO; in 872 (No.2) LEUT Pete Cox; in 886 (No.3) LEUT Graham Winterflood; and in 871 (No.4 - in the 'box') LEUT Chris Olsson SP. 2. Formation Takeoff (both RAN Official)


			A-4G Carrier Operations (RAN Official)
			Colour Picture (Dave Ramsay)

	Another reason why A-4Gs usually operated with wing tanks . They were good secondary undercarriage, the A4 was undamaged and taxis away after this slow speed roll onto port drop tank. A video of this can be found above. (RAN Official)

			1. HMAS Melbourne with USS Enterprise in the mid 1970s 2.HMAS Melbourne , Sydney Harbour 1971 3. HMAS Melbourne with air group 4. HMAS Melbourne CAG (Carrier Air Group), the leader has CAG on tail. Photo dated mid 1970's (all RAN Official)

		RAN A-4G dented on the RAMP of HMAS Melbourne in 1971 Pilot Call Sign was Lucifer and he put a permanent bend in the fuselage. This was the RAN first major A-4G accident at the time so the "powers that be were none too pleased (RAN Official)

		1, This shot is significant in that it is a publicity photo (taken in USA) of the A-4G carrying 4 AIM 9B Sidewinders (2 visible) which the A-4Gs were specially modified to do, having primarily a fleet defence fighter role. 2. A-4Gs at Greenham Common in the UK 1977 (RAN Official)

	In VF 805 late 1971 it was decided to hold a "tail logo" design competition onboard. There was the only entry due to the otherwise complete lack of interest. So by default this design ended up briefly on a few tails. Sometimes it was used to "tag" other aircraft You will see this red 'bird' occasionally on old photos/videos. Being Navy this "bird" was immediately dubbed the "shitebird" and this stuck, needless to say this design was not utilised a lot except to "trash tag" visiting aircraft. A fitting use. Phil Thompson (Lucifer) (photo courtesy of Dave Masterson).

	4. The TA-4G is in camouflage so this puts the time to be in the early 80s when The photographer was standing on the ground (on top of the cliffs) at Point Perpendicular as the a/c flew past.

	VF 805 Sqn Singapore 1981.

	A VF805 (yes, it’s one of ours, despite that blue & yellow tail !) A-4G. N13-154904 (side number 883) snagging #4 wire (while still airborne: note the fully extended MLG struts & still deployed speed-brakes) aboard HMAS ‘Melbourne’ CVS-21 during my time as CAA of the squadron, 1979 – 81 (incl.). This is what would be classed by the LSO as a ‘ … just made it’ pass ‘ … that’ll cost you a round the wardroom tonight’. As if to confirm VF805’s ‘ownership’ of the a/c, note that it’s wearing that Sqn’s standard carrier borne ‘fit’ of 2 x 150 (US) gal drop tanks (VC724 didn’t have them, only VF805 did), LAU-7A Sidewinder launch ‘rail’, and that the pilot is definitely a ‘Checkmate’. Oh, another clue is the carriage of Mr. Colt’s 20mm cannons: despite the weight penalty involved (and subsequent reduction in fuel carried), all our a/c carried 2 of ‘em with full (75 rpg) ammo canisters. VC724, on the other hand, only fitted guns ‘when required’. Actually, it’s unusual that the a/c doesn’t have a blue headed ‘captive’ AIM-9B ‘Sidewinder’ on the launch rail. Must have been light on for wind over the deck that day. (Text and Picture Laurie Hillier)

	N13-155064 (side number 877) about to snag #4 wire aboard HMAS ‘Melbourne’ CVS-21 ca 1979 – 81. Yes, that’s hastily applied yellow primer paint adorning significant portions of it’s leading edges, reflecting (non too kindly !) our desperate attempts to separate metal, air (oxygen), and salt water towards the end of our long ‘cruise’ to the Arabian Gulf. Our a/c spent most of their time deck parked and, as if that wasn’t bad enough, they were parked immediately aft of the ship’s funnel, which constantly poured out highly sulphurous (not sure of the spelling) fumes, large amounts of which ended-up adorning our a/c. All the ranting & raving on my part to the yellow shirted ‘Bears’ in the Aircraft Control Room (ACR) to get them down below for corrosion control was to no avail, the response usually being “Sorry Chief, the (new to the RAN) ‘Seakings’ (SH-3 ASW helos) take priority !” Is it any wonder a man’s eyelids twitch uncontrollably these days when people tell me ours is “ … a helicopter Navy now !” As usual (when embarked), 877 carries 2 x 150 (US) drop tanks and has Mr. Colt’s finest fitted. You can be assured their ammo canisters have their standard load out of 150 rpg, too. (Text and Picture Laurie Hillier

	“Down chains, off brakes, come ahead slowly !” Newly promoted LEUT ‘Bruiser’ Baddams RAN nervously applies generous throttle to get N13-154903 (side number 882) rolling forward as the ship (HMAS ‘Melbourne’ CVS-21) starts a roll to stbd, threatening to tip his lightly loaded (note the lack of external fuel tanks or armament) a/c backwards over the side. That single white line the a/c’s nosewheel is about to cross is the flight deck safety line (the edge of the landing path visible to the upper right), illustrating how narrow the ship’s flight deck was and just how far the WIDE wingspan of the RAN’s twin prop S-2G Tracker ASW a/c reached …That’s why the ship was modified to add what we called the ‘tram tracks’ jutting out over the ship’s side. These allowed a number of Skyhawks to be parked along (over) the ship’s side aft of the ‘island’ … which is also why they ended-up with that curious (and hopelessly ineffective) yellow paint all over their leading edges, as may be seen on 882). It probably also accounts for why 882 has another a/c’s nose cone … the ‘control’ part of corrosion control was almost non-existent aboard ship. (Text and Picture Laurie Hillier).
			(Laurie Hillier)

		1. VF 805 A-4Gs on HMAS Melbourne (David Ramsay) 2. "The Catapult Director is not reacting to the shower of sparks from a defective bolt in the catapult track (subsequently repaired) during the dramatic dawn launch of the A-4G. Likely any damage caused was to the catapult shuttle, and the track/defective bolt - not to the aircraft. To be fair to the Director his attention is elsewhere on the other aircraft approaching the catapult. Apparently the catapult defect was not noticed until the photo evidence was discovered, after this photo was developed later." Photos Courtesy David Ramsay