British Naval Aviation celebrated its 50th anniversary in 1958. In July, 1908, it had been proposed to create the post of Naval Air Assistant at the Admiralty. It is fitting that the 50th anniversary of that event should witness the introduction into the Fleet Air Arm of a new generation of aircraft and the addition of a new carrier. At a time when economy is the watchword and the overall size of the Royal Navy has been reduced to a slender adequacy, the Fleet Air Arm made considerable progress into the nuclear age.
Aircraft Carriers
The year began auspiciously with the commissioning at Portsmouth of HMS Victorious (33,000 tons). Originally laid down in 1937 and completed in 1941, she began a complete modernization (rebuilding from the main deck upwards) in 1950. Victorious is the first British carrier to have a fully angled deck of 8¾°; other characteristics are two steam catapults, two mirror landing aids, two center line lifts, and Type 984 radar (this latter allied to the Comprehensive Display System in the Aircraft Direction Room constitutes the most powerful and efficient shipborne air defense system in the world).
Victorious spent the first half of the year on routine sea and aircraft trials culminating in August with trials of the Supermarine Scimitar and the de Havilland Sea Vixen—the first two swept-wing aircraft types for service with the Fleet Air Arm. In September Victorious embarked her Air Group: single squadrons of Scimitars, Sea Venoms, Whirlwinds, and a flight of A.E.W. Skyraiders. The ship sailed for the Mediterranean where she spent the remainder of the year working-up the Air Group. Most important features of this program were the operation of the Scimitars (a large twin-jet aircraft which necessitated the use of jet blast deflectors on the flight deck), the testing of the Firestreak air-to- air infra-red guided weapon on the Sea Venoms, and of course the extensive use of the Type 984 radar.
HMS Bulwark (25,000 tons) left Portsmouth in January, 1958, at the start of her world cruise. Embarking her Air Group of single squadrons of Sea Hawks, Sea Venoms, Whirlwinds, and a Sky- raider flight the ship sailed for the West Indies, to make the first visit of a British operational carrier for many years. After a highly successful flag-showing tour of the Caribbean, Bulwark joined HMCS Bonaventure for the voyage to Bermuda during which the two carriers cross-operated; Bulwark receiving the Canadian Trackers and Banshees while Bonaventure received Sea Hawks and Sea Venoms.
Next port of call was Halifax, Nova Scotia, for a further exercise with the R.C.N., after which Bulwark returned to the Mediterranean and set course for the Far East. At Singapore she joined the ships of the SEATO nations in the major exercise “Ocean Link,” which continued for ten days on passage to Manila. During this exercise Bulwark cross-operated with USS Philippine Sea and HMAS Melbourne. After a visit to Hong Kong she sailed for Trincomalee in Ceylon to operate with the Indian, Pakistan, and Ceylon Navies as well as the East Indies and Far Eastern Fleet. The A.E.W. Sky- raiders were particularly valuable for their continuous reconnaissance and tracking during these widespread exercises.
The itinerary for the final phase of Bulwark’s world cruise was now Mombasa, South Africa, and home. Her arrival at Mombasa, however, coincided with the coup d’état in Jordan, and after ferrying troops up to Aqaba in the Persian Gulf she was held at Aden in operational readiness during August and September. The Air Group occupied the time very rewardingly: the Whirlwinds worked with the Aden Protectorate Levies in the many roles that helicopters can carry out—troop movements, casualty evacuations, tactical and photographic reconnaissance: meanwhile the Sea Hawks and Sea Venoms assisted the R.A.F. in operations against the rebel leader Talib, who was terrorising part of Oman. Bulwark’s departure from Aden was precipitated by the collision of two tankers off Masira Island. Both ships were ablaze and abandoned by their crews. Bulwark took one of them, the Melika, in tow and after seven days of adventures and setbacks got her safely anchored at Muscat. This was a fine feat of seamanship (in which the towing work party were taken over daily to the Melika from Bulwark by helicopter).
Three weeks of “duty carrier” in the Eastern Mediterranean followed; then the fixed-wing squadrons were disembarked at Malta (to fly home independently) and Bulwark embarked No. 42 Royal Marine Commando and their equipment for passage to the United Kingdom. So ended eleven profitable months of world-wide cruising. Bulwark has now started conversion into a helicopter assault carrier.
HMS Ark Royal (46,000 tons) sailed for the Mediterranean from Plymouth at the end of January, 1958, with an Air Group of Sea Hawks, Sea Venoms, Gannets, and Skyraiders. After a brief period of working-up, she and HMS Eagle joined the U. S. Sixth Fleet For “Exercise Marjex” on March 3. The object of the exercise was to design a formation that will give adequate protection against the nuclear-armed bomber or missile together with anti-submarine protection. The two most interesting phases from Ark Royal’s point of view were the air defense in spread disposition and the cross-operating. Although no novelty to Ark Royal, the cross-operating this time included two new visitors—the Skyhawk and the Crusader, both highly impressive aircraft.
After a visit to Genoa and a period in Malta, Ark Royal took part in Exercises “Apex” and “Shotgun” at the end of April. The former’s main aim was to exercise the screening of a carrier group against submarine attack while the latter exercised the carrier in support of an amphibious assault of a commando and infantry force upon the coast of Southern Sardinia. In both exercises the R.A.F. provided high-altitude Canberra attacks.
Ark Royal left Malta abrupdy on May 15 for Cyprus and imminent trouble in the Lebanon. Her services were not required, however, and by the end of June Ark Royal was in home waters where she took part in “Shopwindow,” a daily display put on by the Fleet over the period of a week to show the other Services, politicians, and the Press the current capabilities of the Royal Navy, after which she sailed for Plymouth at the end of her second commission to go into dockyard hands for an extended refit.
HMS Eagle (46,000 tons) also reached the Mediterranean in late January, 1958, and carried out much the same programme as Ark Royal with similar aircraft with the addition of the last remaining squadron of Westland Wyverns (a turbo-prop strike aircraft). During the three days of “Marjex” Eagle flew 348 sorties without incident and ended up with 36 hours continuous operating. On March 4th there was a scene reminiscent of British Pacific Fleet days when the USS Saratoga and Essex and HMS Ark Royal and Eagle were in close formation for an A.A. shoot. Later in March Eagle arrived off Hyeres in the South of France for deck trials of two new French naval aircraft, the Fouga Magister (a jet trainer) and the Brequet Alize (a turbo-prop anti-submarine aircraft). Eagle returned to U.K. and sailed again in May with the same Air Group (with a Whirlwind squadron replacing the Wyverns). In June Eagle relieved Ark Royal off Cyprus, a notable feature of which was the transfer of all personnel and stores of 820 (Whirlwind) Squadron from Ark Royal to Eagle in 66 sorties made in 77 minutes. Eagle's part in the Jordan crisis was to take over from the R.A.F. the protection of the southern part of the oversea leg of the air transport route from Cyprus to Amman, up to where it crossed Israeli territorial waters. During the five days operations Eagle flew 500 sorties. Further NATO exercises (including one with the R.C.N.) followed, and Eagle finally returned to U.K. in December.
The two smaller carriers (25,000 tons), HMS Albion and Centaur were recommissioned during the year. Albion, recommissioned in May, spent a short period in the Mediterranean during the Iraq crisis, ferrying troops and equipment, and ended the year in the Far East. Centaur recommissioned in August after being refitted generally and in particular equipped with steam catapults (only other R.N. carriers so equipped are Victorious and Ark Royal). The remainder of the year was occupied with sea and flying trials.
One carrier, HMS Hermes (26,000 tons) is building and will be completed this year.
Aircraft
1958 saw the beginning of the new pattern of naval aircraft types. The Hawker Sea Hawk (subsonic day interceptor and strike), which has been in operational service for five years, was replaced in two squadrons by the Supermarine Scimitar, an extremely powerful (two Avon engines of 11,000 lbs. each) transonic aircraft armed with four 30-m.m. Aden guns; it will also carry a nuclear weapon. The Scimitar is the first swept-wing aircraft to enter service with the Fleet Air Arm.
The de Havilland Sea Venom (sub-sonic all- weather interceptor and strike) continued as the standard all-weather aircraft. In October a trials flight was formed to evaluate its replacement, the de Havilland Sea Vixen. This aircraft, powered by two Avon engines, is a transonic two-seat, all- weather interceptor whose primary armament is four Firestreak air-to-air guided weapons. It can also carry alternative armament such as air-to-air rockets and bombs; it is capable of carrying a nuclear weapon.
In the anti-submarine role the Fairey Gannet (turbo-prop, hunter/killer A/S and search) was almost entirely replaced by the Westland Whirlwind (S.55) helicopter. Development of its successor, the Westland Wessex (S.58), continued.
The last Squadron of Westland Wyverns (single-seat turbo-prop strike) was disbanded during the summer.
In the training role, the Fleet Air Arm acquired the Hawker Hunter trainer (a dual version of the standard R.A.F. transonic day interceptor).
The development of the Gannet in the A.E.W. role was successfully continued, and it will eventually replace the American Skyraiders which have given such excellent service for many years.
In the field of the smaller A/S helicopter, successful trials were carried out operating a lightweight aircraft from a platform on the stern of a destroyer. Work began on the new naval helicopter base at Portland.
The most important aircraft event of the year was the first flight of the Blackburn N.A.39 in April. This is a strike aircraft (to replace the Scimitar) which has been specially designed to operate at low altitude with the object of approaching enemy coastlines beneath radar surveillance. It is a transonic two-seat aircraft (powered by two de Havilland Gyron Junior engines) which will normally operate at just under Mach I. The most advanced navigational aids will make it (with a nuclear weapon) one of the most lethal strike aircraft in the world. Considerable American aid assisted its development, and flight trials of the first three aircraft have proceeded most successfully. Its design incorporates the area rule and “blowing.”
At the Institute of Aviation Medicine at Farnborough considerable progress was made with underwater escape from aircraft. Experiments were carried out in the ejection of humans and dummies from submerged cockpits in test rigs with underwater cameras recording the results.
A Sea Venom made deck landing trials of an angle of attack indicator which will change the present system of audio-airspeed indication whereby the audio works off the airspeed indicator; in the future it will be linked to the angle of attack indicator, thus giving greater accuracy in varying conditions of flight. This is American- built equipment.
Naval Air Stations
The Navy Estimates in March foreshadowed the new pattern of the Home Air Command whereby the number of naval air stations will be curtailed for economy reasons. The start of this plan saw the closing of Ford (Sussex), Stretton (Lancashire), Anthorne (Cumberland), and Bram- cote (Warwickshire). The intention is for the Home Air Command eventually to be concentrated at three naval air stations—Lossiemouth (day fighter and strike), Yeovil ton (all-weather fighter), and Culdrose (anti-submarine).
Hal Far, Malta, continued as the Mediterranean base for disembarked squadrons. Last year it was also the headquarters for the trials carried out with the naval helicopter squadron and the Royal Marine Commando Brigade. These comprehensive trials aimed to develop the technique of employing helicopters in the amphibious assault role prior to the commissioning of HMS Bulwark as the first commando assault carrier. In July the squadron and a unit of Commandos spent several weeks in Cyprus operating against the terrorists with great success since the nature of the operations was ideal for the employment of the helicopter’s major assets—surprise and mobility. It is interesting that this squadron bears the same number (848) as the helicopter squadron that operated for several years against the terrorists in Malaya.
Another experiment at Hal Far was the first pilotless target aircraft flight. This consisted of radio-controlled Firefly aircraft (piston-engined two seaters) which were to act as targets for guided weapons. After a somewhat hesitant start, they worked fairly adequately. Hal Far has also continued as the base for a Neptune Squadron of the U. S. Navy.
General
Chief item of general interest in the Fleet Air Arm was the operation of the Minister of Defence’s policy for reducing the size of the three Services, known colloquially as the “Golden Bowler” scheme (“Bowler-hatted” means prematurely retired). A number of aircrew officers were retired (mostly voluntarily) with reasonable compensation (a lieutenant commander got approximately £6,000 and £500 a year pension).
A feature of Naval Air Training has been the formation at Naval Air Stations of Sea Hawk and Gannet Squadrons of the newly constituted German Fleet Air Arm whose pilots and observers previously underwent flying training with the Royal Navy. At the same time a British Naval mission was sent to Germany to act as an advisory Group on the build-up of this new force.
In May a memorial was unveiled at Gosport (until recently a naval air station) to commemorate its long association (since before World War I) with the Royal Navy and the Royal Air Force.
It would be only fitting to conclude this account of the Fleet Air Arm in 1958 by remarking on the great sense of appreciation felt by the Royal Navy generally about the awards made by President Eisenhower to the two naval officers and three civilians in Britain who were responsible for the development of the angled deck, the steam catapult, and the mirror landing aid.
Editor’s Note: All photographs were supplied by the author and are Royal Navy Official photographs.