143-534: (Redirected from R-21 ) R21 , R-21 or R.21 may refer to: Military [ edit ] R-21 (missile) , a Soviet submarine-launched ballistic missile HMAS Melbourne (R21) , an aircraft carrier of the Royal Australian Navy HMS ; Chivalrous (R21) , a destroyer of the Royal Navy USS ; R-21 (SS-98) ,
286-736: A Type 293Q surface search set, and a Type 978 navigational set. Between entering service and 1959, four of the single Bofors were removed. During the 1967–1969 refit, thirteen Bofors were removed, leaving four twin and four single mountings. The three 277Q radars were replaced with updated American and Dutch designs: a LW-02 air search set and a SPN-35 landing aid radar. A TACAN aerial and electronic countermeasures pods were also installed during this refit. The four Bofors twin mountings were removed in 1980. Melbourne carried three Fleet Air Arm squadrons. Initially, she had up to 22 fixed wing and 2 rotary wing aircraft embarked at any time. The number of aircraft gradually increased until 1972, when
429-767: A United States Marine Corps Skyhawk squadron in South Vietnam. Australian aircraft were not to be provided, as the A-4G Skyhawks used by the RAN were optimised for air defence, not the fighter-bomber role performed by the Marines, and would have suffered heavy losses from North Vietnam's heavy anti-aircraft defences. This deployment did not occur; the Skyhawk pilot training program was experiencing delays because US squadrons were being shipped training equipment and replacement parts in priority to
572-455: A de Havilland Sea Vampire flown by test pilot Eric "Winkle" Brown onto a flexible deck fitted to HMS Warrior . The deck consisted of a rubberised sheet fully supported on multiple layers of pressurised fire hose. Supermarine designed its Type 508 for rubber deck landings. The flexible deck idea was found to be technically feasible but was abandoned, as the weight of carrier aircraft increased and there were always doubts about
715-537: A draught of 7.62 metres (25.0 ft). Melbourne ' s two propellers were driven by two Parsons single-reduction geared turbine sets providing 40,000 shp , which were powered by four Admiralty 3-drum boilers . The carrier could achieve a top speed of 24 knots (44 km/h; 28 mph), and a range of 12,000 nautical miles (22,000 km; 14,000 mi) at 14 knots (26 km/h; 16 mph) or 6,200 nautical miles (11,500 km; 7,100 mi) at 23 knots (43 km/h; 26 mph). The size of
858-562: A liquid oxygen generation plant were also installed. Melbourne re-entered service at the conclusion of the refits on 14 February, and performed sea trials in Jervis Bay from 17 February until 5 May. This was the largest project undertaken by Garden Island Dockyard to that date. The next major refit was required in 1971 for the scheduled rebuilding of the catapult, which was only possible after components were sourced from HMCS Bonaventure and USS Coral Sea . The flight deck
1001-553: A French family car Tumansky R-21 , a Soviet turbojet engine [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=R21&oldid=1119876669 " Category : Letter–number combination disambiguation pages Hidden categories: Short description
1144-469: A carrier arresting gear, and therefore would not be able to land on a conventional aircraft carrier. The Sea Dart would land on (smooth) water; then be lowered and raised from the sea via crane. The Navy also considered combining the Sea Dart with the unorthodox approach of a submarine aircraft carrier that could carry up to three such aircraft inside purpose-built pressure chambers. They would have been raised by
1287-413: A container ship to be converted to a STOVL aircraft carrier in two days during an emergency and quick removal after use for storage. A prefabricated flight deck and ski jump would allow six Sea Harriers and two helicopters to be operated, with shipping containers providing hangarage for the aircraft and housing their support systems and personnel as well as defensive systems and missiles. Several variants of
1430-479: A course to place herself under Melbourne ' s bow, Stevenson ordered the carrier hard to port, signalling the turn by both radio and siren blasts. At approximately the same time, Evans turned hard to starboard to avoid the approaching carrier. It is uncertain which ship began to manoeuvre first, but each ship's bridge crew claimed that they were informed of the other ship's turn after they commenced their own. After having narrowly passed in front of Melbourne ,
1573-856: A deployment to the Strategic Reserve, including involvement in SEATO Exercise Sea Serpent. The 20,000th landing on Melbourne was performed in April by a Gannet, and in September, Melbourne participated in Exercise Carbine near Hervey Bay , Queensland. On 10 February 1964, Melbourne was performing trials in Jervis Bay under the command of Captain John Robertson, following the annual refit. The Daring -class destroyer HMAS Voyager
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#17328524757181716-635: A fire ignited inside the ship's main switchboard. The carrier returned to Australia on 27 November after 101 days at sea, and underwent a seven-month refit. On 24 August 1973, Melbourne returned to Hawaii to participate in RIMPAC 73. She returned to Australia on 12 October, but sailed out ten days later to participate in Exercise Leadline off Malaysia, before reaching Sydney again in December. Angled flight deck The flight deck of an aircraft carrier
1859-454: A handicap in practice. Because the military effectiveness of aircraft carriers was then unknown, early ships were typically equipped with cruiser-calibre guns to aid in their defense if surprised by enemy warships. These guns were generally removed in World War II and replaced with anti-aircraft guns , as carrier doctrine developed the "task force" (later called "battle group") model, where
2002-430: A joint USN–RAN Board of Inquiry was held. These incidents, along with several minor collisions, shipboard accidents and aircraft losses, led to the belief that Melbourne was jinxed . Melbourne was paid off from RAN service in 1982. A proposal to convert her for use as a floating casino failed, and a 1984 sale was cancelled, before she was sold for scrap in 1985 and towed to China for breaking . The scrapping
2145-493: A large circle, cross behind the carrier, then take position off Melbourne ' s port side. Instead, Voyager first turned to starboard, away from Melbourne , then turned to port without warning. It was initially assumed by Melbourne ' s bridge crew that Voyager was conducting a series of tight turns to lose speed before swinging behind Melbourne , but Voyager did not alter course again. At 8:55 pm, with Voyager approaching, Melbourne ' s navigator ordered
2288-477: A lengthened launch and recovery cycle as aircraft were shuffled around the carrier to allow take-off or landing operations. A barricade is an emergency system used if a normal arrestment cannot be made. Barricade webbing engages the wings of the landing aircraft, and momentum is transferred to the arresting engine. The angled flight deck was invented by Royal Navy Captain (later Rear Admiral) Dennis Cambell , as an outgrowth of design study initially begun in
2431-406: A permanent deck park until approximately 1943; before then the aircraft capacity of RN aircraft carriers was limited to their hangar capacity. The 23,000-ton British Illustrious class had a hangar capacity for 36 Swordfish -sized aircraft and a single 458-by-62-by-16-foot (139.6 m × 18.9 m × 4.9 m) hangar, but carried up to 57 aircraft with a permanent deck park, while
2574-569: A permanent deck park, but carried up to 81 aircraft with a deck park. The 27,500-ton USN Essex class had a 654-by-70-by-17.5-foot (199.3 m × 21.3 m × 5.3 m) hangar that was designed to handle a mix of 72 prewar USN aircraft. but carried up to 104 late-war aircraft using both the hangar and a permanent deck park. The experience of World War II caused the USN to change their design policy in favor of armored flight decks on much larger ships: "The main armor carried on Enterprise
2717-450: A plane, traveling at 150 mph (240 km/h), to a complete stop in about 320 ft (98 m). The cables are set to stop each aircraft at the same place on the deck, regardless of the size or weight of the plane. During World War II, large net barriers would be erected across the flight deck so aircraft could be parked on the forward part of the deck and recovered on the after part. This allowed increased complements but resulted in
2860-503: A platform on Pennsylvania anchored in San Francisco Bay using the first tailhook system, designed and built by circus performer and aviator Hugh Robinson. Ely told a reporter: "It was easy enough. I think the trick could be successfully turned nine times out of ten." On 9 May 1912, Commander Charles Samson became the first man to take off from a ship which was underway when he flew his Short S.27 off HMS Hibernia , which
3003-472: A portside elevator aft of the sail and either take off on their own from a smooth sea or be catapult launched from the aft in a higher sea. During the test flight phase, the hydro-skis generated violent vibrations during takeoff and landing, while a fatal crash caused by structural failure also marred the programme; the Navy opted to cancel all production aircraft. The United States Navy held considerable interest in
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#17328524757183146-592: A regular pattern of deployments to Southeast Asia, exercises, and flag-showing visits to nations in the Asia-Pacific region. Several of the Southeast Asian deployments were related to the Indonesia–Malaysia confrontation , and involved participation in show of force exercises off the coast of Malaysia. During 1965 and 1966, Melbourne escorted sister ship HMAS Sydney , which had been recommissioned as
3289-463: A rudimentary sponson installed for true angled-deck tests, allowing for full arrested landings, which proved during trials to be superior. In 1953, Antietam trained with both U.S. and British naval units, proving the worth of the angled-deck concept. HMS Centaur was modified with an overhanging angled flight deck in 1954. The U.S. Navy installed the decks as part of the SCB-125 upgrade for
3432-577: A submarine of the United States Navy Yugoslav destroyer Kotor Roads [ edit ] R-21 regional road (Montenegro) R21 (South Africa) R21 highway (Russia) Science and medicine [ edit ] Dichlorofluoromethane , a refrigerant R21: Harmful in contact with skin , a risk phrase R21/Matrix-M a Malaria vaccine Small nucleolar RNA R21 Other uses [ edit ] R21 (New York City Subway car) Kwanyama dialect Renault 21 ,
3575-717: A team of deck-hands in a fairly hazardous arrangement, but these became impractical as heavier aircraft with higher landing speeds emerged; thus an arrangement of arrestor cables and tailhooks soon became the favoured approach. During the Cold War era, numerous innovations were introduced to the flight deck. The angled flight deck, invented by Dennis Cambell of the Royal Navy, was one prominent design feature that drastically simplified aircraft recovery and deck movements, enabling landing and launching operations to be performed simultaneously rather than interchangeably; it also better handled
3718-419: A team of deck-hands who would run out from the wings of the flight deck and grab a part of the aircraft to slow it down. This dangerous procedure was only possible with early aircraft of low weight and landing speed. Arrangements of nets served to catch the aircraft should the latter fail, although this was likely to cause structural damage. A non-skid deck surface is important to prevent aircraft from sliding on
3861-537: A troop transport, for short periods during the latter's first, third, and fourth transport voyages to Vietnam. Despite the carrier being the centrepiece of several plans to involve Australian forces in the Vietnam War , the escort runs were the extent of Melbourne ' s participation in the conflict, and the carrier remained outside the Market Time area while Sydney and her other escorts proceeded to Vũng Tàu . As
4004-423: A turn away from Melbourne . Despite these warnings, a near-miss occurred in the early hours of 31 May when Larson turned towards the carrier after being ordered to the plane guard station. Subsequent action narrowly prevented a collision. The escorts were again warned about the dangers of operating near the carrier and informed of Stevenson's expectations, while the minimum distance between carrier and escorts
4147-416: A wet deck as the ship rolls. Landing larger and faster aircraft on a flight deck was made possible through the use of arresting cables installed on the flight deck and a tailhook installed on the aircraft. Early carriers had a very large number of arrestor cables or "wires". Current U.S. Navy carriers have three or four steel cables stretched across the deck at 20 ft (6.1 m) intervals which bring
4290-544: Is different from Wikidata All article disambiguation pages All disambiguation pages HMAS Melbourne (R21) HMAS Melbourne (R21) was a Majestic -class light aircraft carrier operated by the Royal Australian Navy (RAN) from 1955 until 1982, and was the third and final conventional aircraft carrier to serve in the RAN. Melbourne was the only Commonwealth naval vessel to sink two friendly warships in peacetime collisions . Melbourne
4433-564: Is positioned at an angle from the centreline. The angled flight deck was designed with the higher landing speeds of jet aircraft in mind, which would have required the entire length of a centreline flight deck to stop. The design also allowed for concurrent launch and recovery operations, and allowed aircraft failing to connect with the arrestor cables to abort the landing, accelerate, and relaunch ( bolter ) without risk to other parked or launching aircraft. The redesign allowed for several other design and operational modifications, including
R21 - Misplaced Pages Continue
4576-405: Is the surface from which its aircraft take off and land, essentially a miniature airfield at sea. On smaller naval ships which do not have aviation as a primary mission, the landing area for helicopters and other VTOL aircraft is also referred to as the flight deck. The official U.S. Navy term for these vessels is "air-capable ships". Flight decks have been in use upon ships since 1910,
4719-515: Is the heavy armored flight deck. This was to prove a significant factor in the catastrophic fire and explosions that occurred on Enterprise ' s flight deck in 1969. The US Navy learned its lesson the hard way during World War II when all its carriers had only armored hangar decks. All attack carriers built since the Midway class have had armored flight decks." Landing arrangements were originally primitive, with aircraft simply being "caught" by
4862-591: The Essex class and SCB-110/110A for the Midway class . In February 1955, HMS Ark Royal became the first carrier to be constructed and launched with an angled deck, rather than having one retrofitted. This was followed in the same year by the lead ships of the British Majestic class ( HMAS Melbourne ) and the American Forrestal class ( USS Forrestal ). A ski-jump converts part of
5005-514: The Far East Strategic Reserve began in April, with Melbourne returning to Darwin at the end of June. The carrier spent the rest of the year visiting Australian ports for open inspections by the public. During the visit to Port Adelaide , on 28 October 1957, Melbourne was slightly damaged when she was struck by MV Straat Lanka —the first of several minor collisions the carrier would experience throughout her career. Operations for
5148-547: The Royal Navy began construction of the Illustrious class . In these ships, the flight deck was the strength deck, an integral part of the hull, and was heavily armored to protect the ship and her air complement. The flight deck as the strength deck was adopted for later construction. This was necessitated by the ever-increasing size of the ships, from the 13,000 ton USS Langley in 1922 to over 100,000 tons in
5291-666: The Washington Naval Treaty —such as the British HMS ; Furious and Courageous class , the American USS ; Lexington and Saratoga , and the Japanese Akagi and battleship Kaga —were converted to carriers along the above lines. Being large and fast they were perfectly suited to this role; the heavy armoring and scantlings and low speed of the converted battleship Eagle served to be something of
5434-425: The interwar period . The first aircraft carrier to feature a full-length flight deck, akin to the configuration of the modern vessels, was the converted liner HMS Argus which entered service in 1918. The armoured flight deck was another innovation pioneered by the Royal Navy during the 1930s. Early landing arrangements relied on the low speed and landing speed of the era's aircraft, being simply "caught" by
5577-508: The 1940s with the intention of eliminating the monopoly held by aircraft carriers on launching jet fighters. Described as being the first water-based aircraft to harness jet propulsion in the world, the SR.A/1 attracted interest from both British and American officials, with data on the project being transferred. However, officials concluded that the concept had been rendered obsolete in comparison to increasingly capable land-based fighters, together with
5720-525: The 1990s, such as to enable Japan 's fleet of helicopter destroyers to operate Harriers by installing the Skyhook on board. Perhaps the most elaborate implementation proposed was the application of the Skyhook to large submarines, such as the Russian Typhoon class , to produce a submarine aircraft carrier . The Saunders-Roe SR.A/1 was a prototype jet-propelled flying boat fighter, developed during
5863-427: The 23,400-ton Implacable class featured increased hangar capacity with a 458-by-62-by-14-foot (139.6 m × 18.9 m × 4.3 m) upper hangar and the addition of a 208-by-62-by-14-foot (63.4 m × 18.9 m × 4.3 m) lower hangar, forward of the after elevator, which had a total capacity of 52 Swordfish-sized aircraft or a mix of 48 late-war aircraft in the hangar plus 24 aircraft in
R21 - Misplaced Pages Continue
6006-623: The 50th anniversary of the RAN. In August, Melbourne was called upon to lead Exercise Tuckerbox, in the Coral Sea . Following the conclusion of Tuckerbox, the carrier visited several New Zealand ports before returning to Sydney for demonstration exercises and public relations activities. In 1962, Melbourne began the year's activities at the Royal Hobart Regatta, before sailing to her Strategic Reserve deployment, by way of Adelaide and Fremantle. After Strategic Reserve duties were completed,
6149-470: The American pilot Eugene Ely being the first individual to take off from a warship. Initially consisting of wooden ramps built over the forecastle of capital ships , a number of battlecruisers , including the British HMS Furious and Courageous class , the American USS Lexington and Saratoga , and the Japanese Akagi and battleship Kaga , were converted to aircraft carriers during
6292-510: The Australian Government's Defence Committee held after World War II recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible , for
6435-627: The British, partially redid the Farnborough trials, with 23 landings at Patuxent River, before cancelling the project in March 1956 for similar reasons. During the Cold War era, multiple unorthodox alternatives to the conventional flight deck were proposed and, in some cases, experimented with. The Shipborne Containerised Air-defence System (SCADS) was a proposed modular kit to convert a RO-RO or container ship into aviation vessels, with one scheme allowing
6578-469: The Fleet Air Arm was rescinded in 1963, and on 10 November 1964, a AU£212 million increase in defence spending included the purchase of new aircraft for Melbourne . The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft, and modernise Melbourne to operate the aircraft. The acquisition of 18 Douglas A-4 Skyhawk fighter-bombers was also suggested, but these were dropped from
6721-424: The Fleet Air Arm were marked for replacement by 27 Westland Wessex anti-submarine helicopters. A reduction of embarked plane numbers to four Sea Venoms and six Gannets, along with regular rotation and careful use of the aircraft, extended their service life until the mid-1960s, while the size of the air group was maintained by carrying up to ten Wessex helicopters. The decision to retire the fixed-wing component of
6864-568: The Fleet Headquarters in Sydney, although staff in Sydney initially underestimated the extent of the damage to Voyager . Melbourne launched her boats to recover survivors, and the carrier's wardroom and C Hangar were prepared for casualties. At 9:58 pm, Melbourne was informed that search-and-rescue boats from HMAS Creswell , helicopters from HMAS Albatross , and five Ton -class minesweepers had been despatched to assist in
7007-479: The Harrier jump jet. The system could be installed on ships of various configurations and sizes, even those as small as frigates , enabling virtually any Royal Navy ship to deploy a handful of Harriers. It was intended for the Skyhook to enable not only the launch and recovery of such aircraft, but to enable rapid rearming and refuelling operations to be performed. The system was marketed to various foreign customers into
7150-474: The Philippines, Japan, Pearl Harbor and Fiji . On return to Sydney, Melbourne entered a short refit, which concluded on 13 October and was immediately followed by a visit to Port Phillip , where the carrier was displayed to Australian Army and Royal Australian Air Force officer cadets before the carrier returned to Sydney. At the start of 1959, Melbourne spent four days in her namesake city, where she
7293-504: The RAN would be acquiring HMS Invincible . Melbourne carried a defensive armament of anti-aircraft guns and an air group comprising both attack and anti-submarine aircraft. As the ship was never directly involved in a conflict, her weapons and embarked aircraft did not fire a shot in anger. Melbourne ' s initial armament included 25 40 mm Bofors anti-aircraft guns: six twin and thirteen single mountings. The radar suite consisted of three Type 277Q height-finding sets,
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#17328524757187436-524: The RAN, and sending qualified pilots overseas would have caused further holdups with the program, while also disrupting Melbourne ' s post-refit reactivation. Melbourne re-entered service at the conclusion of the refit on 14 February 1969. She performed sea trials in Jervis Bay from 17 February until 5 May, then sailed for Subic Bay , Philippines, to participate in SEATO Exercise Sea Spirit. Melbourne ' s commanding officer during
7579-518: The SCADS concept were devised for different missions roles; one implementation was tailored towards helicopter operations for example. It was effectively a modern equivalent to the Second World War -era merchant aircraft carrier . The Skyhook system was developed by British Aerospace , involving the use of a crane with a top mating mechanism hung over the sea to catch and release VTOL aircraft, such as
7722-599: The SEATO exercise was Captain John Phillip Stevenson. Rear Admiral John Crabb , the Flag Officer Commanding Australian Fleet , was also embarked on the carrier. During Sea Spirit, Melbourne was assigned five escorts: US Ships Everett F. Larson , Frank E. Evans , and James E. Kyes , HMNZS Blackpool , and HMS Cleopatra . Stevenson held a dinner for the five escort captains at
7865-678: The Sea King, up to three Wessex helicopters could be carried as search-and-rescue aircraft. On 5 December 1976, a fire at the Naval Air Station HMAS ; Albatross destroyed or heavily damaged 12 of the Fleet Air Arm's 13 S-2E Trackers. The carrier was sent to the United States in 1977 to transport back 16 S-2G Tracker aircraft as replacements. Over the course of her career, over thirty aircraft were either lost or heavily damaged while operating from Melbourne . The majority of
8008-526: The ability of an average pilot to land in this way. The Type 508 was subsequently developed into a conventional carrier aircraft, the Supermarine Scimitar . The US Navy evaluated a shore-based flexible deck made by Firestone Tire and Rubber Co. using two modified Grumman F9F-7 Cougars . Three US pilots had participated in the British flexible deck trials at Farnborough and the US Navy, despite liaison with
8151-416: The air group peaked at 27 aircraft. Approximately 350 Fleet Air Arm personnel were stationed aboard the carrier. Initially, two types of fixed-wing aircraft were operated from Melbourne . de Havilland Sea Venom FAW.53 fighter aircraft were flown by 805 Squadron RAN and 808 Squadron RAN , while Fairey Gannet anti-submarine strike aircraft were operated by 816 Squadron RAN and 817 Squadron RAN . At
8294-484: The aircraft ditched or crashed over the side, but some losses were due to catapult or arrestor cable failures. After Melbourne was decommissioned, the Fleet Air Arm ceased fixed-wing combat aircraft operation in 1984, with the final Tracker flight saluting the decommissioned carrier. Melbourne was the third and final conventional aircraft carrier to operate with the RAN. Following the first decommissioning of sister ship HMAS Sydney in 1958, Melbourne became
8437-403: The aircraft's forward motion to upward motion through the use of a curved ramp located at the end of the flight deck. As a result, the aircraft starts out its flight with a positive rate-of-climb. This allows heavier aircraft to take off even though the lift generated is smaller. Gravity causes the upward velocity to decline, but the aircraft continues to accelerate after leaving the flight deck. By
8580-442: The anti-submarine role, but nothing came of these talks. Consideration was also given to using Melbourne as a floating helicopter base, but only ten Wessex helicopters could be provided, and modifications were required for them to operate as troop carriers. Both options were made more prohibitive by the need to supply at least two escorts for the carrier at a time when the RAN was having difficulty meeting deployment commitments with
8723-427: The available destroyers and destroyer escorts. In September 1967, Melbourne travelled to the United States to collect new aircraft: 14 Trackers and 10 Skyhawks. To operate the new aircraft, the carrier received a major refit on her return to Sydney, which began in December 1967. In May 1967, it was proposed that while Melbourne was out of service, A-4 Skyhawk pilots and maintenance personnel could be attached to
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#17328524757188866-613: The carrier concluded her maiden voyage in Sydney on 10 May. The role of flagship was transferred from Sydney to Melbourne three days later. The carrier immediately underwent a two and a half-month refit, allowing for the inspection of machinery and repair of defects detected during the maiden voyage. Melbourne spent from September to November in Southeast Asian waters, during which she participated in Exercise Albatross and received an official visit by Philippines president Ramon Magsaysay . On return to Australia in mid-November,
9009-653: The carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom . The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955. 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. As
9152-403: The carrier underwent almost identical repairs at Cockatoo Island Dockyard as in 1964 (primarily the installation of a new bow section). However, an industrial dispute amongst the shipyard workers meant that, although the work was completed in early September, the ship remained in the drydock until 11 October. A Joint RAN-USN board of inquiry was established to investigate the incident , and
9295-423: The carrier visited Subic Bay , where the RAN performed flight deck trials with S-2 Tracker anti-submarine aircraft and A-4 Skyhawk attack fighters. The success of the trials, along with the discovery that Melbourne was able to operate both aircraft with relatively minor modification, led the Australian Government to approve the purchase of these aircraft. From March 1965 until mid-1967, Melbourne underwent
9438-423: The carrier visited Japan, Guam , and Manus Island before returning to Sydney in late July. In September, Melbourne reprised her role as the leader of Exercise Tuckerbox II. The 10,000th catapult launch from Melbourne occurred in late 1962. The carrier's annual refit began in Sydney on 1 October. At the beginning of 1963, Melbourne again visited to the Royal Hobart Regatta, which was immediately followed by
9581-549: The carrier visited Melbourne for the 1956 Olympics , where 200 of Melbourne ' s complement were provided to work as signallers, event marshals, carpenters, and medical workers. In February 1957, Melbourne was sent to the Royal Hobart Regatta . Following this, she travelled to New Zealand , where she participated in exercises with HMNZS Royalist and visited several New Zealand ports. The first of several annual three-month deployments to Southeast Asia as part of
9724-552: The carrier was deployed overseas on 35 occasions, visited over 22 countries, and was seen as the physical and psychological centrepiece of the RAN fleet. As Melbourne was the only ship of her size (both in dimensions and ship's company) in the RAN, the carrier underwent a regular rotation of commanding officers to give them experience. Commanding officers were changed on average every fifteen months, with few remaining on board for more than two years. The majority of Melbourne ' s commanders later reached flag rank . The carrier
9867-605: The carrier was optimised for anti-submarine warfare, there was little need for her at the start of the war. Utilising the carrier was suggested again by RAN officials in March 1966, when the United States Seventh Fleet was having difficulties maintaining anti-submarine patrols around Yankee Station , but Melbourne could only remain on station for a single, ten-day period, a third of the time that US carriers were operational for on rotating deployments. Seventh Fleet staff suggested in April 1967 that Melbourne deploy in
10010-503: The carrier's centreline, to allow for the simultaneous launch and recovery of aircraft. Despite an increase to approximately one acre (4,000 square metres, 4,800 square yards) in area, the deck was still significantly smaller than other Cold War era carriers; S-2 Trackers , with their 22.12-metre (72 ft 7 in) wingspan, had less than a metre's clearance for their starboard wingtip when landing, and pilots from other navies often refused to attempt landing. Water rationing
10153-467: The carrier's defense against surface ships would be a combination of escorting warships and its own aircraft. In ships of this configuration, the hangar deck was the strength deck and an integral part of the hull, and the hangar and light steel flight deck were considered to be part of the superstructure. Such ships were still being built into the late 1940s, classic examples being the U.S. Navy's Essex and Ticonderoga -class carriers. However, in 1936,
10296-484: The carrier's engines to half astern speed, with Robertson ordering an increase to full astern a few seconds later. At the same time, Stevens, having just become aware of the situation, gave the order "Full ahead both engines. Hard-a starboard.", before instructing the destroyer's Quartermaster to announce that a collision was imminent. Both ships' measures were too late to avoid a collision; Melbourne hit Voyager at 8:56 pm. Melbourne struck Voyager just aft of
10439-423: The combined cost of AU£ 2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney . Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. The Colossus -class carrier HMS Vengeance
10582-482: The conclusion of her refit in 1969. In 1969, the RAN purchased another ten A-4G Skyhawks, instead of the proposed seventh and eighth Oberon -class submarines. Melbourne operated a standard air group of four Skyhawks, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of Skyhawks doubled. Although replaced by
10725-460: The conventional flight deck have emerged over the years, from the flexible flight deck to the submarine aircraft carrier and flying boat fighter aircraft . The first flight decks were inclined wooden ramps built over the forecastle of warships. Eugene Ely made the first fixed-wing aircraft take-off from a warship from USS Birmingham on 14 November 1910. Two months later, on 18 January 1911, Ely landed his Curtiss pusher plane on
10868-485: The destroyer's bridge, rolling the destroyer to starboard before cutting her in half. Voyager ' s forward boiler exploded, briefly setting fire to the bow of the carrier before it was extinguished by seawater. The destroyer's forward section sank quickly, under the weight of the two 4.5-inch (110 mm) gun turrets. The aft section did not begin sinking until half an hour after the collision, completely submerging just after midnight. Messages were immediately sent to
11011-462: The dubious distinction of being the first person to die in an aircraft carrier landing accident. The landing arrangements on Furious were highly unsatisfactory. In order to land, aircraft had to maneuver around the superstructure. Furious was therefore returned to dockyard hands to have a 300 ft (91 m) deck added aft for landing, on top of a new hangar. The central superstructure remained, however, and turbulence caused by it badly affected
11154-473: The end of 1971. While the Army supported this proposal, the Navy successfully argued against its implementation, claiming that transporting troops and cargo would be misusing Australia's only active aircraft carrier, and would prevent Melbourne from participating in several major multi-national exercises. The refit concluded in late 1971, with the carrier participating in the first RIMPAC exercise, RIMPAC 71, before
11297-512: The end of April. The carrier spent May performing exercises off the New South Wales coast, during which she was called on to rescue three fisherman who had been stranded at sea for the previous two days. In August, Melbourne sailed for Hawaii to participate in RIMPAC 72. At the conclusion of this exercise, Melbourne proceeded to Japan on a diplomatic visit, then sailed to the Philippines to exercise with SEATO ships. During this deployment,
11440-428: The end of World War II or within three years of entering service. Melbourne had a standard displacement of 15,740 long tons (17,630 short tons), which increased to 20,000 long tons (22,000 short tons) at full load. At launch, the carrier was 213.97 metres (702.0 ft) long overall , but this was increased by 2.43 metres (8.0 ft) during a refit in 1969. She had a beam of 24.38 metres (80.0 ft), and
11583-527: The end of the year. Operations in 1972 commenced with a three-month deployment to Southeast Asia. During this deployment, Melbourne led a fleet of 17 ships from the RAN, Royal Navy, Royal New Zealand Navy, US Navy, Philippine Navy , and Royal Thai Navy in Exercise Sea Hawk. This was followed by goodwill visits to numerous Southeast Asian ports, including Hong Kong, Jakarta , Manila , Singapore, and Surabaya , before Melbourne returned to Sydney at
11726-506: The enhancements meant that the carrier was not commissioned until 1955. Melbourne never fired a shot in anger during her service career, having only peripheral, non-combat roles in relation to the Indonesia-Malaysia confrontation and the Vietnam War . She was, however, involved in two major collisions with allied vessels; though Melbourne was not found to be the primary cause of either incident. The first collision occurred on
11869-559: The evening of 10 February 1964, in which Melbourne rammed and sank the RAN destroyer HMAS Voyager , when the latter altered course across her bow. 82 of Voyager ' s personnel were killed, and two Royal Commissions were held to investigate the incident. The second collision occurred in the early morning of 3 June 1969, when Melbourne also rammed the United States Navy (USN) destroyer USS Frank E. Evans in similar circumstances. 74 American personnel died, and
12012-422: The evening, Voyager had no difficulties maintaining her position during the manoeuvres both ships performed. Following a series of turns intended to reverse the courses of both ships beginning at 8:40 pm, Voyager ended up to starboard of Melbourne . At 8:52 pm, Voyager was ordered to resume the plane guard station. The procedure to accomplish this required Voyager to turn away from Melbourne in
12155-506: The findings, Stevenson's next posting was as a minor flag officer's chief of staff, seen by him as a demotion in all but name. In a repetition of the aftermath of the Voyager collision, Melbourne ' s captain resigned amid accusations of scapegoating. In December 2012, Stevenson announced that he had received a letter from the Minister for Defence , apologising for his treatment by the RAN and
12298-480: The first Royal Commission were therefore based on incorrect assumptions. Robertson and the other officers of Melbourne were absolved of blame for the incident. Melbourne spent ten weeks at Cockatoo Island Dockyard , having her new bow fitted. Following the repairs, Melbourne was involved in Strategic Reserve deployments and exercises in Southeast Asia from June until September 1964. During this deployment,
12441-418: The government of the day. During the 1970s and early 1980s, replacing parts became an increasing problem. Components were failing due to wear and age, but the companies responsible for manufacturing the parts had gone out of business during the previous twenty years, sometimes immediately after World War II ended. The carrier's engineers often resorted to making replacements from scratch. The ship's catapult
12584-484: The hangar, and on the flight deck, in the form of a permanent "deck park" for a large proportion of the aircraft carried. In 1936 the Royal Navy developed the armored flight deck aircraft carrier which also enclosed the hangar sides and ends with armor. The addition of armor to the flight deck offered aircraft below some protection against aerial bombs while the armored hangar sides and ends helped to minimize damage and casualties from explosions or fires within or outside
12727-480: The hangar. The addition of armor to the hangar forced a reduction in top-weight, so the hangar height was reduced, and this restricted the types of aircraft that these ships could carry, although the Royal Navy 's armored carriers did carry spare aircraft in the hangar overheads. The armor also reduced the length of the flight deck, reducing the maximum aircraft capacity of the armored flight deck aircraft carrier. Additionally, Royal Navy aircraft carriers did not use
12870-456: The higher landing speeds of jet-powered aircraft. In 1952, HMS Triumph became the first aircraft carrier to trial the angled flight deck. Another advance was the ski-jump , which fitted an angled ramp on the flight deck near the end of the aircraft's takeoff run; the change greatly reduced the distance required and became particularly useful for operating STOVL aircraft. Furthermore, various unsuccessful concepts to replace or complement
13013-536: The hull approach of the SR.A/1, no concessions to hydrodynamic requirements were imposed upon the fuselage. On 29 January 1955, the company decided not to proceed with the construction of a prototype, the proposal having not attracted any official support. The Convair F2Y Sea Dart was a supersonic seaplane jet fighter that had skis rather than wheels. In the late 1940s, the United States Navy feared that supersonic aircraft would stall at low speeds required for
13156-476: The inability to resolve engine difficulties, compelling a termination of work. During June 1951, the SR.A/1 prototype (TG263) flew for the last time. During the early 1950s, Saunders-Roe worked on a new fighter design, designated Project P.121 , that featured skis — aircraft publication Flight referred to it as the "Saunders-Roe Hydroski" — with the aim of bringing its performance closer to that of land-based aircraft. By adopting hydroskis and dispensing with
13299-519: The initial plan. A separate proposal to order 10 A-4G Skyhawks , a variant of the Skyhawk designed specifically for the RAN and optimised for air defence, was approved in 1965. Both aircraft types entered RAN service in 1968, with the Trackers operated by 816 Squadron RAN and 851 Squadron RAN , and the Skyhawks by 805 Squadron RAN and 724 Squadron RAN . The aircraft did not fly from Melbourne until
13442-446: The landing deck. The first aircraft carrier that began to show the configuration of the modern vessel was the converted liner HMS Argus , which had a large flat wooden deck added over the entire length of the hull, giving a combined landing and take-off deck unobstructed by superstructure turbulence. Because of her unobstructed flight deck, Argus had no fixed conning tower and no funnel. Rather, exhaust gases were trunked down
13585-441: The landing gear for carrier borne aircraft would improve the flight performance and range, since the space taken by the landing gear could be used to hold additional fuel tanks. This led to the concept of a deck that would absorb the energy of landing. With the introduction of jet aircraft the risk of damaging propellers was no longer an issue, though take off would require some sort of launching cradle. Tests were carried out with
13728-492: The late 1950s, and the RAN considered purchasing modern aircraft of French or Italian design, which were better suited to light carrier operations than equivalent British aircraft, or replace Melbourne with a larger carrier. Instead of pursuing either alternative, the Australian government announced in 1959 that Melbourne would be reconfigured during her 1963 refit to operate as a helicopter carrier. The fixed-wing aircraft of
13871-442: The latest Nimitz -class and Gerald R. Ford -class carriers. When aircraft carriers supplanted battleships as the primary fleet capital ship, there were two schools of thought on the question of armor protection being included into the flight deck. The United States Navy (USN) initially favored unarmored flight decks because they maximized aircraft carrier hangar and flight deck size, which in turn maximized aircraft capacity in
14014-567: The lead ship of the Majestic -class of light aircraft carriers, Melbourne was conceived as a modified version of the Colossus -class carrier, incorporating improvements in flight deck design and habitability. Majestic - and Colossus -class carriers were almost identical in hull design and both were considered subclasses of the "1942 design" light aircraft carrier program . These carriers were intended as "disposable warships": to be disposed of at
14157-410: The manoeuvre four times over the course of the night. Evans was positioned on Melbourne ' s port bow, but began the manoeuvre by turning starboard, towards the carrier. A radio message was sent from Melbourne to Evans ' bridge and Combat Information Centre , warning the destroyer that she was on a collision course, which Evans acknowledged. Seeing the destroyer take no action and on
14300-462: The mounting of a larger island (improving both ship-handling and flight control), drastically simplified aircraft recovery and deck movement (aircraft now launched from the bow and landed on the angled flight deck, leaving a large open area amidships for arming and fueling), and damage control. Because of its utility in flight operations, the angled deck is now a defining feature of STOBAR and CATOBAR equipped aircraft carriers. The angled flight deck
14443-401: The only aircraft carrier in Australian service. Melbourne was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refuelling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in
14586-427: The post-World War II period. A decision was made in 1959 to restrict Melbourne ' s role to helicopter operations only, but was reversed shortly before its planned 1963 implementation. As well as an operational aircraft carrier, Melbourne was Flagship of the RAN, a role she received almost immediately following her 1956 arrival in Australia, and fulfilled until her decommissioning in 1982. During her service,
14729-412: The public, media, and politicians, combined with revelations by Voyager ' s former executive officer that Stevens may have been unfit for command, a second Royal Commission was opened in 1967. This is the only time in Australian history two Royal Commissions have been held for a single incident. The second commission found that Stevens was medically unfit for command and that some of the findings of
14872-448: The search continued for fifteen more hours. After Evans ' stern was evacuated, it was cast off, while the carrier moved away to avoid damage. The stern did not sink, and was later recovered, stripped of parts, and sunk for target practice. Following the collision, Melbourne travelled to Singapore for temporary repairs to her bow, arriving on 6 June. Melbourne departed Singapore on 27 June and arrived in Sydney on 9 July, where
15015-422: The search. Melbourne arrived in Sydney with the survivors on 14 February, and after spending time alongside at Garden Island , was moved to Cockatoo Island Dockyard on 25 March, where repairs were undertaken; the damaged section of the bow was cut away and repairs to the ship's internal structure were undertaken in drydock , while a 40-ton prefabricated bow was constructed. Once this was completed, Melbourne
15158-410: The ship's company averaged 1,350 officers and sailors, including 350 personnel from the embarked Fleet Air Arm squadrons. Following the recommencement of construction, modifications were made to the ship, based on wartime experience and Britain's post-war carrier warfare technology and innovations. These included an angled flight deck , steam catapult and a mirror landing aid , making Melbourne
15301-441: The side of the ship and ejected under the fantail of the flight deck (which, despite arrangements to disperse the gases, gave an unwelcome "lift" to aircraft immediately prior to landing). The lack of a command position and funnel was unsatisfactory, and Argus was used to experiment with various ideas to remedy the solution. A photograph in 1917 shows her with a canvas mock-up of a starboard "island" superstructure and funnel. This
15444-471: The start of the exercise, during which he recounted the events of the Melbourne – Voyager collision , emphasised the need for caution when operating near the carrier, and provided written instructions on how to avoid such a situation developing again. Additionally, during the lead up to the exercise, Admiral Crabb had strongly warned that all repositioning manoeuvres performed by the escorts had to commence with
15587-414: The stern section of Evans , where both ships' crews used mooring lines to lash the ships together. Sailors from Melbourne dived from the flight deck into the water to rescue overboard survivors close to the carrier, while the carrier's boats and helicopters collected those farther out. All of the survivors were located within 12 minutes of the collision and rescued before half an hour had passed, although
15730-467: The submarine aircraft carrier concept during the late 1940s. A study performed in 1946 envisioned very large submarines, ranging from 600 ft (180 m) to 750 ft (230 m) in length, to carry two XA2J Super Savage bombers for the strategic nuclear strike mission, or alternatively four F2H Banshee fighters. Another proposal would have involved the conversion of redundant Second World War-era fleet submarines to enable carriage and launch of
15873-478: The system was still inadequate: temperatures inside the ship continued to reach over 65 °C (149 °F), and on one occasion a hold reached 78 °C (172 °F). The refit took seven months to complete, and cost A$ 2 million. More large-scale refits occurred throughout the rest of the 1970s. Melbourne was back in dock from November 1972 until August 1973, with further work done to her catapult. The next major refit ran from April 1975 to June 1976, and
16016-404: The third aircraft carrier (following HMS Ark Royal and USS Forrestal ) to be constructed with these features, instead of having them added later. The main modifications centred around the need to operate jet aircraft , which were larger and heavier than those propeller-driven aircraft that the carrier was originally designed for. The flight deck was angled 5.5 degrees left of
16159-490: The time capable of operating aircraft at night and in poor weather. Early in her career, Melbourne underwent a series of short annual refits, commencing in September and ending in January or February of the next year. As time passed, the refits increased in duration or were replaced by major upgrades or overhauls. Melbourne ' s first major refit started in December 1967 and continued until February 1969, during which she
16302-446: The time of the incident, and charge of the vessel was held by Lieutenants Ronald Ramsey and James Hopson; the former had failed the qualification exam to stand watch, while the latter was at sea for the first time. Subsequent to the inquiry, the three USN officers and Stevenson were court-martialled by their respective navies on charges of negligence, with the three USN officers found guilty and Stevenson 'Honourably Acquitted'. Despite
16445-530: The time of their arrival, the Sea Venoms were the only radar equipped and all-weather combat aircraft in the Southern Hemisphere. At Melbourne ' s commissioning, the standard air group consisted of eight Sea Venoms and two squadrons of eight Gannets, with two Bristol Sycamore search-and-rescue helicopters added shortly after the carrier entered service. These aircraft were due to become obsolete in
16588-428: The time the upward velocity has decayed to zero, the aircraft is going fast enough to attain stable flight. Ski-jumps can be used to enable conventional aircraft to takeoff on STOBAR aircraft carriers. They can also enable heavier payloads for STOVL aircraft. An idea tested, but never put into service, was the flexible or inflated, air-cushioned, "rubber deck". In the early jet age it was recognised that eliminating
16731-439: The turns quickly placed Evans back in the carrier's path. Melbourne hit Evans amidships at 3:15 am, cutting the destroyer in two. Seventy-four of the 273 personnel from Evans were killed in the collision, with the majority of these believed to have been asleep or trapped inside the bow section, which sank within minutes. Melbourne deployed her boats, life rafts, and lifebuoys, before carefully manoeuvring alongside
16874-408: The winter of 1944–1945. A committee of senior Royal Navy officers decided that the future of naval aviation was in jets, whose higher speeds required that the carriers be modified to "fit" their needs. With this type of deck – also called a "skewed deck", "canted deck", "waist angle deck", or the "angle" – the aft part of the deck is widened, and a separate runway dedicated to landing
17017-503: The year concluded with participation in Exercise Astrolabe off Lord Howe Island , with ships from the RAN, Royal Navy, and Royal New Zealand Navy , before returning to Sydney on 13 December. From February until July 1958, Melbourne was deployed on a 25,000-nautical-mile (46,000 km; 29,000 mi) flag-showing cruise. During this cruise the carrier participated in four inter-fleet exercises and visited Singapore, Hong Kong,
17160-418: Was a bad year for the carrier's air group, with four Sea Venoms and two Gannets damaged in separate incidents aboard Melbourne . All four Sea Venom incidents occurred in March, with three attributed to aircrew error and one to brake failure. The year began with exercises en route to Adelaide, followed by a visit to the Royal Hobart Regatta. The carrier's Strategic Reserve deployment ran from April to June, and
17303-652: Was a gift to the RAN Sailing Association from the Royal Navy. The ship visited Gibraltar , Naples , Malta , Port Said , Aden , and Colombo , before arriving in Fremantle on 24 April 1956. Melbourne sailed east via the Great Australian Bight , meeting sister ship HMAS Sydney near Kangaroo Island a week later. After visiting Melbourne and Jervis Bay , where the aircraft were offloaded and sent to Naval Air Station HMAS Albatross ,
17446-482: Was again reinforced and strengthened, and attempts were made to increase the effectiveness of the air conditioning system installed in 1969. Melbourne had been designed to operate in North Atlantic and Arctic climates, and the original ventilation systems were inappropriate for her primary operating climate, the tropics. The 1969 and 1971 refits did improve conditions, although there was little scope for upgrade, and
17589-527: Was also called on to perform underway replenishments and command and control functions. Following a working-up period in British waters, Melbourne departed Glasgow on 11 March 1956 on her maiden voyage to Australia via the Suez Canal . Aboard were the 64 aircraft of RAN squadrons 808 , 816 , and 817 , as well as the racing yacht Samuel Pepys (named after the English naval administrator and diarist ), which
17732-521: Was also present, undergoing her own trials following refit, under the command of Captain Duncan Stevens . The trials involved interactions between both ships, and when Melbourne performed night-flying exercises that evening, Voyager acted as the carrier's plane guard escort. This required Voyager to maintain a position 20° off Melbourne ' s port quarter at a distance from the carrier of 1,500 to 2,000 yards (1,400 to 1,800 m). Early in
17875-573: Was delayed so Melbourne could be studied by the People's Liberation Army Navy (PLAN) as part of a secret project to develop a Chinese aircraft carrier and used to train PLAN aviators in carrier flight operations. Melbourne was constructed by Vickers-Armstrongs at their Naval Construction Yard in Barrow-in-Furness , North West England . The ship was laid down as HMS Majestic on 15 April 1943, and
18018-404: Was first tested in 1952 on HMS Triumph by painting angled deck markings onto the centerline of the flight deck for touch-and-go landings. This was also tested on USS Midway the same year. Despite the new markings, in both cases the arresting gear and barriers were still aligned with the centerline of the original deck. From September to December 1952, USS Antietam had
18161-423: Was followed by manoeuvres along the east coast of Australia until September. In the lead up to Melbourne ' s 1961 deployment to the Strategic Reserve, the carrier visited Bombay , Karachi , and Trincomalee . It was the first time a flagship of the RAN had entered Indian waters. Melbourne returned to Australia in June, and on 15 June led several ships in a ceremonial entry to Sydney Harbour to commemorate
18304-481: Was hit by Manly ferry South Steyne while alongside at Garden Island, causing minor damage to both vessels. Melbourne was out of service for most of 1971 while she underwent refits , which concluded in early August. In mid-1971, the Australian military's Joint Planning Committee considered using Melbourne as a transport to help complete the withdrawal of the Australian Task Force from Vietnam before
18447-419: Was in session over June and July 1969. The board found Evans partially at fault for the collision, but also faulted Melbourne for not taking evasive action sooner, even though international sea regulations dictated that in the lead-up to a collision, the larger ship was required to maintain course and speed. It was learned during the inquiry that Evans ' commanding officer was asleep in his quarters at
18590-516: Was increased from 2,000 to 3,000 yards (1,800 to 2,700 m). On the night of 2–3 June 1969, Melbourne and her escorts were involved in anti-submarine training exercises in the South China Sea . In preparation for launching a Tracker, Stevenson ordered Evans to the plane guard station, reminded the destroyer of Melbourne ' s course, and instructed the carrier's navigational lights to be brought to full brilliance. Evans had performed
18733-403: Was intended to increase the operational lifespan of the carrier to at least 1985. The refit was lengthened by industrial action at the dockyard. Melbourne underwent another refit from late 1978 until August 1979. A refit scheduled to begin in late 1981 was postponed in September until a decision regarding the new carrier was made, then cancelled in January 1982, after the announcement that
18876-549: Was laid down for the Royal Navy as the lead ship of the Majestic class in April 1943, and was launched as HMS Majestic (R77) in February 1945. At the end of the Second World War , work on the ship was suspended until she was purchased by the RAN in 1947. At the time of purchase, it was decided to incorporate new aircraft carrier technologies into the design, making Melbourne the third ship to be constructed with an angled flight deck . Delays in construction and integrating
19019-580: Was launched on 28 February 1945 by Lady Anderson , the wife of Sir John Anderson , the British Chancellor of the Exchequer . Following the end of World War II , the Admiralty ordered the suspension of many British shipbuilding projects, including the fitting out of Majestic and her five sister ships. Construction resumed in 1946, and major modifications to the design were incorporated. A review by
19162-538: Was loaned to the RAN from 13 November 1952 until 12 August 1955 to cover Majestic ' s absence. The Majestic experienced delays in its construction due to labour difficulties, late delivery of equipment, additional requirements for Australian operations and the prioritisation of the construction of merchant ships . Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As
19305-475: Was no chance of recovery. On 2 August 1917, while performing trials, Squadron Commander Edwin Harris Dunning landed a Sopwith Pup successfully on board the flying-off platform of HMS Furious , becoming the first person to land an aircraft on a moving ship. However, on his third attempt, a tire burst as he attempted to land, causing the aircraft to go over the side, killing him; thus Dunning also has
19448-480: Was placed on the starboard side because the rotary engines of some early aircraft created torque which pulled the nose left, meaning an aircraft naturally yawed to port on take-off; therefore, it was desirable that they turned away from the fixed superstructure. This became the typical aircraft carrier arrangement and was used in the next British carriers, Hermes and Eagle . After World War I , battlecruisers that otherwise would have been discarded under
19591-492: Was primarily at fault for neglecting to maintain an effective lookout and awareness of the larger ship's location, Melbourne ' s bridge crew was also at fault, for failing to alert Voyager and not taking measures to avoid the collision. Robertson was posted to the training base HMAS Watson —a move that he and the Australian media saw as tantamount to a demotion—but resigned instead. The Royal Commission and its aftermath were poorly handled, and following pressure from
19734-450: Was removed while the new bow was put in place in the drydock. The work was completed on 27 April, with the shipyard receiving a commendation. Of the 314 personnel aboard Voyager at the time of the collision, 14 officers, 67 sailors, and 1 civilian dockyard worker were killed, including Stevens and all but two of the bridge team. A Royal Commission into the events of the collision was held in 1964, and found that while Voyager' s crew
19877-535: Was replaced with parts from the decommissioned HMCS Bonaventure in 1970. In 1970, Melbourne participated in three major inter-navy exercises: Sea Rover with SEATO forces in the South China Sea, Bersatu Padu with British Commonwealth forces off Malaysia, and Swan Lake with the Royal Navy and Royal New Zealand Navy off Western Australia. During this year, the carrier also visited Japan to participate in Expo '70 , and
20020-470: Was required in the early years of the carrier's operation, as the ship's fresh water supply was insufficient to freely provide for the steam catapult , propulsion turbines and crew. The flight deck, hangar deck and aircraft lifts were strengthened, and reinforced arrestor cables were installed. Flight direction radar was included, making Melbourne the only military airfield in the Australasian region at
20163-449: Was steaming at 10.5 kn (12.1 mph; 19.4 km/h). Because the take-off speed of early aircraft was so low, it was possible for an aircraft to make a very short take off when the launching ship was steaming into the wind. Later, removable "flying-off platforms" appeared on the gun turrets of battleships and battlecruisers starting with HMS Repulse , allowing aircraft to be flown off for scouting purposes, although there
20306-400: Was upgraded to operate S-2 Tracker and A-4 Skyhawk aircraft. The modifications cost A$ 8.5 million, and included an overhaul of the hull and machinery, strengthening of the flight deck, improvements to the catapult and arrestor cables, modification of the aviation fuel systems and flight control arrangements, and upgrades of the navigational aids and radar. Air conditioning systems and
20449-405: Was used for the filming of On The Beach , based on Nevil Shute 's post-apocalyptic novel of the same name . After filming concluded, the carrier participated in a demonstration exercise off the coast of Sydney before embarking on a Far East Strategic Reserve deployment from March until May. The rest of the year was spent visiting Australian and New Zealand ports. The following year, 1960,
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