North American FJ-1 Carrier Operations

In the process of doing some research for another author on the North American FJ-1 Fury, I had a senior moment that I documented with this post, which I have now corrected. My apologies.

VF-5A was equipped with FJ-1s before NATC finished its evaluation of the type. The urgency to get jets aboard carriers resulted in an unusual clearance direct from the Chief of Naval Operations in February 1948, He issued authorization for the squadron to conduct limited at-sea operations "to expedite carrier operation jet aircraft prior (to the) completion (of) all customary trials." Restrictions included no catapult takeoffs, limited gross weights, no tip tanks, and keeping "vertical impact velocities at a minimum". It advised that at the maximum approved takeoff gross weight of 11,600 lbs, a takeoff run with 35 knots wind-over-deck would be 840 feet on a "hot" day and 680 feet on a standard day (59° F), "based on test results obtained with experienced pilots under optimum conditions". Note that an Essex-class carrier deck was 862 feet long.

On 10 March 1948, with those restrictions, guidance, and permission in hand, VF-5A squadron commander CDR "Pete" Aurand and his executive officer, LCDR Bob Elder, made the first carrier takeoffs and landings by a more or less operational jet squadron from Boxer, CV-21. Life magazine photographers were aboard and aloft to capture the event. Landings were relatively easy, with notably better visibility of the deck than in a prop plane. Deck-run takeoffs were dicey and begun using all the available deck.


During this outing or outings, either the NATC restriction on catapult takeoffs had been lifted or Aurand made a command decision to be catapulted off rather than make deck runs for some of the takeoffs.

 
Based on his and Elder's successful evaluation, Aurand attempted to get all the VF-5A (now VF-51) pilots qualified for carrier operations beginning on 3 May 1948 aboard Princeton. It did not go well. A wing broke off the fourth Fury to land; the wing stayed on deck but the rest of the airplane went over the side (the pilot was rescued). There were too many trips into the barriers, some resulting in damage that precluded continuing without significant repair. The week-long qualification period was reportedly terminated after only two days by the ship's captain. The crippled Furys were craned off at San Diego.

If this was an attempt to claim bragging rights as the first Navy squadron to carrier qualify in jets, it was a failure. On the east coast, VF-17A—flying McDonnell FH-1 Phantoms from the smaller Saipan, CVL-48—was making their first carrier takeoffs and landings, perhaps a few hours before VF-5A began qualification as a squadron but possibly a day or so later. Moreover, VF-17A experienced no incidents, flying as many airplanes off the carrier as they had craned aboard on 1 May and qualified all their pilots. Tragically, the success was marred by a fatal mid-air collision between the commanding officer, CDR Ralph A. Fuoss, and his wing man upon return to NAS Quonset Point. For more, see Squadron Takes Jets to Sea

It is not clear when NATC's formal at-sea FJ-1 carrier-suitability trials were accomplished. I'm all but certain that it was aboard Princeton with these two jets with photo-reference markings. One carried a large "A" on the forward fuselage (BuNo 123066) and the other, a "B" (BuNo 120369).



Based on a note to myself from research several years ago at the Washington Navy Yard, I'm pretty sure that it occurred in August 1948 on the west coast after appropriate beef-ups and modifications were made to the Fury, determined to be required by Aurand's premature attempt to carrier qualify VF-5A. My notes indicate that one of them, "A" , suffered a hard landing with a structural wing failure; however, an excellent picture of BuNo 120366 provided by Rob Eisenberg (his father William was one of the photographers aboard for the trials) indicates that it was stopped by the Davis barrier, which resulted in a nose gear collapse and significant damage to the underside of the nose. The tail hook does not appear to present, which suggests that it may have become detached during the landing. Nevertheless, these trials cleared VF-5A, then designated VF-51, to go back aboard a carrier and qualify as a squadron, which they did in September.

VF-51 provided jet familiarization in squadron strength with their FJ-1s for at least three west-coast carriers before transitioning to the Grumman F9F-3 in 1949.