Australian Airpower In The '80s

Arrival Of The Tron Fighters

Operation Coronet and the Pacific crossing of Hornets A21-101 and -102

Text copyright Graham Mison
May 17, 1985 saw the delivery of the first 2 Hornets accepted by the RAAF. Flown non stop from Lemoore Airbase, California to RAAF Williamtown, NSW by Air Force crews. The 2 aircraft, A21-101 and -102 accompanied by a USAF KC-10A Extender, 79-1946 (91946 on the tail), covered the 12,360 kms in just on 15 hours. An epic flight and the longest non-stop flight by Australian fighter type aircraft at this time.

A second KC-10 refuelled the first Extender near Hawaii, then leaving the formation to the long run to Williamtown. Regular hookups were performed to keep the Hornets 3 external 1250 ltr and internal tanks topped up with enough fuel to divert to the nearest landing field incase of an in-flight emergency. Whilst a record for the F-18s, several Extenders have made longer flights.

New kids on the block
A21-101 and -102 shut down in front of the welcoming crowd at RAAF Williamtown, NSW. May 17, 1985.
Tanker Support
KC-10 Extender. Left click for larger image.
Simulator
Simulator training was a key part of learning the F-18. Left click for a larger image.
Front Office
Dusk image of front cockpit displays in a US Navy F-18. Left click for larger image.
2 Seat Rear Cockpit
2 seat rear cockpit displays. Left click for a larger image.
Crews for the flight, dubbed 'Operation Coronet', were Wing Commander Brian Robinson (right), the CO of 2 OCU, and Flight Lieutenant Angus Larard in -101 with -102 flown by Squadron Leader Laurie Evans and Flight Lieutenant Gerry O'Brien. These four were among a group of six who had undergone the US Navy training course with VFA-125 on the F/A-18, which Aircraft magazine dubbed a 'Tron Machine' (in reference to the 1982 movie) in it's January 1984 issue, due to it's reliance on computers. Wing Commander Robinson
The 2 RAAF aircraft left Lemoore on the 16th of May at 7am California time and joined up with their Tanker, which had launched from Castle AFB, off the California coast. The Extender also doubling as navigation 'Mothership'.

Over 45,450kgs of fuel were used for the flight which crossed 7 time zones and the International Date Line. The crews enjoyed turkey sandwiches for lunch and tried to keep numbness of the lower body at bay. The F-18 bang seat was described by Sqn Ldr Mark Hayler (RAAF F-18 Test Pilot) as the most comfortable he had experienced and good for a maximum of about 5 hours. The delivery foursome's 15 hours in the saddle was indeed a feat of endurance both physical and mental.

 Aircraft January 1984. F-18 on the cover is a USN example with a removable RAAF roundel.
Approaching the coast of Australia the three aircraft were intercepted by 6 Mirages of 77 Sqn dispatched to escort the first of their replacements to their new home. Photo opportunities were taken and the Miracle Drivers took the chance of a close up in-flight view of the new arrivals.
Just on 4pm the aircraft arrived over Williamtown as a large formation and landed to a warm welcome by gathered officials, press members, family and others. After their first slightly unsteady steps back on Australian soil, and a celebratory glass of bubbly, the pilots along with the Commander of the KC-10, Colonel Loar and it's pilot, Captain McKinnell, were officially welcomed by Chief of Air Staff , Air Marshal David Evans.

As the three aircraft were attended to by RAAF ground crew in the background, speeches were made. AM Evans referring to the importance of our relationship with our ANZUS partner the USA, and the usefulness of air-to-air refuelling. The last reference was seen as a prod to the Government of the day to move along the provision of tankers to the Air Force.

Delivery flight path

The 2 aircraft, both 2 seaters (at the time designated TF/A-18As, later F-18Bs), were the only two of Australia's 75 F/A-18s to be built, assembled and test flown by McDonald Douglas at it's St. Louis plant. A further 2 (A21-103 and -104) were built to major sub-assembly stage, with 103 assembled and then diss-assembled.

The American produced parts for the two aircraft were then shipped by USAF C-5A Galaxy to Avalon, Victoria. Arriving on June 6, 1984 to be assembled by the Government Aircraft Factory (GAF) which later become ASTA (AeroSpace Technologies Australia).
VFA-125 Rough Raiders
Formation of VFA-125 Hornets. Left click for a larger image.
In the lead up to the introduction of the Hornet into RAAF service a group of Australian pilots under went training with USN squadron VFA-125 at Leemore NAS California.
Their training was the same as US Navy and Marine pilots taking in both the 2 seat and single seat versions of the F/A-18 and all facets of air-to-air and air-to-ground use of the aircraft.
With the handing over of -101 and -102 a number of training flights were under taken . These included several long range flights to prepare the pilots for the long delivery flight across the Pacific.
For Australian needs the training syllabus was modified, inparticular the dropping of the use of Diss-similar aircraft for air to air combat.
After assembly A21-103 was officially rolled out at Avalon on November 16, 1984 in the presence of CAS, AM Evans and Prime Minister RJ 'Bob' Hawke. However a dispute over who should perform the test flights at Avalon (civilian pilots or Air Force) saw the first flight delayed untill February 26, 1985.

Up to this point Australians who had flown the F/A-18 numbered over 12, including Air Commodore Hans Roser Director-General of the Tactical Fighter Project, Pacific Defence Reporter May 1983who in an article in Pacific Defence Reporter of May 1983, hit back at those who had been attacking the F/A-18 since it won the competition for Australia's New Tactical Fighter. Said AirCom Roser: "Those who criticize this project be it through ignorance or with mischievous intent should realize that the F/A-18 Hornet is not a new toy for the boys in blue. It represents a remarkable increase in our defence capability, as well as an important economic stimulus to a key sector of Australian industry." Two years after those words went into print the crews of A21-101 and -102 showed some of that capability in an epic flight that spanned the Pacific.
A21-101
A21-101 in 2OCU markings

The first Australian Hornet was rolled off the production line at McDonnell Douglas's St.Louis factory and assigned the GAF constructors number of ATF-101. Painted the standard USN grey colour scheme with full colour RAAF roundels and fin flash it first took to the sky on August 13, 1984 from Lambert Field with a factory test pilot at the controls.

Officially handed over to CAS, AM Evans, by company President John McDonnell on October 29, 1984 at a glitzy ceremony at St. Louis the aircraft was used for training and work up for the delivery flight to Australia
Differences between Australian and US aircraft were minimal, mainly the additions of landing lights, HF radios, U/C down tone, standard Martin Baker seat harness , the ability to use RAAF practice bombs as well as the deletion of the catapult attachment on the front U/C. Additionaly all Australian Hornets were fitted with the localy developed Air Fatigue Data Analyser. 101 was built with special test instrumentation built into it.
In the lead up to the Pacific crossing chevrons were painted on the outer surface of the fins in 2 OCU's unit colours of yellow and black, later at Williamtown a black disc with a Tigers head was applied.
After a short career with 2 OCU the aircraft was moved on to test duties with ARDU. It later returned to training duties with the Operational Conversion Unit.
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