In the process of doing some research for another author on the North American FJ-1 Fury, I discovered another error in my book, Naval Air Superiority. The known errata, including this one, can be found here: https://thanlont.blogspot.com/2014/07/air-superiority-errata.html.
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 stated that at the maximum permitted 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, "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 that advice 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 easy. Takeoffs a bit more dicey and involved all the deck available.
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NATC's at-sea carrier suitability trials were accomplished in May 1948 aboard Princeton, CV-37, with two FJ-1s. Caution proved valid as one of them, BuNo 120367 (marked "A"), was damaged in a hard landing on the first day and subsequently stricken only two months after being delivered to the Navy by North American.
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Aurand attempted to get all the VF-5A (now VF-51) pilots qualified for carrier operations in August 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. There were too many trips into the barriers, some resulting in damage that precluded continuing without significant repair. The qualification was cut short by the ship's captain.
It was a notable contrast to its less publicized counterpart on the east coast by VF-17A flying McDonnell FH-1 Phantoms from the smaller Saipan, CVL-48 a few months earlier in May 1948. They experienced no incidents, taking off from the ship with as many airplanes as they brought aboard. However, the success was tragically 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.
Nevertheless, VF-51 went on to provide 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.
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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 stated that at the maximum permitted 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, "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 that advice 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 easy. Takeoffs a bit more dicey and involved all the deck available.
NATC's at-sea carrier suitability trials were accomplished in May 1948 aboard Princeton, CV-37, with two FJ-1s. Caution proved valid as one of them, BuNo 120367 (marked "A"), was damaged in a hard landing on the first day and subsequently stricken only two months after being delivered to the Navy by North American.
Aurand attempted to get all the VF-5A (now VF-51) pilots qualified for carrier operations in August 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. There were too many trips into the barriers, some resulting in damage that precluded continuing without significant repair. The qualification was cut short by the ship's captain.
It was a notable contrast to its less publicized counterpart on the east coast by VF-17A flying McDonnell FH-1 Phantoms from the smaller Saipan, CVL-48 a few months earlier in May 1948. They experienced no incidents, taking off from the ship with as many airplanes as they brought aboard. However, the success was tragically 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.
Nevertheless, VF-51 went on to provide 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.
