Sea Venom Wz900, update

In the long term, it probably does not change the results of an arrestor wire breakage that caused WZ900 to crash into the sea, of HMAS Melbourne in 1966, however, if we make a statement then it should be correct.
866 (WZ900 ) did not crash during night flying. It crashed in broad daylight and the Observer did eject. I was there. It was my aeroplane and I witnessed the whole event.

Cheers for coming on board with us.

G'day young Harry
Thanks for pointing out this mistake.
Unusually we were in possession of the correct details but sometimes the facts don't make it to the aircraft page.
I have corrected the Sea Venom page.
http://www.adf-serials.com.au/n4.htm

For you interest we have this;
Sea Venom Wire Break, Pilot: Eject; Observer: Fatal 28 April 1966
Pilot story: Leut John Da Costa
“A normal approach was made for an arrested landing, the Observer Lieutenant Kennel, calling the I.A.S. in the normal Sea Venom deck landing manner. The last Airspeed call I heard from Lt. Kennell immediately before arrestor wire engagement was 117 knots. The touchdown felt normal and the aircraft appeared to be lined up parallel to the centreline but slightly offset to Starboard.

A wire was engaged and initial retardation experienced but after what appeared to be approximately half wire pullout, retardation abruptly ceased and the aircraft rolled down the
deck. I immediately applied full power. I had no time to check the I.A.S. but as the aircraft left the Flight Deck and dropped the Port Wing, I realised that I did not have flying speed so called ‘Eject, Eject’. As I attempted to level the wings, the Observer jettisoned the canopy and I had the impression that he ejected immediately afterwards. By this time I had succeeded in levelling the wings and ejected myself. I felt that the aircraft was just about to or had just struck the water as I ejected. As I ejected I felt a sharp pain in the back and blow to my left foot. Entry into the water took place feet first and very shortly after ejection and was quite violent, my face mask tearing off as I entered the water.

I inflated my Life Saving Waistcoat as I submerged and immediately came to the surface. I released my parachute harness and thought I was completely disentangled until the SAR helicopter appeared and the slipstream began to blow the parachute canopy away. I found myself being dragged by the parachute until I managed to untangle a single shroud line hooked about my
neck and shoulder.

On first appearance of the SAR helicopter which was very soon after entry into the water, I disconnected my dinghy without inflating it and was picked up very shortly after clearing
myself from the parachute." At no time after ejection did I sight Lieutenant Kennell.”

He went on to say that the time between applying full power and going over the end of the flight deck was only 2 or 3 seconds; the aircraft did not remain hooked to the ship; the Sea Venom broke up immediately upon striking the water; and the ship did not stop as there were two other aircraft in the air that had to land."

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Thanks for pointing out the error 'youngharry'. Excerpt from 817 Squadron Diary below dated 28 April 1966.

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A lot of detailed information about this accident may be found here:

https://www.faaaa.asn.au/sea-venom-wz900/

This post has been edited by Luig on Feb 5 2018, 09:45 AM

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At the FAAAA URL above there are two PDFs of eye-witness statements, some describe Ted Kennell unconscious / dead in the water before disappearing (probably still attached to his seat). This letter from the pilot to SLIPSTREAM magazine dated Feb 2002 overcomes my 'received wisdom' of fifty years that was also the 'erroneous' finding of the accident board regarding Kennell.

3 page PDF made from the source letter attached now.

Slipstream PDF: https://www.faaaa.asn.au/wp-content/uploads...-13-1-Feb02.pdf

This post has been edited by Luig on Feb 7 2018, 02:35 PM

Attached File ( Number of downloads: 281 )
 DaCostaVenomEjectLETTERssFeb2002textPP3.pdf