Fleet Air Arm

Phantoms

Although participation of the Fleet Air Arm (FAA) in the air race was only announced on 10 April 1969, a proposal to enter the race had been submitted in June the year before. Serious planning began in January 1969 with feasibility and logistical studies.

The Spey powered McDonnell Phantom FG.1 of No 892 Squadron was selected as the right aircraft for the competition. However, aircrews were still working up with the new aircraft and the first race was to achieve operational status.

The crews who were serving with the Phantom Intensive Flying Trials Unit (700P) at Royal Naval Air Station Yeovilton would join 892 Naval Air Squadron which was commissioned on 31 March 1969.

Heading up the project was the then Captain Ray Lygo, who had two major problems to address, fuel and airfields. Initially five refuellings were planned but further calculations reduced this to three from Victor tankers of 55 Squadron from RAF Marham. Supersonic test flights were completed over the Atlantic between 40 000 to 50 000 feet to confirm the accuracy of the maths behind the plan. Rendezvous tactics with the tankers were refined. Both were fitted with range and direction-finding equipment to assist joining up and the crews devised a tanker holding pattern which allowed them to turn onto the Phantom’s track and slot in with little adjustment from the race craft.

Lygo also obtained permission to use Wisley but rejected the coal yard at St Pancras. Instead he found The Moss building site adjacent to the GPO Tower and negotiated its use and the construction of a temporary helipad. Royal Naval Air Station Lee on Solent provide a Wessex helicopter, piloted by Lieutenant John Dines who had experience operating out of jungle clearings. Lieutenant Commander "Robbie" Roberts was appointed as Team Manager (New York) and his first job was to find a suitable helicopter landing site. He selected the 30th Street West Heliport on Manhattan Island

Brian Davies wrote that ‘the profile finally selected would take us out of New York on a maximum power climb to 33,000 feet, where we would cruise at 650 mph to Nantucket Island. Here we were to accelerate to 1100 mph and climb to 45,000 feet or the first supersonic leg to our refuelling point 60 miles South of Nova Scotia. Having refuelled at reduced speed, we then planned to accelerate for our second supersonic leg to Newfoundland. At this point, we were to affect a subsonic rendezvous with the tanker, top up, climb to 39,000 feet and settle down to a 650 miles an hour cruise across the 'pond' using the great circle route to 52 deg N 20 deg W and our third rendezvous. This was to be the longest, most boring and yet, most anxious leg since it involved 900 miles of Dead Reckoning navigation and accuracy depended on the forecast winds. The last join up with the Victor tanker was to be made under the surveillance of HMS NUBIAN'S radar, to enable us to change altitude from 39 to 33,000 feet in the busy North Atlantic airline routes. From this point onwards we planned to fly around the South of Eire at up to 1100 mph, decelerating to subsonic speeds 45 miles West of Lundy Island. From here to Wisley, the terminal airfield, we would fly at 700 miles an hour, finishing up with a straight in approach to the runway.’

On Thursday 24th April the three Phantoms positioned to New York, with one refuelling per aircraft. They practiced their departure with New York ATC and were ready to go on the first day of the race.

The decision to go on the 4th May, the first day of the race, was made at 8 pm (New York time) the night before. Although there was a slack weather system giving a mean tail wind of 9 knots, the excellent weather conditions could not be ignored. At 04h00 the 'go' was confirmed and the first crew, Lieutenant Commander Doug Borrowman, and Lieutenant Paul Waterhouse prepared to depart. Their main objectives were to get to Wisley following the basic plan, while at the same time finding out where the subsequent flights might be able to save time. Paul Waterhouse clocked out at 08h00 Sunday 4^th May from the top of the Empire State Building. He lost seconds slipping on the foyer floor and then his motorcycle hit every red light on 33rd Street. Vic Pheasant recalled that Doug Borrowman had positioned his aircraft on the end of the runway and waited with engines running but connected to the refuelling bowser. Paul was in the cockpit by 08h15, the bowser was rapidly disconnected and Phantom 002 roared down the runway.

Apart from some problems with the range equipment, the three refuels were completed as planned. On the final leg, they could not maintain the planned 1100 mph speed as the temperature at around 45,000 feet was 12deg C above standard, which increased expected fuel consumption. A spectacular landing at Wisely and hard braking burst two tyres. The result was a flight that beat the existing world record by 26 minutes.

This pathfinder flight showed that better times could be achieved if the subsonic sections were flown in warmer temperatures and the last leg in a colder environment. Forecasted weather conditions prompted the launch of the second flight on the Wednesday. Hugh Drake was a minute and half quicker over the ground and Phantom 003 took off at 08h14. Once over the sea, they accelerated to Mach 1.6 heading to the first refuel rendezvous.

Radio problems and some confusion meant that the tanker headed toward the Phantom. Al Hickling wrote ‘you can imagine my shock when we saw the Tanker doing say 400 knots passing us two miles abeam while we proceeded at 1500kts (or so) up the designated track - this caused a little bit of a hassle and time getting plugged in - resulting in less fuel at the destination.’ In 1969 there was no HF, GPS or INS; navigation was via dead reckoning and some help from the sun. The crew glued a black cotton thread to the canopy from the starboard canopy rail over to the port rail. Where the shadow fell would indicate a certain longitude, which Hickling reckoned put them within 25 nm of their actual position.

Brain Davis was not fit to fly until the Friday, by which time the weather had deteriorated. There was no option but to fly on the last day of the competition. It began well when Peter Goddard was two minutes quicker to the aircraft, and the refuelling went smoothly. Brian appreciated ‘the enthusiasm of Flight Lieutenant Jock Carroll in the Victor decorated with a two foot high dayglo 'FLY NAVY' right across the port side.’ Over the last section, they stayed at 40 000 ft, benefitting from a 50 knot tail wind they averaged 960 knots, true air speed (1100 mph) to Lundy Island. Into Wisley they remained lower than planned and picked up 80 knots to set a new world speed record. The third time in eight days that this point to point transatlantic record had been broken, all by Royal Navy Phantoms.

Overall the RAF had taken the first four to five places in the subsonic category and of course, the Phantoms were the only supersonic entries. To impose some balance, and after complaints, a retroactive handicap was imposed by the Daily Mail. It was decided that the military could only claim a single prize per category. The FAA was awarded the fastest supersonic crossing prize, while that of the fastest subsonic crossing went to the Harrier. A silver rose bowl was presented to RAF Wyton by Strike Command and the Daily Mail presented a plaque to No 543 Squadron.