Today marks the 58th Anniversary one of the most tragic accidents in RAAF history. Four Vampire Jets crashed and six pilots were killed in the accident.
The following 1996 article is from the public record of ADF Serials and available to everybody.
Fatal accident involving Red Sales aerobatic team near East Sale, Victoria, 15th August 1962
At 1344hrs on the 15th August 1962, four Vampire jet trainer aircraft took off from East Sale for a period of formation aerobatic training in the area southeast of the airfield within the height band of 500-5,000 ft.
Arrangements had been made with ATC to operate on a discrete frequency (142.92 MHz) so that they would not interfere with normal operations. This frequency was not monitored.
At approximately 1400hrs, a Dakota aircraft reported to the East Sale tower an observation of black smoke and an explosion in the Dutson Bombing and Gunnery Range area. Investigation revealed that all four Vampire aircraft had crashed 7.5 nm southeast of the airfield. Rescue and fire fighting vehicles were despatched to the area immediately. Shortly afterwards it was ascertained that all six members involved had been killed.
To many around at the time, the accident was almost beyond comprehension - not one, but four aircraft lost in a single instant. The accident, understandably, attracted considerable media coverage both locally and overseas.
The Red Sales accident is one of the more tragic episodes in RAAF non-combat flying safety (ranking alongside the loss of Lincoln A 73-011 at Amberley on 19 Feb 48 (Spotlight 3/92), Caribou A4-233 in PNG on 28 Aug 72, and the loss of Boeing 707 A20-103 near East Sale on 29 Oct 91).
In this anniversary year (1996), where the celebrations will include many formation (and solo) air displays, it is worth taking a few moments to review the following tragedy and, perhaps, learn something positive from it.
The Red Sales team was practising for a RAAF Open Day Display on the 16th September 1962. The four aircraft struck the ground almost simultaneously in the final stages of completing a lowlevel barrel roll. They crashed in close proximity to each other in a shallow dive and at an estimated speed of over 300 kts. The No 3 in the formation struck the ground slightly ahead and approximately 150 yards to the port side of the others. On impact, three aircraft exploded - wreckage and debris was scattered over a distance of approximately half a mile. The wreckage of No 3 in the formation was not as completely disintegrated as the others as it had 'levelled out' just prior to impact.
Personnel aspects
All four pilots were staff members of the Central Flying School (CFS), as well as members of the aerobatic team. Additionally, two other CFS staff members were flying as passengers: one as an observer, nominated to eventually replace one of the team members; the other to assist with operation of one aircraft's ancillary controls where the pilot was flying from the right seat.
All pilots were very experienced. Their total flying hours were in the range 2 500-4 000, and hours on type 460-1 300. They were all medically fit for flying, although an examination of the formation leader's medical documents revealed that he had been medically grounded during 1959 for 18 months. Further investigation revealed also that during 1956 there was at least one occasion during which he had suffered a temporary disorientation.
The formation leader was selected as leader of the team because he was considered by his Commanding Officer to be the most suitable officer. Although he had joined the Red Sales only a short time before the accident, he was considered by his superiors to possess the desired qualities as an officer and a pilot.
One fact which influenced the Commanding Officer in his choice was the need to obtain a leader who could be expected to remain at East Sale for two years or more. The other members of the team had been at East Sale for some time and their instructional tour was therefore drawing to a close. Other factors which led to the leader's appointment were:
- he was assessed as above average as a pilot and instructor;
- he had been a fighter pilot with overseas forces in Malta and Malaya (he had been a Flight Commander in Malaya);
- he had approximately 700 hrs Vampire and 350 hrs Sabre flying, and considerable experience in formation flying in both aircraft types; and
- he was very methodical in his approach to his duties and generally gave the impression of reliability and attention to detail.
At the time of the accident the formation leader was leading his fifth aerobatics sortie - one in June, another in July and the remainder in August. During August, the team had settled down to an increased rate of training which was to be further increased to two sorties per week.
There was ample evidence of the leader's stability and sound temperament. Most witnesses amplified his reserved and careful approach to flying, and believed it unlikely he would introduce any new manoeuvre or variation to the display sequence in which the formation as a whole was not thoroughly familiar and practised. It was also considered that he would not intentionally set about performing manoeuvres below the specified minimum height.
At the time of the accident the formation leader was leading his fifth aerobatics sortie - one in June, another in July and the remainder in August. During August, the team had settled down to an increased rate of training which was to be further increased to two sorties per week.
There was ample evidence of the leader's stability and sound temperament. Most witnesses amplified his reserved and careful approach to flying, and believed it unlikely he would introduce any new manoeuvre or variation to the display sequence in which the formation as a whole was not thoroughly familiar and practised.
It was also considered that he would not intentionally set about performing manoeuvres below the specified minimum height.
There was no evidence that personal problems, overwork, or undue emotional or physical stress might have influenced his capability as a pilot and leader of a formation. Evidence as to his personal habits would indicate to the contrary, particularly as regards the consumption of alcohol.
Personnel who had critically observed the team during previous practice sessions over the airfield, assessed the minimum height to be in the the order of 500 ft, although one aircrew member who flew with the team had cause to comment regarding a fly past before commencing a loop. The height on that occasion was read as 300 ft on the aircraft altimeter.
Formation routine
During training, many favourable observations had been made as to the efficiency and reliability of the team. A number of people on the unit had flown as ballast crew. The pattern set by the team indicated that they were not prone to taking unnecessary risks, flying in accordance with their flight briefing.
The standard routine was to carry out a sequence of loops, steep turns and barrel rolls in that order, finishing with a downward bomb burst. The speeds for all manoeuvres were in the vicinity of 300 kts and 3g accelerations were seldom exceeded. On all barrel rolls to the left, the routine was to complete a full roll and then to enter a turn in the same direction.
Flight authorisation and aircraft serviceabilty
The flight authorisation in the Form A 71 showed the flight correctly authorised as a 'Red Sales formation exercise as briefed'. No mention was included relating to safety heights. As the Red Sales were led by one selected pilot who performed a fixed routine within limits prescribed by the Commanding Officer at CFS, it was considered there was no need for special written orders.
A study of the aircraft log books and the E/E 77s revealed that there were no recurring unserviceabilities on any aircraft and all were fully serviceable for flight.
Briefing
The customary procedure prior to each flight by the Red Sales was for the formation leader to brief the members of the team as a group. It was normal for the leader to cover the following aspects in his briefing:
- general information on the nature of the mission;
- aircraft allocation to the members;
- fuel load to be carried;
- R/T frequencies;
- starting time; and
- a detailed description of each manoeuvre in the sequence to be followed.
The briefing on this occasion was of an informal nature. It was conducted by the formation leader with the members of the team sitting around the fire in the crew room. A pilot who was in the vicinity of the briefing room during the greater part of this time overheard much of what was discussed and was convinced that the briefing was thorough and relevant. He distinctly remembered the concluding remark made by the briefing officer who stated:
“/ shall carry out a routine sequence of manoeuvres and try not to introduce anything new, nor omit anything.”
Weather and topography
Reliable reports from the impact area and the spotter Dakota assessed the local weather as fine and virtually cloudless with very slight turbulence.
The terrain in the vicinity of the crash was extremely flat with about a one degree gradual slope rising from 50-100 ft AMSL. An east-west bitumen road close to the impact area and bombing and gunnery range, ran alongside an open drain with power lines on the south side.
Eye witness accounts
Several civilian witnesses working in the area observed the formation carrying out their training sequence. In general they had viewed the aircraft, under conditions of good visibility, carrying out loops, steep turns and barrel rolls at low altitude. In all the manoeuvres, the witnesses were impressed by the precision positioning of the aircraft in tight formation.
Only one witness gave his full attention to the last manoeuvre preceding the crash. The area was one in which aircraft from East Sale were continually operating at low level on training and armament exercises. For the most part, the witnesses had been preoccupied and only noticed the formation when it came into their immediate field of view or their attention was drawn to it. No witness, except a former RAAF pilot, had a complete picture of the final manoeuvre and crash.
While there was insufficient evidence to establish the exact sequence of aerobatic manoeuvres and altitudes flown preceding the accident, eye witness accounts suggest that the normal practice routine was being carried out and at altitudes down to the minimum prescribed, if not lower. Loops and steep turns were observed prior to the formation commencing a climb from which the fatal barrel roll to the left was initiated.
During a test in which a Vampire aircraft was flown overhead on simulated runs, the one witness to the final manoeuvre displayed a sound ability to assess height fairly accurately and indicated that the four aircraft had entered the fatal barrel roll at about 500 ft, with a nose-up attitude of about 10°, which resulted in a maximum height gain of not more than a few hundred feet. After passing the inverted position the formation appeared to the witness to dive at a steep nose-down angle, flattening in the final stages before striking the ground.
From a study of the impact area and discussion with witnesses, it was assessed that the formation climbed on a heading of 265 degrees M which positioned them immediately south of Seacombs Road, two miles from the impact point. The final barrel roll to the left was then commenced which led to impact with the ground immediately south of the road.
