1957: 808 Sqdn on HMAS MELBOURNE [II]. Sandy Sandberg centre rear - from Michael Sandberg.

5395. A Naval Board of Inquiry was convened to determine the cause of the accident and several people on duty that night gave their version of the event to the Board but it was the pilot [eds: SubLt Brian A. Dutch] who naturally underwent the most questioning and his version is the best account of what actually happened. He informed the Board that on returning from the first detail of the night the conditions in the circuit were slightly turbulent but didn’t worry him at all. The detail as awhole was successful and the landing uneventful. After refueling we took off for the second detail in the same aircraft. But because the radar was unserviceable this time we returned to change aircraft. We experienced very severe wind gusts in the circuit area this time. On one occasion the weather sent us down 200 feet and then up 400 feet in a very short time. It was not a very nice night. Within half an hour we had changed aircraft and were airborne

again. Shortly after take off Brian had trouble with his oxygen equipment. We stayed low until he sorted out the problem. Fortunately this was not long and we were soon chasing our target [a Vampire flown by Lieutenant Rolley Waddell-Wood] all over the sky for a successful mission. Now it was time to return to base and have a couple of beers to celebrate the completion of

yet another night fighter course. Below 3,000 feet near NOWRA the turbulence started again. In the circuit area the pilot was doing those meaningful little things that a pilot does when

coming into land. As I said earlier, I had considerable confidence in Brian’s ability as a pilot and I was not concerned in the circuit — after all, there was nothing I could do; flying the aircraft was his part of [the] ship! On the run upwind at 900 feet the turbulence was again quite severe.

In fact we gained 100 feet on the turn downwind and this was not caused by bad flying. The airspeed at this time was around 250 knots decreasing to wheels down speed of 210 knots. I did my usual pre-landing checks; there weren’t many but because of the turbulence my navigation bag down by my right leg was bouncing around. I bent down to secure it. While I was doing that I felt the bang. I bolted upright! The windscreen was opaque. My radar was on my lap – I pushed it back. Fortunately it stuck in its cradle otherwise it ejected with me or I left my legs behind at the kneecaps. I switched on my microphone and shouted BIRDSTRIKE, EJECT,

EJECT!!

 

Naturally in a situation like this nothing works as it should. Of course the intercom was U/S. It says volumes for my power of command that the pilot heard me and responded in the only way possible — by ejecting the canopy. Normally it was the Observers job to do that little chore but these were not “normal” times. I don’t know where Brian got the extra hand from to release the canopy but he did it. After all at that time he had the control column back in his stomach getting

height and the throttle full on getting power. I suppose it comes back to that old adage “If you want something done in a hurry — ask a busy man.” As soon as the canopy went, I went! No

good hanging around at that time.

 

Photo: From Michael Sandberg, ex-RAN FAA - LCDR E.D. 'Sandy Sandberg's son, with permission.

Done