It wasn’t the first landing of the type, nor was the jet in anyway considered the worst type in the Navy! The ’50s & ’60s was a very dangerous time for the FAA by any measure, with the new larger and swept-wing aircraft coming into service.
Scimitars (as well as various trials with the 529, 544 forebears) had all ready conducted full carrier trials with 700X sqn, and the type had various devices to aid operating off the smaller British carrier, including an early (perhaps earliest?) use of boundary blowing.
The incident referred to was a very sad and unfortunate isolated accident.
Cdr John Russell was C/O of 803 sqn and was making the first landing of their Scimitar F.1s aboard the newly recommisioned HMS Victorious on the 25 September 1958. The hook engaged the arrestor wire, but the wire then snapped (due to inproper rigging), and the aircraft rolled slowly forwards and over the side. The aircraft stayed afloat for a short period before sinking slowly but the plane-guard helicopter crew couldn’t release the pilot, and it was seen that Cdr Russell had opened his canopy but then it closed again, possibly by the effect of gravity on the heavy forward sliding frame.
The other seven Scimitars of the squadron in the stream diverted away to RNAS Yeovilton.
This was a truly awful accident, partly due to the slowness and helplessness of the occurrence, and the apparent lack of avoiding action, but mainly down to the fact that there was a large invited press pressence on the ship which recorded the terrible accident in every detail. The footage including the sight of the pilot banging away at the canopy with his hands as the aircraft slowly sank away from the helicopter rescue crew and camera view.
The BBC and ITV broadcasted the whole thing that same evening, all press coverage was later heavily criticized for their not showing much respect for the situation – which must have been truly awful for the family and friends of the pilot.
In line with other carrier aircraft types of the time a ‘balance system’ where by when the aircraft ditches it has to let in the surrounding sea water through a valve to equalise the cockpit pressure to facilitate successful canopy, and then seat ejection.
It was surmised by some reports that the pilot may have initially considered ejecting the canopy and seat but then went for a manual escape, ie undone straps straps, and removed headgear, these actions would then rule out ejection. As well as the heavy sliding canopy repeatedly sliding forwards it is thought that the leg restraint straps were still engaged.
A puzzling factor was why the aircraft wasn’t braked or steered away from the ships edge, but this may have been down to concentration on events inside the cockpit, ie wingfolding and taxying actions.
I was reading through the Sea Vixen escape procedures the other day and it is hugel complex (until command ejection mod c.’64), especially for manual escape after ditching. Cabin presure has to be equalised by inward flow of sea water before canopies could be blown off, and the oxy mask removed before the water can get into and flood the regulator system.
I really have the utmost respect for naval pilots of all eras, but the early to mid jet era was very hard for them, and some of the losses were terrible, Cdr John Des Russells highly publicised accident illustrated this only to well.
In short it wasn’t the first type landing by any stretch, it was the first front-line squadron landing, and a sad unrelated accident.
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