fitz    Colossus and Majestic   11/6/2004 1:21:16 AM

The Majestic class differed initially only in minor detail from the Colossus class, changed internally to suit a new messing scheme primarily, and to operate slightly heavier aircraft - 20,000 lb vs. 15,000 lb for a Colossus. During 1949-51 most Colossus were refitted to similar standard making the distinction between the two classes largely moot. Post-War though, not all Majestic/Colossus class ships were created equal, which is reflected in their various histories. As built a Colossus sported 15,000 lb lifts of 45 x 34 ft (20,000 lb and 54 x 34 ft on a Majestic), a 20,000 lb BH3 catapult (BH5 on some Majestics) and 10 arrester wires of 15,000 lb capacity (8-9 x 20,000 lb on a Majestic). Colossus class ships were brought up to Majestic spec by the early 1950's for the most part. From there though, things get more interesting. Canada's HMCS Bonaventure, a Majestic class unit was rebuilt with an 8-degree angled deck and 24,000 lb lifts as well as a 40,000 lb BH4 catapult, mirror landing aid and 6 x 20,000 lb arrester wires. And oh yes, a 14 ft longer flight deck. Bonaventure could operate jets. Her predecessor, HMCS Magnificent, also a Majestic class never got an angled deck or the other above mentioned upgrades and never operated jets. HMAS Melbourne received similar modifications as HMCS Bonaventure and could operate jets. In 1969 her flight deck was strengthened further and other modifications made to allow operation of the A-4 Skyhawk and S-2 Tracker. Her predecessor the Sydney, also of the Majestic class had not received those modifications and by 1961 was a troop and cargo ship. The Vikrant of the Indian navy recieved similar modifications as outlined above and again, could operate jets (Sea Hawks). If anything the big difference between the two classes is that most of the Majestics were suspended after the war and later completed to much-modified designs reflecting post-war realities. This shows in the Colossus class, where just 3 were ever given the necessary modifications to operate jets, and only one of those for the RN. Colossus was modified with a 4-degree angled deck in 1957 while in service with the French but operated turboprop ASW aircraft and helicopters, not jets. HMS Glory of the Colossus class saw extensive combat in Korea with piston engined aircraft but never got an angled deck and never operated jets. Same with HMS Ocean and Theseus. When HMS Vengeance was sold to Brazil she was refitted with a 6-degree angled deck, steam catapult, larger Majestic-type lifts, strengthened flight deck of much greater area and mirror landing aid in the hopes of operating jets but never operated anything more menacing than the S-2 Tracker. She gained 1,800 tons of full load displacement in the process. HMS Warrior was the last Colossus completed for the RN and thus saw more modification than others, receiving a slightly angled deck, moderately strengthened flight deck, mirror landing aid and the stronger arrester gear of Majestics completed for foreign service. Transferred to Argentina as Independencia in 1958, she was withdrawn in 1970 in favor of the much more capable Colossus class Vienticinco de Mayo (ex-Karel Doorman, ex-Vengeance). She was by far the most heavily modernized of the Colossus class. She was by no means however, identical to the Melbourne as stated by someone earlier. Island structure and flight deck arrangements for example were very different. If anything de Mayo most closely resembles the Brazilian Minas Gerais, whose modernization was also performed in the Netherlands. Further, in 1981 de Mayo had its catapult lengthened and deck area increased to allow 2 more deck park spots in order to operate Super Etendard. And for the record, Vienticinco de Mayo did not stay home during the Falkland's conflict, though she was unsuccessful in attempts to locate and then attack the RN Task Force before being sent home, allegedly with a machinery casualty.

The deck lifts we have data for are 10 ton capacity, trap arrester wire capacity on the class was originally 10 ton and the catapult (assumed as a BH-4 ) is a 17 ton capacity sling load

British aircraft carriers.

Let me summarize:

54'x34' lifts (16.45m x 10.35m) @ 12 tons (10,885 kg)

20 ton arrester cables (9070 kg)

40 ton catapult (18,150 kg)

S-2 Tracker operated. (Data from aviastar)

Sea Vixen:(Data from Greg Goebel's Vector site)

 DE HAVILLAND SEA VIXEN FAW.2:    

_____________________   _________________   _______________________      

spec                    metric              english    

_____________________   _________________   _______________________     

wingspan                15.5 meters         51 feet    

wing area               60.2 sq_meters      648 sq_feet    

length                  16.94 meters        55 feet 7 inches    

height                  3.28 meters         10 feet 9 inches     

empty weight            11,795 kilograms    26,000 pounds    

MTO weight              16,785 kilograms    37,000 pounds     

maximum speed           1,030 KPH           640 MPH / 555 KT     

service ceiling         14,630 meters       48,000 feet    

range                   1,930 kilometers    1,200 MI / 1,045 NMI

The problem was the lifts were too small and too underpowered for LENGTH and weight of aircraft. Otherwise the Sea Vixens should work. What would it cost the RAN to install a pair of 60'x 40? foot 35 ton capacity elevators? Too much?

Well let's try this then:

F5D Skylancer. (Data from Global Security)

You need to strengthen the inner hardpoints to take bombs and you need some way to use SHRIKE as a strike missile......ugh.

The best of the then available alternatives:

I know, I know, but it will WORK. It just needs a better engine and a radar..

(Data from aviastar)

Shrug. Skyhawk and Skylancer