In Conversation: The retirement of the Classic Hornet

At the time the Classic Hornet was ordered in 1981, it represented one of the biggest leaps in technology the RAAF had ever seen. It gave the Tactical Fighter Group a number of brand-new or enhanced capabilities, including a pulse-doppler look-down radar with a shoot-down capability, an inertial navigation system and a head-up display. Developed for the United States Navy and Marine Corps, all but two of Australia’s fleet were assembled in Australia.

To honour the retirement of this iconic aircraft, Australian Aviation sat down with Commanding Officer of No. 77 Squadron Wing Commander Tim Ireland, as well as Officer Commanding No. 81 Wing Group Captain Matt McCormack.

Hi guys, tell us a little bit about your own history flying the Classic Hornet.

WGCDR Tim Ireland: I flew the Classic Hornet on and off for 15 years accumulating over 1,800 hours. I completed operational conversion at Williamtown before posting as a “bograt” to 75 Squadron in Tindal in 2005. My final Hornet tour was as Executive Officer 75 Squadron in Tindal again, and it was during this time I deployed twice to the Middle East region flying over 50 combat missions. So in many ways, I find it hard to separate my Classic Hornet years from my experiences in both the Northern Territory and the Middle East.

I can still remember the feeling I had when I first climbed the ladder as a 24-year-old. A mix of nervous energy, excitement and determination. And I will always recall how I felt leaving the cockpit for the last time at age 39 – with reluctance but relief that she’d kept me safe over all that time. Thousands of Australians relate to this jet and her unique design. To me, the Classic was a pure passion that I was lucky to enjoy with my closest mates.

GPCAPT Matt McCormack: I feel extremely fortunate to have been part of the Australian Classic Hornet family: timing is everything. I started Operational Conversion at No. 2 Operational Conversion Unit (2OCU) in July 1999 and finished my Classic Hornet flying career as Commanding Officer 2OCU at the end of 2014. 

Between tours at 2OCU, I undertook postings as a “bograt” at No. 3 Squadron (including an operational deployment to Diego Garcia as part of the international coalition against terrorism), an instructional exchange posting to Canada with 410T(F) Squadron in Cold Lake, Alberta, and then No. 75 Squadron as a flight commander and executive officer. These tours were both professionally and socially rewarding, each offering an unforgettable experience. My achievement of the 2,000 hours milestone on Classic Hornet speaks volumes for the professional mastery of the entire air combat enterprise.

The Classic Hornet was largely considered the backbone of the RAAF for over 30 years. In your opinion, what was it that made this aircraft unique?

WGCDR Tim Ireland: The Hornet was renowned for its slow speed handling in a dog fight. It was brilliant fun to manoeuvre as it provided you good feel and sensory feedback in the cockpit. I loved the way you could rapidly build angle of attack, or nose rotation, while still handling the jet in complete control. This meant you could turn tightly, skidding across the sky, and bring the gun to bear against your enemy.

The Classic was also hugely reliable and readily upgradeable in software, sensors and weapons. When she retired, it was a different jet entirely from the 1980s, with advanced datalink, colour screens, helmet cueing, sensors, weapons, and night-fighting capabilities. This meant she remained relevant to the end and allowed us to be effective when fighting in support of troops-in-contact in the Middle East or in complex training scenarios over the Northern Territory or Nevada.

GPCAPT Matt McCormack: The Classic Hornet gave Australia an air combat technological edge. She never stopped maturing as a lethal and survivable weapons system, with spiral upgrades ensuring her status as an accomplished warrior right up until her retirement. The US build good aircraft, and the Classic Hornet was no exception. The ease with which the pilot interacted with the flight and mission systems made it extremely easy to fly. There was very little to complain about the human-machine interface. 

This was essential, as using her as a weapons system was the primary focus. The complexity of the air combat domain necessitated the physical flying of the aircraft as a secondary task. The majority of effort was afforded to positioning the weapons and sensors in the right place at the right time for best effect. The Classic Hornet is generally regarded as one of the slowest modern fighters, but all fighters are a compromise. I have no doubt that when the Classic Hornet merged with other fighters, her ability to point the nose (and thus weapons) with impunity made other fighter pilots think twice about the outcome of their day.

Tell us about a key highlight or fond memory that you have of your time operating the aircraft.

WGCDR Tim Ireland: I have so many amazing memories from my Classic Hornet years. From dodging equatorial thunderstorms, doing low-level Mach runs, being spooked by “St Elmo’s fire” over the cockpit and of unrestricted views of the Milky Way from 50,000 on a crystal-clear night. The military flying was second to none at dot feet over South-East Asia and in the US, doing flying displays over Australian cities, starting her up with full loadout in 50-plus degree heat in the Middle East, and watching the sun rise over war-ravaged Mosul.

But my enduring fond memories are of my Hornet pilot and ground crewmates and the countless hours we spent learning, preparing and flying all over the world. From sharing the close calls, the hard lessons, successes and failures. The Classic Hornet was the common thread and the vehicle we used to hone our skills and become better. Everyone who ever worked on or flew her gets it.

GPCAPT Matt McCormack: My fond memories are too numerous to mention, however, they are lumped into two categories: flying and friendships. I recall leading a student unaided (without night vision Devices) intercepts mission in Canada that promised to be fairly routine. About halfway through the mission, I delayed the start of the next intercept flow to stop and enjoy the Northern Lights. An amazing view from ground level, however at 30-plus thousand feet, the green, white and purple hues were spectacular. I’m not convinced my Canadian compatriots were as impressed, but it’s a view that will live with me forever.

The memory of fighting a four-ship south over the Malaysian peninsular as part of a Five Power Defence Arrangements exercise, through/around thunderstorms, attempting to evade MiG-29s, F-16s and F-5s from every direction with the aim of striking (simulated) a target in Singapore before returning north to do it all again on the way back to base, brings a smile to my face. I vividly recall my first deployment with 3 Squadron, a month after graduating operational conversion, to New Zealand to fight the mighty A-4. The camaraderie outside flying duties was next level. Unit and mess life in New Zealand was “old school”, showing two brand new “bograts” what life was going to be like for the next 20 years. I’m still in uniform today.

Following the Classic Hornet’s retirement, what aircraft do you fly now?

WGCDR Tim Ireland: F-35A Lightning II.

GPCAPT Matt McCormack: F-35A Lightning II.