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Thanks for your reply to my inquiry.The most memorable one was the restriction barring the TA-4G from arrested landings aboard Melbourne.
In another forum a former RAN Sea Venom & Seahawk pilot commented on that - apparently the CG was further forward than on the single-seat A-4G, and there was concern that the horizontal stabilizers did not have enough control authority to lift the nose fast enough at landing speed for a safe bolter.
Therefore, after the final retirement of the trainer Sea Venoms every new A-4 pilot's first carrier landing was in a single-seat A-4G.
I'm not sure on this one, but I think that there was also a lower max catapult launch weight for the A-4G that was below the A-4F's max catapult launch weight from USN carriers, due to both the lower ship speed (and thus lower wind-over-deck) and the slower catapult end-speed.
The A-4Gs needed a better thrust-weight ratio for safe catapult launches at the combined launch speed Melbourne could generate, thus a lower max weight for the A-4G on the catapult.
Now that you've mentioned it, some of that is coming back to me......especially the restriction of the TA-4G....
More the reason the likes of the RAN could have/should have considered the Douglas studied and marketed Spey-powered Skyhawk International [CA-4E/F], along with it being able to employ Aim-7 Sparrow III AAM's..
Regards
Pioneer