z [ety ol ml < se Y ee iWESSEX PATRICK ALLEN Airlife EnglandAcknowledgements 1 would like to thank the following for their kind help and assistance in obtaining the many photographs and infor- ‘mation contained in this book. Mr Ian Woodward and Mr Peter Batten (Westland, Helicopters Ltd), Lt Cdr John Beattie RN for the loan of his photographic records and for all his patience during my many visits to RNAS Yeovilton. Lt Graham Abraham RN for his photographs. Air Commodore A F C Hunter CBE AFC MA LLB RAF Director Public Relations Royal Air Force. Mr Jerry Shaw and Anne Bell from the Fleet Arm Arm Museum at Yeovilton Car V Sirett RN (Rid) PRO RNAS Yeovilton. Lt Cdr N D Arnall-Culliford AFC RN and all the personnel from 772 Naval Air Squadron including Lt Brown and Senior Pilot Lt Cdr John Farmar for their kind help. First Officer P J Fletcher WRNS HMS Daedalus. Second Officer Heather Tuppen WRNS RNAS Culdrose. Copyright © Patrick Allen, 1988 British Library Cataloguing in Publication Data Allen, Patrick 1, Westland Wessex helicopters to 1988, ETite 623,7¢6087 ISBN 1 85310 050 1 First published 1988 by Alrlfe Publishing Lt, ‘Sqn Ldr R M Shields RAF The Queen's Flight. Fit Lt RA Smith, Fixed Wing Test Squadron A& ABE. Boscombe Down for his compiling of the Wessex Trials data sheet. Mr P/N Hunt, Bristow Helicopters Ltd for being so generous with the production of the Company's records and photographs. Lt Cdr CW Beattie RN CPRO RNAS Yeovilton, Mr Robert Squibb for the loan of his extensive library. The Ministry of Defence Public Relations Depts and many photographic sections and photographers who took so many of the Wessex photographs. PRO Strike Command and *A’ Flight 22 Squadron RAF. Chivenor. Almost all of the many photographs so generously supplied by Westland Helicopters Ltd were taken by Peter Batten their photographer. It not only spanned the career of the Wessex but Peter managed to record all of the helicopters’ progress from Borneo to the North Sea. All rights reserved. No part ofthis book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, ‘recording or by any information storage and retrieval system, without permission from the Publish in writing Printed in England by Airlfe Publishing Led Airlife Publishing Ltd. 7 St John’s Hill, Shrewsbury, England.‘over the past few months spoken to many Wessex ‘and aircrewmen, both past and present. All of them jone thing in common and that was a genuine affection type, whether they were flying the early Wessex ‘Mk 1 or operating the HU Mk S/HC Mk 2 in the role. The helicopter by early 1988 (March) will retired from the Fleet Air Arm in the Fleet irement and SAR role and will be replaced by the built their first helicopter under licence from 1946. This helicopter, the Sikorsky S-51 was jin the UK as ‘Dragonfly’ and was the first nd helicopter operated by the Royal Navy. No 705 on based at RNAS Gosport in 1950 used these pters in the role of ‘plane guard’ working from the ‘Carriers. Previously this work was undertaken by y destroyers sailing close to the Carriers ready to pick from ditching aircraft. The little Dragonfly did ‘more cheaply and efficiently than any surface ship the start of the helicopter being taken seriously. after the Navy, the RAF began to sce the merits of eopter and in August 1950 deployed the Dragonfly tk 2 out to Malaya forming the Far East Casualty tion Flight. the success of the Dragonfly Westland announced in ember 1950 its intention to manufacture another design, the eight scat S-55 Whirlwind. The first ‘flew in November 1952 and was used for Naval m trials resulting in the Admiralty eventually ntracting for a version known as the Whirlwind HAR . The Navy soon saw that the larger Whirlwind could take more demanding roles than the smaller Onfly and one such role was its capability to tow equipment used in mine-sweeping duties. This earlier ‘plane guard’ duty allowed surface vessels tinue these sometimes hazardous taskings. Introduction ‘The Royal Air Force will continue to operate the Wessex HU Mk 5 and HC Mk 2 in the Training role, SAR and Support Helicopter role for sometime in the future ‘This book is intended as a short pictorial history of the type both in its military and civil variant with Bristow Helicopters Ltd. Patrick HF Allen, March 1988 The Concept Westland were shrewd enough to see the potential benefits of marrying the emerging British engine tech- nology, to the undoubted success of Igor Sikorsky’s airframe design. The Whirlwind was a success in many roles as both the Navy and RAF capitalised on the eased capabilities of the helicopter. One of these roles included trials by No 845 Squadron in 1954, using the Whirlwind in the Anti Submarine Warfare role, fitted with early dipping sonar equipment. In June 1955 West- land replaced the American Wright or Pratt & Whitney engines on their series 1 Whirlwinds and fitted a British designed 750 h.p. Alvis Leonides Major. The British powered Whirlwinds, and potential shown in the early work by 845 Squadron in the ASW role, led the Admiralty to order a dedicated anti-Submarine equipped Whirlwind powered by the British engine and designated the HAS, Mk 7. ‘The first Whirlwind HAS Mk 7 flew in October 1956 and the first Squadron to become operational was No 820 ‘Squadron who formed up in January 1958. These new ASW helicopters were designed to operate from the Fleets Carriers. The new role required the Whirlwinds to operate in pairs. One helicopter fitted for cither the search or strike role. In these terms, one helicopter was fitted with dipping sonar to detect the Submarine and the other was fitted with a light weight homing torpedo, with which to attack the target.Right: One ofthe twelve prototype and pre-production Wessex used for atious engine and equipment trials, here load-ifting a Landrover. This {ype of rll demonstrated the Wessex’s capabilities ina Commando role (estan, Pate Basen) “The Wessex converted from the re-engined S-58 on is frst fight using the Napier Gazelic NGA Tl engine. The original Sikorsky nose doors were used with a hole eut to let the engine protrude (estan Peer Baten) Wessex X1722 in January 1958 after the Westland conversion to the turboshaft engine. (Weta, Pete ater) . eanWestland was granted a licence by Sikorsky to the $-58. Westland had spent much time in ig the possibility of adapting standard Sikorsky es with the lighter turbine engines and were given by the Admiralty to adapt the S-58 to take a le shaft-tu ‘Sikorsky S-58 airframe (HSS-1) was boxed and to Westland in 1957. After re-building, and its original Wright R-1820/84 radial piston poducing 1.525 hp, it was then replaced by a 00 shp. Napier Gazelle NG IT turboshaft engine. engine was mounted in the original nose section redesigned with an air intake and side the S-58 Sikorsky after its rebuild with the original | Wright R-1820/84, producing 1.525 hp. The Westland Wessex exhaust outlets. The new engine was connected directly to the standard S-58 dynamic system, ‘The basic design of the S-S8 was ideal for the Westland conversion. There was no need to replace the position of the engine outside the fuselage, there was plenty of room inside the nose section. The sideways opening doors made engine access easy for maintenance. The cabin was also sufficiently large enough for the dipping sonar equipment, observer and underwater control Rating. Weapons such as homing torpedoes could be carried on the side of the fuselage. The Napier Gazelle powered Wessex was less powerful than the piston engined $-58, but this was compensated by the much lighter engine. On 17 May 1957 the Wessex prototype made its maiden flight using the Sikorsky airframe (XL722) and the resulting trials were promising enough for the development of the Wessex to continue,a 20 June 1958 saw the fist Westland built Fee making ts maken fight (XL727) followed by a Wace 12 prertypes between 1958-59 powered by an firme 1,450 shp Gazelle Napier Gal3 Mk Tol engine ‘Rene sifames were used for various engin, equipment End demonstration trials before final deliver) of the production Navy Wessex HAS Mk | Dragonfly HR 1 VX597 in its “plane guard role’. (FAA Mawm) ‘A Westlund build Wessex prototype in June 195% Gazelle NGA Il turboshaft engine. (end eer The Westland production line of the Wessex HAS Mk 1, 1965. Ty Gazelle Napice engine is under covers tothe right ofthe leading Wesse land the engine mounting infront of That (Weta, Pe Baten During this time the Westland Directors were aware of the emerging potential of the shaft-turbine powered engines being developed and designed in Britain. The Company undertook several studies and was the first Company to realise the full benefits in the comparatively small size and weight of the turbine engine in design and application, Westland realised these smaller engines could easily be removed from inside helicopters and placed outside the fuselage, with the resulting increase in cabin space and simplicity of maintenance It was clear that there would be a future need to try and combine the dual role of Search & Strike in the ASW Whirlwinds and introduce a night capability. This could only be achieved in a larger airframe capable of carrying larger payloads. Sikorsky had a suitable airframe available the Sikorsky S-S8, which was already in production for the US. Services.Wessex HAS 1 Westland Wessex was the first electronic helicopter ted by the Fleet Air Arm. It not only had a new engine but also for the first time electronic abilisation equipment. This new equipment allowed dunking and an almost all weather capability. In 1960 service trials were started at RNAS Culdrose i wall, 700(H) Squadron Intensive Fl ing Trials Unit, assess and formulate procedures in operation and gation techniques for both day and night ASW Hirst IFTU Wessex HAS Mk 1 of 700 Sqn IFTU at RNAS Culdrose 'StMichac's Mount in Cornwall. (Cir V Stet, RN (i) The most important capability to the Navy was the new ight dunking capability. The Whirlwind could only be used during daylight hours. With manual controls and non-automatic height hold, the Pilot had to have a reference point at all times to hover. It was a skilled task for Whirlwind Pilots who sometimes had to hover for periods up to an hour. The only equipment to help them was a sensor, comprising two magnetic forks located through the sonar cable where it left the sonar drum. Any movement away from the vertical would move two needles on a cockpit display. The helicopter height above water was calculated electrically, by taking the length of sonar cable paid out and depth of sonar body using a Pressure sensing unit. Even so, all alterations in speed and height had to be manually completed and workloadswere high. The Wessex fitted with a Radio Altimeter hold, Doppler Radar and autostabilisation equipment transformed the helicopter’s capability. The new semi- futomatic flight control system (FCS) was capable of taking the helicopter from its pre-set transition height, Below: The first Wessex HAS Mk | deployed aboard HMS Ark Royal in Rovomber 1961-813 Sgn was the frst operational squadron (estan, Pte Baten) Right: A Wessex HAS Mk 1 undertakes winching exercises. 706 Sqn was the advanced flying training squadron operating the Wessex HAS MK 1 Wessex HAS Mk I known as ‘Bootie’, ited withthe frst lotation bags that would later become standard equipment. (Westan, Peter ater usually 125 ft down to a pre-set hover height (aroun: 40 ft) and then keep the helicopter at zero ground speed whilst it carried out the dipping sequence. The PilovCo-Pilot needed only to pre-set his hover heigh on the Radio Altimeter and press the “Transition dow button and the flight system took over. Once down to th pre-set hover height the Doppler Radar from two aerial one forward and one facing the rear, would keep th helicopter at zero ground speed. As the sonar was lowere the Co-Pilot would switch to ‘Cable hold’ for the dippin sequence. Like the Whirlwind the sonar cable ran throug two forks sensing any movement from the v Instead of the Pilot having to manually compensat throttle, collective and yaw the Flight Control System took over. At the end of the dipping sequence the sons: was lifted and the Pilot switched back to ‘Transition Up This would bring him back up to the selected transit heigh for his ‘Jump" to the next dipping location Opposite: $15 Sqn maintainers checking over a Wessex HAS Mk 1 00 returning from a sonar dunking task, HMS Ark Royal, November 1961,‘The IFTU not only had to trial a new airframe and engine, ‘but had to formulate procedures using this new ‘hands off "Wessex HAS Mk 1 of HMS Devonshire Ship's Flight, 1963. (AA Mescem) A forward refueling base for a Wessex on a jungle fying cours, Malaysia, 1966, (Ca Dosoney RN) flight control system. The FCS in the Wessex 1 was simplex with no duplication of electronics and needed to be monitored. The IFTU spent many hours simulating component failures and formulating procedures. One of the more complex tasks of the IFTU was to formulate navigation tables for the new system. Helicopters need to dunk’ into wind and after each dunking they ‘jump” to another position usually in an ‘S’ shaped course as they transit in and out of wind. The IFTU produced two graph tables, one for daylight manual jumping where the FCS wasn't used and the other for night jumping using the FCS, Many hours were spent by the IFTU Wessex working around three triangulation points near RNAS Culdrose, noting flight profiles, airspeed, angles of bank etc. Tn the end a standard flight profile was formulated and a set of graphs produced based on windspeed. One for night ‘jumping’ using the FCS and the other for daytime without the FCS, This new navigation technique for jumping was very accurate and went a long way to complementing the new helicopter’s capability Malaysia: $14 NAS Wessex HAS Mk | from HMS Victorious.The Wessex HAS | and its new FCS proved successful an in July 1961 the Wessex formally entered service with 81 Squadron before deploying aboard HMS Ark Ri September 1961. The new Wessex proved highly capable It could not only operate by day and night, but could al combine the “Search and Strike’ roles. There was howeve y. which only allowed the Wessex a very to re-fuel. With submarines becoming more sophisticated helicopter ant ‘a weight pena Short time on task, before havinj submarine screens needed to operate at greater distance from the fleet. The Wessex new sonar dipping capability was too important to waste and the Wessex began to bs used more and more only in this role. Without its lightweight Mk 43/44/46 torpedo the Wessex could work for long periods ‘dipping’. The introduction of th Westland Wasp to the Fleet's small ships (frigates) allowed the Wessex to screen and on contact to call up the smaller Wasp to launch a homing torpedo. The need for an anti-submarine warfare helicc both a search and strike capability for extended period Mill eluded the Fleet Air Arm and eventually led to th HAS Mk 3 and finally the Sea King The Wessex HAS Mk I operated at sea from the Fleet's Carriers until the introduction of the County Class Destroyer. Eight of these Destroyers were built with a d_around the Wessex fuselage, Thes Ship's Flights. were part of ships’ armament. and. the Wessex HAS Mk | performed in this role until replaced by the Wessex HAS Mk 3 in 1967/68, Above: A Wessex HAS Mk | of SI4 Koala Lumpur, The sonar set has been re tore freight in th Right: A Wosex of 14 Sqn hovers near HMS Victorious during the fixed ‘wing disembarkation on her return to the UK in 1967 from a sour in the Far East. (1 Cr in Dooney BNPrevious page: Since Winter 1969, Wessex of both 885 and 846 Squadrons deploy annually to winter in Norway. These yearly exercises fre known as Clockwork’ and teach both pilots and maintainers how to fly and operate the Wessex in these condition. (Crom Cape Right: Wessex HAS Mk 1 in refulling trials at sea. The HAS Mk 3 Derfecied this technique where the helicopter Mes alongside a ship and Finches up the Fucl hose (wesen, Poe fate) Above: Helicopter of 771 Sqn at RNAS Portland, 1965, The Wessex HAS Mk 1 was the fist electronic helicopter in the Navy and the fist ‘Operate at night. Once the sonar has been raised, the co-pilot would Dress the “Trans up’ button on the FCS and the helicopter would Automatically ric to the desired transit height for the next “jump” ding. (estan Poss HaeWessex HAS 1 Total built by Westland Helicopters Ltd ~ 130 ‘ASW: April 1960 ~ 1967 superseded by HAS Mk 3. Service: April 1960 ~ September 1979. Squadrons 700(H) Sqn IFTU RNAS Culdrose June 1960-July 1961 814 Squadron 29 November 1961 815 Squadron 4 July 1961 819 Squadron RNAS Eglinton October 1961 706 Squadron RNAS Culdrose Advanced Flying Training 1962-67168 771 Squadron RNAS Portland 1970-9 August 1979 829 Squadron RNAS Portland, Ships Flight Parenting Sqn-1970 737 Squadron RNAS Portland, Ships Flight Parenting Sqn Wessex HAS 1/3 1970-1979, ‘The sonar cable winch on a Wessex HAS MK 1. (es Standard Specification Wessex HAS Mk 1 Structure Light Alloy semi-monocoque construction with stec! tube frame supporting main rotor gearbox. Metal fourblade ‘main and tail rotor. Tail designed to fold 180° for stowage Accommodation According to role but standard crew of one to three Sixteen passengers or eight stretchers plus medical attend. ant. Power Plant Napier Gazelle NGal3 Mk 161 turboshaft engine, nose mounted, 1,450 shp (1,081 kw). Standard fuel capaci 300 Imp gallons (1,364 Itrs). Auxiliary tanks increases capacity 10 500 gallons (2,273 ltrs). Principal dimensions (rotors turning) Overall length 65ft 10in (20.04m) (Overall height 15ft 11in (4.93m) Main rotor diameter S6ft Oin (17.07m) Main rotor disc area 2,463 sq ft (228.08m°) Wheel track 12f din (3.66m) Weight empty (equipped) 7,6001bs (3,477kg) Max take off weight 12,600Ibs (5,713ke) Max level speed at sea level 132 mph (115 knots) Max cruising speed 121 mph (105 knots) Max rate of climb at sea level 1,560 ft/min (475m) Service ceiling 14,100 ft (4,300m) Hovering ceiling in ground effect 5,900 ft (1,800m) Hovering ceiling out of ground effect 3,600 ft (1,100m) Range with standard fuel 339 nm (390 miles) 10 per cent reserves 560 nm (645 miles) Underslung load capacity 4000Ibs (1,814 kg) Avionics Navy HAS 1 ASW Included Lois Newmark Mk 19 autostabilisation system Ryan AN/APN.97 Doppler Radar, tele briefing system UHF transceiver and homer, standby UHF, HF trans:Commando Wessex Mk 1 capability of the new Wessex had not gone unnoticed ‘the Commando Helicopter Squadrons who then erated the Whirlwind Mk 7. This new highly capable rr could carry 16 fully equipped Marines or an es, 2 inch air to surface rockets, GPMG and Fixed d Firing Machine Gun (FFFMG) on a weapons above the under-carriage. [April 1962 845 Squadron equipped with 12 Wessex Mk Wessex were similar to the ASW version except ex Mk from 845 Sqn taking part in the Tidworth Artery Day at Salisbury Pai, 7 June 1962. This was one of the fist ocasions ‘Squadron, who were equipped withthe Wessex in April 1962, Seen bythe public. Wesan. Peer Rasen) for the removal of the Flight Control System (FCS) and Sonar equipment. The Wessex was a great improvement in the Commando Forces’ ability to undertake helicopter assaults from carriers such as HMS Albion and Bulwark. ‘The new helicopter could almost double the amount of troops carried in a single lift and its underslung load lifting capability increased the re-supply of stores and equipment The Wessex was quickly put to the test in its Commando role when, in 1963 845 Squadron was sent out to Borneo, during the confrontation with Indonesia. The confron ation lasted from 1963 to 1966. The Squadron helicopters deployed ashore and operated from forward bases. It was in these primitive locations that the Wessex deployed troops and jungle patrols along the Indonesian borderWessex Mk Is and an RAF the fuselage of a crashed S45 Sqn gon the river's edge. (ew Below: 845 Sgn at Nanga Gaat, Borneo, May 1964, were very primitive and crews and main Uifeut conditions. The local popula helicopters and often helped. Sometimes worked in ‘were always interested inthe The Squadrons’ main base was located at Sibu, Sarawak and the helicopters worked from forward bases in remote places such as Nanga-Gaat, Bario and the island of Labuan, Much of the country in Borneo at the time was tun-mapped and Pilots had to make maps as they went 1 The hot climatic temperatures and heavy loads of troops and stores made flying from these remote bases and jungle clearings a difficult task. The benefit of wheels on the undercarriage came into good use as Pilots often made running take-offs and used any fall in the land to essential airspeed to ease take-off. The Wesse their maintainers often worked for long periods in these primitive conditions. Other than undertaking their normal nnilitary duties the helicopters were often asked to perform medical evacuations involving the local population and the serviceability of the helicopters was excellent. February 1965 845 Squadron had logged over 10,0010 operational flying hours in Borneo and the Wessex as a Commando Assault helicopter was established Service: April 1962 - October 196: Squadrons: 845 Squadron April 1962.- October 1965Below: An 845 Sqn Wessex Mk 1, Borneo, 1964. Lan fom small jungle clearings needed skifl fying. Often la ‘Rgnainod after clearing and the ground was very unc Above: An 845 Sqn Wessex MK 1 passing across the Borneo jun May 1968. The jungle and its treacherous terrain was no place for ‘down bird? — much of the rake maps as they went al Below: A pair of Wessex Is from 845 Sqn, Borneo, 1968. Wessex “V the new camouflage colours adopted by the Squadron, while" emai‘than the uprated engine the Wessex HAS Mk 3 was ly different due to the ‘Camel’ radardome hump on. ind the protruding airspeed indicator probe, with an extended fairing behind the rotor head. dar was an “Ekco’ lightweight search radar and ‘was the larger, more powerful Plessey 195 Sonar. d of the ‘Simplex’ Flight Control System of the HAS “the Wessex HAS Mk 3 was fitted with a ‘Duplex’ atic flight control system (AFCS) designed by nd Helicopters Ltd. This new AFCS allowed all eduction Wessex HAS Mk 3 is txt flown in August 165, The HWesland-designed AFCS and lightweight radar allowed the foperate compleicly independently of ships” radar control Operations. [Wevint. Pot Ben) Wessex HAS Mk 3 phases of the Anti-Submarine operations to be carried out automatically. It even provided the Observer in the rear of the aircraft a limited manual override control. The new ‘Duplex’ system incorporated back-up circuits throughout, and provided an insurance against malfunctions, which the HAS Mk I never possessed. The new AFCS could take the helicopter from lift-off through a complete ASW sortie, including automatic transitions to. and from the hover, jump headings, transits to and from dunking position, The AFCS married to the ‘Ekco’ radar and Marconi Doppler Navigation system continually updated the helicopter’s position and was the first time that the Wessex could operate at night, without the assistance of a ship’s radar service“Top: A Wessex HAS Mk 3 of 37 Sqn, RNAS Portland, shown ship TP poling rom HMS Rothsay, 1969. (FAA Macon) Fottom: A Wessex HAS Mk 3, one of six from 826 Sqn (HMS Ease), aot dae winching practice. The HAS Mk 3 deployed onto County Cane Gestoyer and the last one was disbanded in 1982, (RNAS Clos) Right A 737 Sgn Wessex HAS Mk 3 operating in the Observer and [Advanced Operations Squadron. (Crows Corte) ‘Opponite: A Wessex HAS Mk 3 of 737 Sqn Portland during an fight refuelling exercise, part ofits job as taining squadron, as well as parenting HAS Mk 3% to County Class frigates cre Coyi The Fleet Air Arm for the first time had an ASW helicopter that could work autonomously within the Fleet ‘The HAS Mk 3 was capable of combining the search and strike role, but it still suffered from the old problem of ‘weight and lack of engine power. Even with the uprated Napier Gazelle 165 engine the extra weight of the nev sonar equipment coupled with lightweight hom torpedoes made sortie times too short. Submarine tech nology was getting more and more refined and the Flect needed to be screened at greater distances, for longer periods, The HAS Mk 3 tried to reduce its lack of sortie Limes by perfecting the Helicopter In-flight Refuelling (HIER) technique, trialled by the HAS 1. This allowed the helicopter to re-fuel from the nearest surface vessel greatly reducing transit times of helicopters to and from {heir operational area. Previous to this helicopters often travelled great distances back to their ‘mother’ shi ‘Although HIFR helped, the HAS Mk 3s" time on station ‘was still too short‘Atan early stage the Fleet Air Arm knew it needed a twin Qigined ASW helicopter capable of carrying greater Gasloads for longer periods. They found the helicopter in Tad Westland Sea King HAS Mk 1 and in June 1970 826 Squadron exchanged its Wessex HAS Mk 3s for the new halicopter. As the Wessex HAS Mk 3s began to be feplaced on the frontline Squadrons, some found them- Selves adding to the Wessex HAS Mk 3s used by 737 Squadron at RNAS Portland. The Squadron operating Taine training role (Operational Flying Training for Observers/Aircrewmen) at one time operated the training trews of 14 Wessex HAS Mk 35 who would move onto the Sea King, TThe last Wessex HAS Mk 35 parented to 737 Squadron served aboard the County Class Frigates until 198. Tt was at the end of its career that ‘Humphrey’ (XPIA2) Serving aboard HMS Anirim distinguished itself in the South Atlantic Campaign ‘Humphrey’, the Wessex Mk 3 of HMS Ararim, became famous during the Falklands War in 1982 when she attacked the Argentinian submarine ‘Senta Fe on 25 Apri 1982 off Grytviken, South Georgia, using her two ‘depth charges. (FAA Mum) Specification: Wessex HAS Mk 3 Entered service in 1967. Forty-seven HAS Mk 35 were produced by Westland Helicopters Ltd. Three HAS Mk 3s were built new and 43 HAS Mk 1 airframes converted, mainly from the Commando Squadrons who were con. verting to the new HU 5. Service dates: 1967 ~ 1982. Squadrons: LF.TU. 700(H) Sqn formed at RNAS Culdrose 9 Januar 1967 and disbanded on 15 September 1967. (Five HAS Mk 35) 814 Squadron October 1967-1970 (6 HAS Mk 3s) 706 Sqn RNAS Culdrose 1968 (6 HAS Mk 33). 706 Sq was the Advanced Flying Training Squadron. 737 Squadron RNAS Portland 1967 (Observer advanced and operational flight training Squadron) (7 HAS Mk 3s, December 1982. 820 Squadron Deployed onto HMS Blake (4 HAS Mk 3s) June 1969 819 Squadron RAF Ballykelly. (4 HAS Mk 3s) 826 Squadron Deployed onto HMS Eagle (6 HAS Mk 3s), April 1969. Eight HAS Mk 3s deployed onto County Class Frigates. These HAS Mk 3s were parented by 737 Squadron at RNAS Portland and deployed onto HMS Hampshire HMS Fife, HMS Glamorgan, HMS Norfolk, HMS London, HMS Antrim, HMS Devonshire and HMS Fife They replaced the earlier ship's flight of HAS Mk Is. Powerplant Uprated Napier Gazelle Mk 165 (NGa22) 1,600 shp (1,193 kw) turboshaft engine with compressed air star (replacing earlier AVPIN start) Max Speed: 120 knots Max Weight: 13,600Ibs Crew: One/two Pilots. Sonar Operator and Observer. ‘Armament Mk II depth charges, MK 44 or 46 lightweight homing torpedoes, 98 Gallon drop tanks. Pylon mounted weapons fit included 2 x 7.62mm machine guns, 2 x 2" air t surface rockets, 4X Nord SS.IT or 2 x AS 12 anti ship missiles.‘only export success for Westland and their single ned Wessex Mk 1 was an order for 27 by the Royal stralian Navy in 1962 (4th April). The export Wessex designated the Wessex Mk 31 (Version A) and the Of these helicopters WA200 was delivered to the wal Air Station (NAS) Nowra, HMAS Albatross ted about 150 nm from Sydney, on 1 November 1962. Wessex 31.A was similar to the Royal Navy Wessex \S Mk 1, but was powered by the Napier Gazelle Mk 62 (NGa 13/2) 1,540 shp turboshaft engine. In 1968 all Wessex 31s were updated to the Wessex 31.B with proved avionics and ASW equipment plus the fitting of more powerful Napier Gazelle Mk 165 1,600 shp first Navy Squadron HT 725 Squadron formed up at Nowra in November 1962 and with Westland Westland Wessex 31.A/31.B Royal Australian Navy delivering three helicopters a month it was August 1963 that both 725 and 817 Squadrons had their full comple- ‘ment of 80 officers and 91 ratings 817 Squadron after becoming fully operational in August 1963 deployed from their shorebase at NAS Nowra to the Australian Navy's Cartier HMAS Melbourne, to perform their role as the Fleet's ASW and SAR Squadron. The Wessex from both Squadrons while based at NAS Nowra, operated a SAR Flight. On 11 March 1963 the Wessex 31 performed its first SAR mission by picking up a downed Airforce pilot at Lake Bathurst, ‘The first Wessex 3, which entered service with 725 Sqn on 26 November 1962 at Naval Air Station Nowra, The Wessex 31 wat silat tothe RN HAS Mk 1, with a Napier Gazelle Mk 162 (NGa 132) engine‘A Wessex 31,B of 815 Sqn fitted with auxiliary tanks. The Wessex was ‘popular with its erews and is still used by 723 Sqn at NAS Nowra Above: A Wessex 31.B of 816 Sqn, one of cight belonging to the Squadron before it was disbanded in Tune 1987 Right Wessex 31.8 of 16 Sqn winching on which (Ganen tower at NAS Nowra, il the operational bate for the Naval Air Arm Opposite: Two Wessex 31.Bs of 816 Sqn in formation close to Nowra, about 150 nautical miles from Sydney. (i Grau strata ‘The Wessex with 817 Squadron deployed aboard the Carrier HMAS Melbourne for seven month periods until 1975 when the Sea King arrived. Both 817 and 725 Squadron Wessex regularly deployed to sea on Navy warships and in the mid-sixties provided anti-submarine warfare screens to Australian Navy warships transiting troops to Vietnam. Four Wessex were deployed aboard HMAS Sydney for the trip to Vietnam. The Wessex 31 not only established itself as an excellent ASW helicopter but regularly proved itself in the SAR role both at sea and on the land. The most notable of these occasions and best remembered by the Australian People was its help in the aftermath of Cyclone Tracy that struck Darwin on Christmas Day 1974. Seven Wessex were dispatched from NAS Nowra aboard HMAS Melbourne arriving at Darwin on 1 January. The seven Wessex stayed for 16 days and between them moved over 7,825 people and over 239,702Ibs of stores and equipment.A Wessex HU Mk 7 cieceniaieaaiaaaaaaeianiiieimiiiiiuu elcentered service with 817 Squadron the Australian Navy altered their Aviation Policy. 817 Squadron re-equipped with the Sea King and 725 Squadron was disbanded. The Wessex was relegated toa secondary role and with its sonar equipment removed 723 Squadron would operate 4 Wessex 31Bs. Two Wessex were retained aboard HMAS Melbourne as its SAR Flight until 1982 when it was scrapped. The remaining Wessex were put into storage until 1983 when it was decided to give additional helicopter support to the ‘Army and the amphibious landing vessel HMAS Tobruk. 816 Squadron was reformed with eight Wessex taken out of storage as a utility and Fleet support Squadron. Due to the growing age of the Wessex Fleet and its increased ‘maintenance the task was handed over to 817 Squadron in ‘November 1986. By June 1987 816 Squadron was dis- banded and their remaining Wessex transferred to 723 Squadron, which is a composite Squadron made up of several helicopter types (Kiowas, Hueys, Squirrels) and will use them in both their training and support duties. In 1975 when the Sea Ki Westland Wessex 31.A/31.B Production: 1962-1963 with a total of 27 built at Yeovil Service: 1 November 1962 ~ Present day Squadrons: 725 Squadron 26 November 1962 - 11 June 1975 817 Squadron 18 July 1963 ~ 11 June 1975 816 Squadron 1983 — 11 June 1987 723 Squadron 11 June 1975 ~ Present day (Composite Sqn) Left: A Wessex 31.B operating in its ASW dipping role. The main ASV squadrons at 817 and 725 Squadrons operated from a. qumber «of warships, including HMAS Melbourne and HMAS Sydney. The Wess teas replaced in 1975 by the ASW Sea King, and the Wessex 31.B with tral sonar equipment reverted to an SARVutility role and is stil used today. (Ls Granan Atraam RX) Blom: The cockpit of a Wessex 31.A. It was identical to that of the RNY HAS Mk 1. The Wessex 31.A was updated in 1968 to the Wessex 31.) featuring newer avionics and the Napier Gazelle 165 engine‘of the single turboshaft engine in the Wessex T spurred Westland Helicopters into developing 's potential further. In 1960 the RAF were for a suitable Tactical Support Helicopter and Helicopters wanted to fill the order. ino disputing that the single engine Wessex was ga very capable all round helicopter. The basic design by Igor Sikorsky lent the helicopter to {roping and utility role. The work by the Air Squadrons around the world, including amned the helicopter its spurs and Westland knew y forward was the fitting of twin engines. fengineers and designers set. to work ig the helicopter’s capability and redesigned Mk 5 with two AS 12 missiles and an APXIBEZU root ‘The AS 12 was capable of penetrating armour, shipping ons. Each misile weighed around 168 1b (76 kg) and had & mph. Its range was upto cight miles. (Westan, Pr Rares), Wessex HC Mk 2/HU Mk 5 the nose to take a pair of Rolls-Royce (Bristol Siddeley) Gnome engines. The fitting of twin engines effectively doubled the helicopter’s capabilities and Westland went about strengthening the helicopter’s airframe and dyn- amics to cope with its increased power and performance The new design also incorporated a single engine capa- bility. This gave the helicopter an additional engine-out safeguard and was an important consideration to the Royal Navy who were quick to see the potential of the new helicopter. In August 1961 the RAF ordered the ‘Wessex HC Mk 2 to fill its Tactical Helicopter needs with the first production Wessex HC Mk 2 entering service with No 18 Squadron at RAF Odiham on 9 February 1964. The Fleet Air Arm who already used the Wessex Mk 1 were impressed with the advantages of the additional power/capability of the twin engined Wessex, together with its single engine safeguard, and ordered the helicopter for its Commando Air Squadrons,‘Above: A parachute drop from a Wessex of $48 Sqn. The Wessex was eared for eight troops. (FA acum) Right: A Westland pre-production prototype Wessex HC Mk 2 (XM 229) showing the layout of the Rolls Royce twin Gnome engines. ‘Westland designed the engine layout and transmission system to operate independently to allow a single engine oper Oppose: A fay armed Wesex HU Mk 5 fied with 90 AS 11 an nisiles, two tworinch rockets pods and two Mk 4/46 hghtwelght torpedoes. (Westland, Peter Batten) unwes Specification of Wessex HC Mk 2/HU Mk 5. Structure Re-strengthened light alloy semi-monocoque fuselage ind e-designed engine mountings and nose section t0 tike twin Rolls-Royce Gnome engines. The helicopter dyn. amics and rotorhead were strengthened to take the additional power and to increase the helicopter’s tactical flying characteristics. Main and tail rotor each with four metal blades Accommodation: Crew of one to three and up to 16 passengers or 7 stretchers. Principal Dimensions Rotor diameter S6ft (17.07m) Fuselage length 48ft 4in (14.74m) Height 16ft 2in (4.93m) Weight empty 8,4701b (3,842kg) Gross. AUW. 13,60015 "(6,124kg) (Later overload to 14,0001) Hovering ceiling (In ground effect) 5,900ft (1,800m) laximum Speed 195Km (120 knots) Range 770Km (478 miles) Flying for range: Best speed 100 knots and best speed for endurance is 55 knots“Top: A Wessex HU ME 5 from 88 Sgn landing in a june clearing in Far eggs ‘The, Wessex In these forward hostile areas were Born fui two 7.62 mm machine guns (GPMGs) i cach Fear ede (end, Pr te) Bottom: A Wessex HU Mk from 848 Sqa in Borno with an underlung postr ciser The abity ofthe Wessex o it up to 4,600 b made tthe Petthore ofthe Commando brigade (Westd, ee Bate) Power Plant Two Rolls-Royce (Bristol Siddeley) Gnome turboshaft engines (Mk 112 and Mk 113) installed side by side. Each engine rated at 1,320 shp (1,007kw), but normally limited to 775 shp for twin engine operation. The two Gnome free power turbines are mounted on a single coupling gearbox but other than certain electrical facilities they are independent giving a single engine capability ‘Transmission The output from each engine is fed through a separate input freewheel and on into a coupling gearbox. ‘The freewheels allow a single engine to operate without turning the turbines on the shut down engine. From the coupling gearbox power passes to the main drive shaft and onto the main gearbox. Another freewhee! at the coupling gearbox allows the rotor system to overrun the coupling gearbox and engines. The tail rotor is driven from the main gearbox through a drive shaft to an intermediate gearbox onto a tail rotor gearbox and shaft. The port gine can be disengaged from the transmission system to allow it to drive secondary hydraulic pumps and generators through an accessory drive before rotor engagement. Flying Controls Flying controls are servo-assisted by twin hydraulic systems and a Mk 19 autopilot with limited authority. The Mk 19 autopilot is used for basic stabilisation of the helicopter. Either pilot can override the (ASE) autopilot by manually handling the servo assisted flight controls. The Mk 19 ASE is a limited authority four channel system operating the pitch, roll, yaw and barometric height through servo assisted motors on the secondary and tail rotor hydraulic servo units. Main Flight Instruments 2 Gyro-operated attitude indicators, Mk 6B Compass, Mk 6 Artificial Horizons (two), Standby Compass, Radio Altimeter, Outside Air thermometer accurate to plus oF minus 1°C. Opposite: Wessex from 845/772 Squadrons during load lifting at an A Day at RNAS Yeoulton, (CvAbove: $45 Sqn doing roping drills at RNAS Yeowilton. Roping Performs a useful role in landing troops in unsuitable terran (Grmn Orion) Right: A Wessex HU Mk S from 85 Sqn lifting an ‘ff snow vehicle’ in Norway, February 1978. The Wessex was versatile; it was Teleased fer ‘Operations within the temperature range of minus 36°C to plus 4° Sqn Portland undertaking ‘winching at of the Squadron's let support dues i was One of three Wessex remaining with the Squaticn already started re-equipping with the Sea King, (ranad nics a Radio/Radar fit Normal aircraft intercom plus telebriefing and ground. crew call, main and standby UHF transmitter/rece’ver, UHF Homer, HF transmitter/receiver, Radio Altimeter IFF and T-band Transponder (I-band Transponder improves radar response especially for ship's radar recoveries etc.). Rebecca navigation equipment used to, interrogate Eureka beacons to provide bearing and distance, Roles ‘The Wessex HC Mk 2 and HU Mk 5 were designed primarily for the troop carrying role together with internal and external load carrying, search and rescue, ambulance and other secondary duties such as paratrooping and anti- submarine. Like the earlier Wessex Mk 1 the HC Mk. 2/ HU Mk 5 could carry an assortment of weapons on pylons above the undercarriage.Role Equipment/Armaments Rescue Hoist: Hydraulic, electrically driven hoist capable Srearrying 60fbs and a cable run out of 100 f (300 fon later SAR versions), There is an emergency cable cutter which can be operated by the pilot or crewman, External Loadlifting: Up to 4,600 tbs can be carried underslung from a ‘sateu'. In-service normal max sling Toad was about 3,200 Ibs. Max speed 90 knots. ‘Air Ambulance: Ambulance role up to a total of seven stretchers can be fitted, three on the portside and four on starboard. There is also room for a medical attendant’s seat. For emergencies a Neil Robertson stretcher and a *Heave-Ho Hoist’ can be fitted to allow the picking up and loading of casualties, while the helicopter remains in flight. “The Wessex HC Mk 2 can carry sintcen fully equipped troops. Iti sen here, picking up a border patrol in Northern Ireland in April 1965. (Wenn, Pte Baten) Roping: A rope can be attached to the hoist bracket to allow deplaning by rope up to 50 ft AGL Paratrooping: Either freefall or up to eight troops from a static line Supplies Dropping: The Wessex was also cleared for a ‘number of different parachute supply drops ranging up to 3501bs at speeds from 0-80 knots. rious numbers and heights of deplaning Weapons Fit in Ground Attack role: Weapons fitted to the two armament platforms are as follows: 2 in air to surface rockets Fixed forward firing 303 Browning MachineGuns Fixed forward firing 7.62 General Purpose Machine Guns (GPMG) 4.5 in recce flares Mk 11 Depth Charges Mk 43/Mk 44 Torpedo. Fitted with the APX/Bezu periscopic sight the Wessex could carry: AS 11 Missiles: Four French built Nord-Aviation Anti Tank Missiles. These missiles had a range of between, 1640-10000 ft AS 12 Missiles: Two AS 12 missiles: These missiles were used either for attacking shipping or fortifications and have a range of up to 5 miles. The Wessex could carry a mix of AS 111 and AS 12 missiles, two AS 11 on one side and one AS 12 on the other or one AS 11 and one AS 12 on each side. The Wessex was also cleared to carry two pintle-type mounted 7.62mm GPMGs one in each side through the rear window. Armour Plate Jettisonable plastic armour plating was developed 10 provide the pilot protection at the starboard window. lower windscreen and beneath his seat. The co-pilot was also protected at the port windscreen and beneath the seat.Wessex HC Mk 2 Royal Air Force essex HC Mk 2 entered service with the Royal with 18 Squadron in developing doctrine for such joint ‘Odiham in Hampshire with No 18 Squadron on operations. No 18 Squadron was then commanded. by 1964, The Squadron on becoming operational Wing Commander A F C Hunter AFC who was tasked d to Germany to undertake their role as Heli- with this development work by the then Commander 5 Support to the British Army on the Rhine Field Force, Brigadier R A Pascoe MBE (later Brigadier ‘The Wessex was used in the battlefield trans- C J Airy). During three successive exercise seasons in sbulance and general purpose duties. No 18 Germany, the Squadron worked closely with infantry and continued to use the Wessex throughout their other units of 5 Field Force including Ist Battalion Royal erational area until 1980. The Squadron Wessex Hampshire Regiment and Ist Battalion the Yorkshire d 1978-1980 were used in the evolution Volunteers. The work undertaken by these units and the id tactics and procedures for Air Mobile Wessex of 18 Squadron had far reaching effects when in by the British Army. Trials conducted during December 1980 the Squadron converted to the Boeing- saw units of 5 Field Force co-operate closely Vertol Chinook. After converting to type at 240 OCU 1 Wessex of 1 Sqn deplanes an army patrol. The RAF Odiham the Squadron returned to RAF Gutersioh Munda rom 1 Sin Da when iney tok dtnery of in West Germany to carry on their trials work with the 6 (Wen, Poe ate) Brigade experimental airmobile force evaluations‘Above: An RAFHC Mk 2 0f78 Sqn, Aden, iting» Bristow Helicopters ‘Whirlwind brought to Sharjah from Ziecu inthe United Arab Emirates est Hecate 8) Right: A Wessex HC Mk 2 (XRS27 E) of 78 Sqn in flight with ‘Commando static line parachute drop during exercises at Lite Aden (RAP Meum) Opposite: An RAF Wessex HC Mk 2 loading supplies off « Royal ‘of Transport landing eraft logistic (LCL), These vessels were Frimarily wed to support the Royal Artillery ranges inthe Hebrides end ound BAOR: (to oe bey? In August 1964 72 Squadron replaced its tandem Belverderes for the Wessex and became the UK Support Helicopter Squadron at RAF Odiham. 7 ron later moved to Aldergrove in Northern Ireland, whe it today supports the Northern Ireland Garrison iq variety of roles. To support the UK’s interests in the middle east and Adg No 78 Squadron deployed to Aden in 1965. The Squad operated the Wessex HC Mk 2 throughout the Aden ers and ‘when the UK commitment ended the Squad disbanded in 1971, In 1971 after the Turkish/Cypriot war the Royal Air Foreg formed 84 Squadron, which was a combination of the existing No 1563 (SAR) Flight at Nicosia and the Whirlwind of 84 Squadron. The Squadron became the United National Helicopter Detachment in support of UN Forces in Cyprus. In March 1972, 84 Squadron re-equipped with the Wessex HU Mk 5. The Squadron which wears the distinctive UN blue line across the fuselage tail was split into "A’ Flight Search and Rescue and ‘B' Flight assigned to UN duties. These Wessex HU Mk 5s are still operating today from RAF Akrotiri in Cyprus undertaking SAR and UN duties.1972 saw the Royal Air Force providing Wessex He copter Support in the Far East with the forming of t¢q Squadron, based at Tengeh, Singapore who vperatgy there until July 1975 and 38 Squadron in Hong Kong. 28 Squadron who already operated Whirlwinds at Kai Tag re-equipped with the Wessex HC Mk 2 in 1972. In 19% the Squadron moved to its present base at Sek Kong. ‘Wessex of 28 Squadron are primarily tasked with ie rai movement of troops and supplies in support of the Ay (mainly Gurkha Units) throughout Hong Kong and the new Territories. The Wessex also undertake the SAR for Hong Kong and nearby waters, as well as mediea jessex HC Mk 2of 2 Sqn RAF delivering a roling rad forthe €¥acuation of military and civilian personnel. The Squad Royal Engincrs at Allow, Norbern cand in 182 Weaue)"” Ton sill operate the Wessex HC Mk 2 today. Right: A Wessex HC Mk 2 of 72 Sqn with an underslung ‘Wombat’ anti tank gun at RAF Aldergrove, Northern Teland. (wens, Pee Rae ‘Opposite: A Wessex from 72 Sqn departs frm a helicopter landing sit lee fo the borer in Northen trlnd. The aame snd otrhead ‘ere strengthened fom the original Mk 1, allowing the helicopter to ‘ake matimum we of the atonal power and to peranm more eveOpposite: An 18 Sqn Wessex with a “Wombat’ understung load, The ‘Wessex of this squadron worked hard between 1978 and 1980 helping to evolve tactics and: procedures for future airmobile operations by the British Army. (RAPMOD) Right: Hessian is placed over the windscreen to prevent reflection. The RAF Wess often deploy into the field to forward operating bases Below: A pair of 18 Sqn Wessex move out of their forward operating base (FOB) in Germany for another sortie supporting the British Army “The Squadron Wessex took part in almost every major NATO exercise, including deploying to Norway. (RAF MOD)cop In 1988 the RAF Wessex used to train aircrew at RAF Shawbury. Both pilot and airerewman conduct advanced fying training, learning Confined area and undersiung loading techniques on a twelve week Sourse before going to thelr squadrons. (ack Alen Bottom: A Wessex HU Mk Strom 84 Sqn in an SAR role, Cyprus 1984, (RAP Msc) No 2 Flight Training School based at RAF Shawbury ig the Royal Air Force helicopter training Flight, and when the helicopter assets from the Central Flying School were transferred to it, it became the sole RAF Helicopter, Training Flight. The School operates the Westland, Gazelle and the Wessex HC Mk 2. The Wessex is used by the School's students for advanced training. This lasts for around 12 weeks and covers a wide variety of skill, including confined area operations and underslung load operations for both pilots and aircrewmen. All RAR Support Helicopter pilots learn to fly the Wessex before they receive their “Wings’ and progress to No 240 Operational Conversion Unit at RAF Odiham for cone version to the Puma or Chinook, or onto an operational Wessex Squadron for on the job training, The major overhaul facility for Wessex Helicopters operated by the Royal Air Force in the tactical role is, based at the Wessex Aircraft Servicing Flight, RAF, Benson, Oxfordshire Wessex HC Mk 2 Total built by Westland Helicopters Ltd — 71 Services Dates: 9th February 1964 — Present Day. Squadrons: No 240 OCU RAF Odiham July 1967-1980 18 Squadron RAF Odiham 9 February 1964 ~ December 1980 72 Squadron RAF Odiham/Aldergrove August 1964 - Present Day 78 Squadron Aden 1965-1971 84 Squadron RAF Akrotiri, Cyprus March 1982 — Present Day (84 Squadron operate the Wessex HU Mk 5) 103 Squadron Tengeh Singapore November 1972 1975 28 Squadron Sek Kong, Hong Kong February 1972 Present Day 2 Flight Training School, RAF Shawbury ~ Present Day Wessex Aircraft Servicing Flight, RAF Benson ~ Present Day Julysf the Wessex Mk 1 in the Commando role with ‘both at home and abroad, proved that the id be ideal, but it did suffer the disadvantage ‘engine. R45 Squadron had embarked into HMS led for the Far East and Borneo in 1962, the already proving its adaptability for’ the ‘tole. The heavy work loads and inhospitable Borneo took their toll on the Wessex of 845 he original airframes sent, over 12 were lost due PWessex HU Mk 5 with two AS 11 antitank missiles, two pods and two Mk 46 Tightweight homing torpedes, fives an cellent view ofthe two forward fring xed the weapons platform. (Wen Peer Bites) Wessex HU Mk 5 Commando toa lents. These ranged from engine failure to air to air collisions. The need for a twin engined helicopter was obvious. It would not only give the added reliability of two engines, but additionally enable the Wessex to carry heavier loads. It was not until 23 June 1965 that elements, of 848 Squadron, equipped with the Wessex HU Mk 5 relieved the the Mk Is of 845 Squadron. In the interim period 845 Squadron operated a ‘B’ Squadron comprising Wessex Mk Is painted in the new sand and olive camouflage colours, brought out from the UK to try and replace the lost helicopters. These later Wessex Mk 1s were taken from a variety of locations, including some ex ASW HAS Mk 1s with their sonar equipment removed.‘Opposite: The twin engine and extra power made mountain Ming in ‘Seimdonia a more pleasant experince than fying inthe Tes powerful Single engined Westes. sel, ter ute) “Top: Wessex HU Mk Ss from 888 Sq, September 1968 (We often) Bottom: 848 Sqn Wessex HU Mk 5& line up on Salisbury Plain in the summer of 196, afew months after equipping with the new helicopter Which proved ideal for troop lifting (Wend, er Bue) By the 23rd June 1965 848 Squadron had relieved gqs Squadron, who returned to the UK aboard HMS Bulwark to convert to the Mk 5. The Wessex HU Mk 5s of 849, Squadron were quick to see action, almost immediately deploying to Borneo and Aden with a Flight of 4 Wessex Having returned to the UK and reformed with the Mk § 845 Squadron returned to Labaun in borneo on 5 August 1966 and relieved 848 Squadron, who in turn, embarked aboard HMS Albion to return to the UK, later to return to the Far East. 845 Squadron remained in Bornco until 9 October 1966 when the Fleet Air Arm handed over to the RAF. By 1968 all the Commando helicopter Squadrons had formed up with the Wessex HU Mk 5 and were committed around the world, with the Commando Carriers. The Wessex HU Mk 5 was a great improvement over the single engined helicopter. The more powerful twin engines allowed the Commando Squadrons greater flexibility during the critical assault landing phases of operationsOpposite: A Royal Navy Wessex Mk 5 launching from the Right deck of MS Hermes. (Crown Cope) Below: Wessex HU Mk 5s of $48 Sqn on HMS Albion prior to deploying to Nanga Gast and Sibu in Borneo to relieve the Wessex Mk Is of 845 Sqn. (Went Peter Baten) Right: Exercise ‘Northern Wedding’; a Wessex from 845 Sqn sits alongside a Sea King from #46 Sqn, The exercise was the las time that the Commando Wessex deployed to sea on a maritime exercise aboard ‘the Olwin seen in the background. rust en) The strengthened airframe alowed pilots 10 fy ay aegrestivey at iow level. The helicopter could otal ISS upto 320M, ary larger AST? mises “of il the endurance to operate at greater distances without i ned to refuel The wasan inportantconseraioeny SE aE aa. agi deal quicker ond eioeea tha Commands Camm Seed of fiom the hore # posse dsaoean a aa Gi early 0s 845 or B48 Squadron, then equipped naga sircaf’ could land 240 Chops on the inital seal fave about 750 men, vbicen supplies, 6 smn al owizer and poriomel esbore tendo 4 hours Squad‘on pus Commando unis and Commando Carl Sorated 2a Renble autominows unit.Opposite; Gurkha troops moving suppics rom a Wester HU MK 5 of Opps: Caio ean song the norhrn Borneo bordet wih Tonia qvemes, buen) Below: Wessex HU Mk 5 of 848 Sqn on Salsbury Plain, 1965 In March 1969 847 Squadron was reformed out of 8/1( Wessex from 848 Squadron who were assigned to HMS Albion. The new Squadron was formed up at RNA‘ Sembawang in Singapore and both helicopters from 84 and 848 Squadron regularly operated from forward base fon the Malaysian Peninsula. ‘The Squadron disbanded i 1971 with its aircraft returning to 848 Squadron. In 197) the Wessex of 847 Squadron (8 Wessex) sailed in HMS Intrepid to assist in the flood relief in Pakistan and lat the same year flood relief in Malaya. In 1971, whils covering the Gulf withdrawal, HMS Albion with 848 (2 Wessex) were despatched to further flood relief work. Pakistan. The situation was exacerbated by the East/We civil war.>‘Above: Moving netted stores to small hilltop landing platforms. AA Wessex of 848 Sgn at Bario airstrip om the border with Indonesia lifting Gurkha troops ot By the mid seventies the UK global commitment wag reduced as more emphasis was placed on the NATO role The Commando Carrier Force was reduced with the end of HMS Bulwark and HMS Albion. HMS Hermes wag converted to the ASW role and the 20 helicoptep Commando Carrier based Squadrons came to an end. The Commando Squadrons reformed as shore based Squadrons providing sea-going Flights when required. 793 Squadron parented HDS (Helicopter Delivery Service) Flights to operate from RFA’s in support of RN shipping at sea. 707 Squadron remained as the Command Training Squadron. The frontline Squadrons operated around 2) Wessex with 2 held as spares until the Commandg Squadrons again reformed. 848 was disbanded in 1976 and 846 increased complement to 8 aircraft. Up to early 1982 the Squadrons remained based at Yeovilton, 707 with 13 aircraft, 845 and 846 with 8, HMS Hermes took on Commando tasks and the Squadrons detaching, ship's flights which also included the LPDs HMS Intrepid and Fearless. The remaining Wessex HU Mk 5s went into storage at Wroughton and Lee-on-Solent or were taken over by the RAF.Opposite: A Wessex of 72 Sqn off HMS Southampton. (rave Aen) September 19 fo Sqn on the Below: Exercise ‘Northern W 5 Sq sitting alongside a Sea King from Intrepid ta Mt deck Right: A Wessex of 84S Sqn on HMS Intre a & With the changing emphasis to the NATO Commando Forces were assigned to protect and r NATO's Northern Flank in Norway. In the winte 848 Squadron took 4 Wessex to Bardufoss in Ni Norway and every winter since then the Con squadrons have detached to Norway. This training is known as ‘Clockwork’ with the Squadr supporting Royal Marine traini and annual NATO Arctic exercises. operational in Norway were conducted by Bold Guard/Blue Fox in the late autumn of 198; Squadrons also provided a flight of 4 Wessex to Ni Ireland starting from 197 until 1982. in Southern N The last 5 in E In 1982 the Commando Wessex and of course one HAS Mk 3 (Humphrey) from HMS Antrim went t the Falklands. The two front line Squadrons (Wessex) and 846 (Sea King Mk 4) were suppleme reforming both 847 and 848 Squadrons. $48 Squad reformed from 707 and 772 Squadron Wesse Instructors, It was able to deploy 13 Wessex Atlantic Conveyor and RFA Olna and Regen Squadron reformed in May 1982 with from storage and remainin 1 Squadron Atlantic Conveyor a Wessex aircraft and person: 772 and The Squadron deployed the \d RFA Engadine to Port S lc the nora 196 ther vandal wintes Sale nays Vessey ercisg The! them esse 845) ed by wag and oan 37 aken fron board ley,of 72 Sqn infront of 171 Sqn SAR Wesex. A number of Wessex (about 6) were lost in the sin Opposite: A Wessex 0 of oan se the Adantic Conveyor but the airraft from 845, 8 fe 818 Squadron proved indispensable during the config working in all the roles expected of Commando. helf copters and many that weren't. These included loadliftig rooping, Special Forces insertions, casualty evacuatigg and ground attack using its Forward Firing guns and i AS 12 missiles, 845 were the last Commando Squadron to replace theig Wessex for the Sea King Mk 4. Exercise Bold Guard/Blue Fox (Sept-Oct Wedding we SSqn Wessex on the flight line. (unk A an RFA for the last time the Wessex deployed aboan 1986) and the sea going exercise Norther Below: A par of * Maritime exercise | A Wessex HU Mk 5 of 835 Sqn per helicopter handling insiructors course. anponte: Yeviton i Dey won Poses and thone operated by both 771 Sqn and 772 Sqn all taking ca nie catel ic sy, omrcrren San with HMS Souham‘Opponie: A Wessex of 788 San operating from a forard refeling base, Malaysia 1971. Both deployed to forward bases along the Malay peninsula Right: Gurkna troops cover ther faces with scrim scarves shot snd and {hats Blown around by the Wessex Mk Ss down draft. Below: Troops wai fo ther Wesex pick thn up fom a junpe Clearing in northern Borneo, December 1965. ‘Below right: Gurkha troops about to be picked up by a Wessex HU Mk 5 fof $48 Sqn. The HU Mk 5, with its twin engines, proved a capable helicopter operating in forward postions. (Westans, eer Basen)‘Opposite: A Wessex of 707 Sqn at Castle Martin range, South Wales Eve fring of AS T2/SS 11 mises is part ofthe advanced fying taining {oure. (LE Car Besse RN) Right: A Wessex HU Mk 5 of 846 Sqn, deployed from HMS Bulwark, on exercise in northern Norway. (FA Below: An 845 Sqn Wessex operating in Arctic conditions. The picture shows 2 wal nose modification which was hoped to improve ingOpposite: A Wessex HU Mk 5 of 848 Sqn with an underslng Pack Howitzer off HMS Albin. (oy! Sea) Below: HMS Albion leas ‘Wessex on deck, August 1971. (88 4 Rig 17 Sqp returning wo Singapore with HMS I nc.Bottom: A Wessex of 848 Sqn lies on its side, the drastic result of ‘round resonance’ 4 peculiar but thankfully rare vce ofthe Wessex “Top: A great number of Wessex HU Mk Ss are in storage both at Le nrSolent and Wroughton. During the Falklands War many were put fiek ino operation. cows Coy) Wessex HU Mk 5 Commando Total built by Westland Helicopters Ltd 100 in two) batches of 40 and 6 between 1963 and 1968. Service Dates: 1964 -1987 considerably during the life of the Squadron. ‘Typig|| eeraaees 500 V TETU-RNAS Culrose 29 October 1963-Cctohe 1964 (6 Wessex HU Mk 5) 848 Squadron (HMS Albion) May 1964-1976 (18 Wessex) April 1982-Nov 1982 (13 Wessex) 707 Squadron RNAS Culdrose/RNAS _Ycoviltom December 1964-October 1983 (13 Wessex) Commandg Advanced Flying Training Unit 845 Squadron (HMS Bulwark) (Yeovilton) (18 Wessex) 847 Squadron RNAS Sembawang, Singapore March 196: May 1971 (8 Wessex taken from 848 Squadron) May 19825 September 1982 (21 Wessex) 846 Squadron (HMS Hermes) RNAS Culdrose July 1968 December 1975 (5 Wessex 1968-1975 and 12 Wessex Och 1976-1980) January 1956-1981,Royal Navy Search and Rescue ‘the earliest days the Royal Navy used their rsin the SAR role. The early Dragonfly was used Guard’ for the Fleet Carriers and were also din pairs at Naval Air Stations for air-sea rescue, Whirlwind took over the SAR role until in turn od in the SAR 4 September it was replaced by the Wessex HAS Mk 1. With the deployment of the new Wess SAR duties fell onto the ASW Squadrons who usually provided one or two helicopters for this duty. One of the first night SAR operations took place as early as Novem- ber 1962 when Lt. Vie Sirett (now Cdr Vic Sirett RN Rid) an ex IFTU 2 with jwadron aboard though Lt. Sirett‘Opposite: A Portland based Wessex HAS Mk 1 of 771 San delivering the frail ts leet requirement role. The squadron operated the HAS Mk | requirement and SAR role In ther leet support duties to FOST at Porthand, 772 Sqn regularly deploy r00ps onto ships at sea. (Cen Coyne) was undertaking night operational ASW duties he hearq the distress call of a Vixen crew who had ejected close 4g his location and he went to assist. The Wessex HAS Mk] With its semi-automatic flight control system enabled Ly. Sirett to “Transition down’ to a hover above the crew, The. only way he could stabilise the Wessex for the recove was to change to ‘Cable hold’. This would allow th Wessex to hover above the swell for the winching. The only problem was the Vixen crew seeing the Sona cable lowering, grabbing it and holding on. This made for an exciting couple of minutes until the survivors grabbed the winch cable. ‘The Wessex HAS Mk 1 was an ideal Carrier SAR) helicopter and was used with either the sonar equipment fixed or removed. The Carrier SAR Coverage continued to be the responsibility of the ship’s ASW Squadrons until the arrival of the Wessex HAS Mk 3from Lee-on-Solent overflying a BHT Isat The Needles Lighthouse, Isle-of Below: An SAR Wessex HU and SRN6 Hovercraft on t ‘Wight, 1981. (Cows opr) ‘Right: The Wessex HU Mk 5s of 772 Sqn based at Portland are not only tasked for SAR and fleet requirement (FOST) but also regularly ‘undertake photographic sorties forthe Navy. (Cows Cory) ‘Opposite: A fight of 772 Sqn Wessex Mk Is overlying Portland Bill lighthouse, After 771 Sqn moved to Culdrose, 72 Sqn was formed up ‘with six Wessex Mk Is'until these were repiaced ty the Mk on 5 September 1977. (crown Cope) By 1967 the Carriers were beginning 10 conver: to el Wessex HAS Mk 3 and it was found that the larger equipment in the rear cabin would not allow for aq Rexibily of room needed forthe SAR role. I vs al decided that the Fleet Carriers such as HiMS Eup Victorious, Hermes and Ark Royal would continae i operate their own ship's Flight of 2 Wessex Mk Is. Thesg SAR Wessex Mk 1s were painted in the familiar Sait colours and stayed aboard their respective Cari, oa going, ashore. during refits and when their fixed Squatlrons deployed ashore. The Wessex MK 1 stayed the Carrier SAR helicopter until the end ofthe fixcd-wing Carriers. ‘The Royal Navy also operated shore based SAR Flight and in 1969 771 Squadron re-equipped with the Wesseg Mk 1 at RNAS Portland. Previously they hd beea ‘operating the Whirlwind and ran the SAR Flight together with their responsibilities of Fleet Requirements for Flag Officer sea Training and Rating Aircrew Training using IL Wessex Mk Is.te: The old and the new, A Wesex Mk 5 from 771 Sgn winches Gree he Archbishop of Canterbury in November 1987. watched by Seu King M3 which replaced the Wessen in March 1988 {Lette Non RNAS Cs) “Top: A Lee-om Solent Wessex rturs to the light ine in October 1967 “Toe Wessex wile missed bot by 772Sqn and 71 San, The record for faving ves well known, with 9 tts of Se8 SAR tskings own tetween 1983 and TORE ck Ale) Bottom: A 71 Sqn Wessex HU Mk 5, RNAS Culdrose, Cornwall. (NAS Care) On 4 September 1974 771 Squadron moved to RNAg Culdrose, where they are today. In March 1979 the Squadron re-equipped with the Wessex Mk 5. 79 Squadron was not only responsible for the SAR commige ment at Culdrose but also provided training for thove destined for Search & Rescue duties, involving the Winchman and SAR Diver training course. For a time the Squadron was also responsible for the conversions of Pilots to the Wessex Mk 1. The SAR Divers course at Culdrose is an important factor in the success of the Royal Navy SAR helicopters and is unique to them. SAR Divers attend a 4 week Ship's Divers course covering day and night training at HMS Vernon, Portsmouth, before going to RNAS Culdrose for the 5 week SAR Divers course Here they train how to work from a helicopter and dive, including jumping 40 feet from a helicopter. These divers who work totally unattached to the helicopter, without back up, train how to get crews out of submerged aircraft and helicopters. The Navy SAR divers proved how invaluable they were during the rescue of the crew from Drum which capsized in the Channel. As 771 Squadron moved to Culdrose 772. Squadrom reformed at Portland with 6 Wessex Mk Is to continue with the Fleet Requirements role and the Portland SAR) Flight. In 1975 the Squadron increased its strength to eight Wessex Mk Is and in 1976 these were replaced by the Wessex Mk 5. 1977 saw the Squadron becoming respon sible for the Parenting of three Wessex for the Ship's Flight/Helicopter Delivery Service (HDS) roles. These ‘Ship's Flights’ were primarily to serve the RFA ships Regent, Olmeda and Resource, but they also parent any ship requiring a Wessex helicopter Flight. The Squadron tasks at Portland continued with the Support of the Flag Officer, Sea Training (SOOTAX service), Flight Deck and Helicopter Control Training, VIP movements, some small ships fight support and RFA Sea Acceptance Trial and work ups. After the Falklands in 1983 772 Squadron became responsible for the SAR Flight at Lee-on-Solent and detached two Wessex for SAR duties. The Squadrom at the time passed the responsibility of parenting Ships Flights to 845 Squadron based at RNAS Yeoviltom[elow: A. 1987 fiypast celebrating the remaining Wessex of 771 Sqn, ‘Shortly afterwards W20 went off to RAF Wroughton and W2S ditched {nto the sea at Portieven in October, 1987. (RNAS Castro) Right: One of the last Wessex operated by 772 Sqn undertakes a SOOTAX task onto the foredeck of HMS Southampton in February 19S cate Aten The Lee-on-Solvent SAR Flight disbanded before 4 Falklands Conflict and the responsibility of Portly Military SAR fell on the Wessex remaining with Squadron during the Conflict period. The Squadron , Flight detached to Lee-on-Solvent operated a dawn dusk service on a three minute readiness basis covered an area that stretched from Start Point to Bagh Head on the South Coast and north up to Birmingham. In July 1986 845 Squadron, when they re-equipped f the Wessex to the Sea King Mk 4, passed over the shi Parenting tasks back to 772 Squadron and on the return RFA Regent from the Persian Gulf in November 1987 thig role was suspended 781 Squadron operated a mixture of rotary and fixed wi aircraft acting as the Royal Navy's air communicati service. The Squadron operated two VIP Wessex HU 5s known as ‘Green Parrots’. They got the name f traditional livery, appropriate to a Commander Chief and these Wessex could carry up to five passengers. The Squadron disbanded in 1981 Both 771 and 772 Squadron re-equip with the Sea King the Spring of 1988. 771 Squadron will begin to operate. ‘Sea King Mk 5 and 772 Squadron will withdraw its S Flight (Wessex) and operate the Sea King Mk 4 fro Portland in the Fleet Requirement and SAR roleSquadron based at RAF Finningley has been ing SAR helicopters since 1955 and today operates sssex HAR 2 (HC Mk 2) in both the Air and Sea and Mountain Rescue role throughout the UK. ist Flight to convert to the Wessex from the Whitehead jumps down as the ground crews prepare the aircraft diate callout, Each RAF SAR ight has the backing ofa east four ground crew. They all keep the yellow Wessex in immaculate (eck Alen) Royal Air Force Search and Rescue Whirlwind HAR Mk 10 was °A’ Flight based at RAF Chivenor in 1981, With its Headquarters Squadron and Engineering Wing at RAF Finningley the Squadron operates 20 Wessex in five detached Flights of two aircraft. The Squadron Flights are self sufficient under aking normal maintenance checks only returning their helicopters to the Engineering Wing for the 400 hour servicing intervals. As a Wessex is returned to the Engineering Wing the Flights draw a zero houred Wessex in return,‘Above: A 22 Sqn Wessex picking up a man from a dinghy at the School (f Combat Survival and Rescue, 1984. (AF Mscom Right: The engineering wing at HO 22 Sqn RAF Finningley is responsible for all the major servicing and repairs to the twenty Wessex ‘operated by the SAR Squadron. (ek Alen) ‘Opponite: 22 San operate twenty Wessex HAR Mk 2s, with five flights ‘operating two Wessex each. Three are held a spares and the remainder fate operated by SARTU at RAF Valley and the engineering wing st Finningley.cacice Aten system. The RAF helicopters operate with a crew of three: one Pilot, a Navigator/Winch Operator and a Winchman. The Search and Rescue Training Unit (SARTU) based at RAF Valley operate 5 Wessex and with 15 Pilot/Crewmen Instructors is responsible for training RAF Crews in the SAR role. Other than training. potential SAR crews for 22 Squadron, they also rain all RAF Helicopter Pilots in the basics of over water hovering and operations. These students, usually come: from the 2 Flight Training School at RAF Shawbury and: spend around 10 hours training with the SARTU. The RAF SAR aircrewmen are cross trained in the winchmanl winch operator role undertaking a 10! week course before being accepted for SAR duties.‘The RAF SAR Wessex rescue people from the coastline, cliffs and ‘mountains. They are all trained at SARTU for both over-water and ‘mountain fying techniques. The RAF operate both day and night SAR ‘cover, with some crews carrying night Vision equipment. (Pat Alen) 1k was thought that the military SAR operations coyg by both the Royal Navy and Royal Air Force woulg privatised, but it has now been agreed that this val service will stay the responsibility of the Military Int “A’ Flight at RAF Chivenor were called out for 127 sor and over the thirty year period the Flight has reco 3,853 call outs over 2,096 being winching operations land and sea. This totalled around all the Flights plus Royal Navy SAR helicopters accounts for a tremen contribution. In 1987 the total SAR activity acco\ ted 1.494 sorties, the rescue of 903 civilians and 54 mili personnel (Navy/RAF SAR units) in the UK alone Secondary Roles & Search & Rescue Wessex Royal Navy 771 Squadron Portland June 1967 (Wessex Mk 1 Né 1969)-Sept 1974 771 Squadron RNAS Culdrose. Sept 1974-March 1! (HU Mk 5 March 1979-March 1988) 772 Squadron Portland. September 1974-March 1988 ( 5 September 197-March 1988 781 Squadron HMS Daedalus, Lee-on-Solent, June 1 March 1981 (VIP Green Parrots) HMS Daedalus, Lee-on-Solent Search & Rescue 1977-1982. Royal Air Force SAR Flights (Wessex) 22 Squadron RAF Finningley Nov 1976-Present Day. 22 Squadron detached Flights of Wessex HAR 2s at: RAF Chivenor ‘A’ Flight. RAF Leuchars ‘B’ Flight. RAF Valley ‘C’ Flight. RAF Leconfield ‘D’ Flight. RAF Manston ‘E’ Flight. RAF Coltishall “F' Flight (Changing from Sea King 10 Wessex) (Summer 1988)Wessex Trials & Development to and during its long service with both the Royal The Wessex was also regularly used by the Royal Aircraft yy and Royal Air Force the Wessex has undergone Establishment (RAE) at Farnborough and RAE Bedford. ice trials with the Fixed Wing Test Squadron at the ‘The Establishment operated several of the Marks and the plane and Armament Experimental Establishment, Wessex has contributed greatly to new cockpit systems ymbe Down, Wiltshire. and battlefield programmes for tomorrow's helicopters. military aircraft and helicopters undergo. numerous by the Squadron to test pre-service aircraft and ipment which requires Service acceptance prior to full production, This not only involves the airframe but any new weapons or electronic prototypes requiring jee acceptance, The Bedford based Wessex is well known for its work on the ‘glass cockpit’ destined for future battlefield and maritime helicopters such as the EH IOI. The glass cockpit consists of a number of cathode ray rubes (CRTs) which displays relevant information to the pilot and is designed to reduce Pilot workload during high workload phases such as nap of the earth flying, HU Mk 5 XRS03 undergoing engine filter trials at Idris, North fea, August 1966. These ftes and the nose section became standard al Wessex. (Coun Cipynpt ABAFE Boxnnte Down)“Top: An carly HAS Mk 3 testbod showing the EKO lightweight adat Toren any punted speed indicator probe, November 1964 (Weta, ee Bon Bottom: A Wessex showing its capability of liting undersung loads aot stalin October 1959, The load is part of a Royal Engineers! humton) bridge made up of three Boas. Wesing, Pe Bae) Westland Helicopters retained a Wessex HU Mk 5 within the Company to be used for Trials. The Wessex was used in the early to mid-seventies to investigate the problems of Rotor Blade Icing. The Wessex was fitted with a Rotor Head Camera with four lenses which photograph all four blades at the same time. It also recorded information such time, height, air temperature and moisture concitions, The camera would record the build up of ice over the rotor blades and this information was used to develop the fnew generation of rotor blades and anti-icing techniques used in the Sea King and EH IOI helicopters. The Wessex wwas used in Canada and Denmark. Westland believe that their Wessex has some of the lowest airframe hours remaining on the Wessex Fleet Wessex operated by the Ministry of Defence (Procure: ment Executive) Establishments RAE Farnborough Hants. Wessex Mk 2 X1728. Wessex HU Mk 5 XS241 RAE Bedford Wessex HU Mk 241 Listed below are some of the Unclassified Wessex Trials that were undertaken by the Team at the Fixed Wing Test ‘Squadron. They cover the pre-production and in service Wessex of all the Marks (Wessex Has 1 Wessex Mk 1y Wessex Has Mk 3 Wessex HC Mk 2, Wessex HU Mk 5) and both the Royal Flight Wessex HCC Mk 4s) Wessex Trials Fixed Wing Test Squadron ‘A & AEE Boscombe Down Wiltshire Date AirframeTrial Jun 59-May 60 XL729 XM30L XM326 Performance & Handling Oct 1959 XM 301 External Loadiifting of ca:20 Feb 60-Sept 61 XM328 Radio Jul 60-Aug 60 _XM330 Tropical at Idris, N. AfricXM330 Carriage by Beverley Transport Pin May 63 XM330 Armament Trials XM300 Autopilot May 60XM3W) Autopilot XM330 High altitude at Savoie, France XM327 Flight control systems XM837 Electrical De Ieing, Uplands AFB Canada ‘XM330 Tropical in France, Malta, N. Africa 26 Handling-Governed Rotor XM331 Fluid De Icing Uplands Canada XM330 Tropical Engineering. Malta XM328 Night Instrument Trials XM299 XM728 Preliminary Engine Handling was a converted Wessex | fitted with a pair of Gnome D. Ge 1 1050 shp engines and Type 10 ‘gearbox. Mar 63. XM874 Radio Nov 63 XRS8S XS241 XS241 XR588 Engine Handling XRS8S, XR505 External Loads XR404 XS241 XR497 XR498 XRS05 Navigation/Radio XR478 Tropical Nav/Rad, Idris Heavyweight Trials Engine Handling Feb 64 XS241 Armament Mar 64 XS241 Radio Mar 64 XR497 Cold Weather, Uplands Canada XLS88 XR404 XS241 Engine Handling Mar 65 XS506 Cold Weather, Churchill Canada XT255 Autopilot, Autostab, Engines Sep 65 XR241 5 Blade Rotor Trials Nov 65 XRS88 Tropical Engine Trials Vehicle Towing Jan 66-Mar 67 Engine Trials Gazelle Mk 165 NB: 836, 255, 256, 257 were development aircraft and 834 was a production Mk 3 un 66-Sep 66 XS679 Radio Jul 66Mar 67 XT257 XM&34 XM836 Radio and Armament ‘Aug 66-Sep 66 XRSO3 Engine Filter Idris Atrica Mar 66-Mar 67 XM331 XM836 XM834 XT257 Navigation Equipment March 1967 XT484 Deck Landings on RFA Lyness Jan 67-Mar 67 XM834 Engine Handling Jun 67-Oct 67 XM919 Navigation/Radi Performance, Handling at El Centro, USA April 68-May 68XS484 Radio Oct 68 XS484. Radi Feb 69-Jun 69 XS679 Radi Mar 69-Jun 69 XV732 XV733. Nav/Radio Trials on both Wessex HCC Mk 4 for Queen's Flight Feb 70-Apr 70. XS482_Icing Trials, Uplands Canada Feb 70-Mar 70 XP137_ Icing Trials, Uplands Canada Winter 70/71 XS482 XS484 Winter Trials Uplands Canada Feb 71-Aug 71 XS482_ Winter Trials, Norway Winter 71/72 XS482_ Winter Trials, Norway Winter 73/74 XS482 X1762_ Winter Trials, Norway Winter 74/75 XT762 XT482 Winter Trials, Norway and Denmark Overleat: This Wessex HU Mk 5 belongs to Westland Helicopters and has the lowest airframe flying hours of any remaining Wessex aitcraft The helicopter was used asa tral airera, testing de-icing equipment in Canada and Denmat torhead camera photograph ll lads at ‘once showing any ice build up. (Wests)Right: One of two Wessex operated at RAF Fat future helicopter equipment. RAF Bedford al ‘Wessex, XS241, which has been recently researching into technology. (RAF unbocuah) tes 4 similar pit Below: XS482 was used by ANAEE Boscombe Down from 1970 0 19 ray and Canada ina variety of icing trials inWestland Wessex 60 In the early nineteen sixties Bristow Helicopters Ltd were Jooking for a capable all weather helicopter to replace Some of their existing fleet which included the Westland Widgeon and Whirlwind. UK offshore oil exploration was expanding with the opening of oil and gas sectors further from the mainland which would require the support of a capable and safe helicopter (Aficr three unexplained fatl accidents, Bristow Helicopters decided 10 Withdraw the let from revenue lights. On 13 August 1981 the feet was rounded and the remaining Wessex operating in Nigeria were ferried cron the Sah rer returning to the UK in November 198 Bristow Helicopters Limited With the success of the twin engined Wessex which had just entered service with both the Royal Navy and the RAF the turbine powered Wessex was ideal for offshore support work. The Wessex with its coupled powerplant and power reserves made it ideal for overwater operations and suitable for operations at high altitudes and in high ambient temperatures. This was particularly attractive to Bristow Helicopters in their world wide commitments and for operations over built up areas, and night or adverse weather flying.‘A Wessex 60 at North Denes. (Brow Hehten 1) Bristows’ North Denes base with both the Whirlwind and Wessex 60 on the line. Bristows operated the Wessex 0 from North Denes between April 1966 and September 1981. cb The Wessex 60 was intended to support both the UK ane overseas oil and natural gas exploration taskings so this adverse weather, twin engined capability made it ideal For operations in remote areas the Wessex had already proved itself within the services operating out of Borne and Aden, With its long range tanks fitted it allowed th Wessex to service rigs anything up to 230 miles from land The Wessex 60 was based on the Royal Air Force Wesse HC Mk 2 but with a host of extras to make it compatible {or civil operations. This included a full VER/IFR avionics fit to allow the helicopter to operate to the British Grou ‘A’ Public Transport Standards under both Visual an Instrument Flight rules. The Wessex 60 was designed carry 10 passengers in comfort or 16 in the utility role. | was also capable of taking eight stretchers, two sittin casualties and a medical attendant. The helicopter wa also ideal for the carriage of freight both internally « underslung.Wessex 60 Operating History. 1965-August 1981, First operated at Tetney, October 1965. ‘Throughout its seventeen years’ service with Bristow Helicopters Ltd, the Wessex 60 was updated with a large number of additional equipment used in its varied roles within the Company. These items included: Collins SIR-8A, King KTR900 VHF TX/RX radios, Installation of KDF8 00 ADF 2-ATL WX002 Nav aid Installation of Dukane Beacon, trial fit of Marconi Heli Teli, Primus 21 weather radar and Decca Mk 19. Bristow Design Department also produced many modifications to the helicopter throughout its service including some o} following: additional lighting for night winching, ILS switch box modification, fitment of adhesive tape to leading edge of the main rotor blade, prevent inadvertent operation of cabin door jettison handle, reposition of the primary switch on the transmission deck and new cable runs to avoid battery corrosion, to name but a few. The Bristow team at Redhill in Surrey also converted a Wessex 53 built for Ghana into a Wessex 60, The Wessex 60 began its service with Bristow Helicopters at Tetney, near Grimsby on the UK east coast in October 1965 and from Great Yarmouth (North Denes) where up to six Wessex operated serving North Sea gas and oil rigs. The Wessex soon found its capabilities in use with Bristow helicopters throughout the world. Its twin engine performance and long range made it ideal for exploration work. This included jungle operations in South America. The expertise of the Bristow aircrew, many of whom w: ex-military, came into its own. Many of the operations deep in the jungle could only be supported by helicopters as no roads existed, This would include the Wessex having to fly in portable accommodation units, drilling equipment and then re-supply the teams during operations The Wessex worked throughout the Bristow area of operations not only in the offshore support sector but also in the commercial AD Hoc role and in the Flight Training School at the Company Headquarters, Redhill, Surre The Wessex 60 with Bristow Helicopters undertook almost 6°" conceivable commercial task around the world, and wc for construction. (nsw NekoOpposite: A Wessex 60 being tort Samson and Barrow I petroleum contracts (8 ipped wo Australia in 1970 for operations nd for the Water and Woodside offshore ‘One ofthe frst Wessex 6s onthe ol rig Sea Gem, October 1965. By the tend of their work-wide service in 981, Bristows’ Wessex 60 had flown $ total of 141,128 hours, carried 1,500,318 passengers and 86,908,646 Tb (of Freight. (Wotan. Peter ten UK Operat October 1965-AugusvSept 1981. Bases at (Various), Blackpool (Hydrocarbons), Haverfordwest South Wales (Various), North Denes (Amoco/Vai Oil/Gas Support), Paull (BP), Pembroke Dock (Sheil), Peterhead (BP), Redhill, Surrey (Flight Training Sc AD Hoc), Scarborough (Burmah/Amoco), Isle of Aberdeen (MOD), | Southampton (Hydrocarbons), Sum (Various), Sunderland (Various), Tetney (BP/Burm: Europe February 1966-July 1974, Esbjerg, Denmark (Gulf), Cork, Eire (Marathon), Germany (Mobil), Holland (not recorded), Las Palmas (Conoco and ship support),ryOpposite: Bristow helicopters were regularly used for publicity stunts, Afriew incloding “lying” the one millionth export Ford Cortina to Belgium (tow Help i October 1968-August 1981. Ghan s), Guinea Bissau (Esso), Mauritania (Esso), Nigeria Port ‘and Warri (Shell Oil from Dec 1970-Aug 1951). South Africa, Durban (Shipping servicing, supp changes at sea). : Australia dates: October 1967-Aug 1981 Barrow Island (Wapet), Broome (Woodside Offshore Petroleum/BOC), Ceduna (Cutback Shell), Jandskot (Phillips), Karratha (Woodside/Hudbay), Port Hedland Stirling OWBP), Port Samson (Bocel(Woodkice)) Tasman (Woodside/Bocal), Wyndham (Arco), Perth (Bocal/Wapes)ees Above: Bristow Wessex ls were used in ship support duties, including ferrying tanker cleaning specialists 10 tankers in the ocean. Las Palmas I9T-72. Crow Heo) Right: The one millionth Ford Cortina being carried for a Ford Motor Company publicity stunt 08s t0 Belgium Opposite: A Wessex 6 in the new Bristow liver, introduced during the early 1970s, operating for the construction industry in the early 1980s Asia July 1970-February 1980, Bangladesh Dhaka (Crown Agents), India Bhubaneswar (Natomas), Indonesia Natuna (Agip/Continental), Duri (CPI), Djambi (Total), Malaysia Kuantan (Conti Conoceo), Miri (Shell), Trengganu (Esso), Phillipines Manila (Bophil), Thailand Nakhon (Conoco), Songk hla (Triton), South America April 1970-January 1977 Equador (Minas/Anglo), Guyana (Shell), Surinam (Ff), Trinidad (Deminex). Middle East October 1971-February 1977 Das Island Gulf (Superior), Muscat (Wintershall), Yemen. (Shell)clef off St Anne's Head, Wales. This was Opposite: Lighthouse keeper relic of St Ai Dut of the Bristow's Trinity House contract. (West) ‘A Bristow helicopter with an early “round nose’ landing at Battersea Heliport, London, 1965. After trials withthe forces, the Wessex nose was replaced by the now familiar upturned ust nos Although the majority of these Wessex operations we support of the Oil industry in its offshore support role Wessex was regularly tasked to undertake various + associated with geophysical and geological surveys, res aerial cranework and exploration. These duties req the dedicated support by Bristow helicopter back crews, and maintainers who often had to work in som the most inhospitable regions, Although many of engineers were ex-military, Bristow helicopters tra their own technicians to repair, overhaul, inspect test the complex components and equipment of ti helicopters. For its work in the Far East and Australia t Wessex 60 was suited to operations in those hot clin conditions. This was an important consideration contract such as the ‘Woodside Offshore Petrol Company’ contract at Port Samson, Tasman and Broc The single engine performance characteristics of Wessex 60 enabled the Maximum Certificated Weie! 6,169 kg (13,600 Ibs) to be maintained in temperature to 47°C at Sea Level and meet the one engine inoper: performance requirements of the Development Ch: Standards, engine landing on an offshore installation, and there! if there was a second installation or vessel suitably loc: it would allow an ‘offshore’ diversion policy to be use opposed to carrying the fuel necessary to divert to a base alternate. Dependent on ambient conditions range this offshore diversion policy could result significant increase in payload during these offs support tasks, For the Australian contract the Wessex 60 had following Radio/Navigational equipment fitted standard; 2 x HFISSB Radios (Sunair ASB 100 with Spilst Aerial) 2 x VHF Radios (King KTR 900) 1x VORIILS/GS & Marker Beacon (RCA AVM 21 2 x ADF (King KDF 800) Radar (RCA Primus 21) Radio Altimeter (TRT AHV8) DME (Van 5) VHF Homer (Chelton System 7) Cockpit Voice Recorder (Fairchild A100) The Wessex 60 allowed a deliberate sing in the les ue, red up of the ned andAbove: Outside County Hall, former home of the GLC. Bristow helicopters were a familia sight above London in the late 1970s and regularly landed atthe London Westland heliport. nave leks ta) Right: The Wessex 60 was used by industry to undertake many tasks ‘Opposite: As part of their Trinity House contact, Bristow Wessex ts undertook lighthouse Keeper relief support duties around the UK. including the lighthouse off St Anne's Head, Wales, (estand ee By) Performance characteristics Offshore operations were: Max Gross Take-off Weight 6,169 kg Normal Cruise Speed (1000 feet at ISA + 15°C 95 kt Fuel Consumption 483 liar Fuel Capacity with external Aux tanks 2,140 litres The Wessex 60 was the workhorse of the Company ind totalled quite a record before it was grounded in 1931 After the third unexplained fatal accident on the 13 August 1981 the Company decided to withdraw the type from service and no more revenue flights occurred aiter that date. The remaining Wessex 60 which were operating at Port Harcourt and Warri in Nigeria were ferried back to the UK across the Sahara during November 1981 Of the ten Wessex remaining with Bristow Helicopters seven were sold to Westland and three were sold onto Turbine Support Limited on the Isle of Wight. Within Bristow Helicopters Ltd the Wessex was replaced by types such as the Bell 212, Super Puma (Tiger) and S-61s, for the AustralianWestland Wessex 60 Bristow Helicopters Ltd. Total built by Westland Helicopters Ltd ~ 15. One conversion by Bristow Helicopters from Wessex 53, Service Dates: October 1965-13th August 1981 Standard Equipment The Wessex 60 was designed as a 16 passenger seat helicopter, powered by two Rolls-Royce ‘Gnome’ Mk 660, 1350 s.h.p. free turbine engines. Its specification made it cligible to hold a valid Public Transport Certificate of Airworthiness and a British Group ‘A’ Public Transport, certificate for both Visual and Instrument Flight Rules, ‘The Group ‘A’ performance ensured that the helicopter was safe throughout the flight envelope in the event of a single engine failure Radio Communication and Navigational Equipment. U/L FM Radio Transceiver 2/2 VHF Radio Transceivers (King KTR 905) 3/ 1 Automatic Direction Finder (KDF 805) 41 VORMILS/Marker Installation (Collins VIR 30) 5/ Decca Mk 15 Installation, Safety and Survival Equipment 1 Emergency Flotation Equipment 2/18 man Liferaft with Distress Beacon and Survival pack 3) Passenger Life Jackets and Crew Life Jackets with ARBE Beacons sonar Underwater Locator 2 Fire Extinguishers? First Aid Kits'Schermuly Fla Above: Bristow maintainers checking the eves at Great Yarmouth. Th twin engine was a great advantage for overwater ying Left: The Westland Wessex 60 cockpit was of a high specification. ond the helicopter was cleared for public transport group °A’ VERII' Aight. (roe Helper i)Wessex 60 Operating Figures Bristow Helicopters Ltd Year of Operation Fleet Numbers Total Hours Sectors Flown Passengers Freight Ibs 1965 3 153 135 763, 9545, 1966 5 2048 212 19307 662654 1967 7 4453 3320 41512 1116132 1968 9 4605 3390 39368 1880733 1969 10 5920 3440 449685 1263263 1970 ul 6355 sun 44831 6812711 1971 15 0192 10581 70792 16194185 197 4 13500 18782 117394 253600097 1973 Is 11393 12481 116709 3788245 1974 4 13064 13897 123203 8356778 1975 B 10110 12988 112031 3031858 1976 2 10015 28101 124628 2857666 1977 2 10518 286000 138409 3849814 1978 B 10656 26871 153396, 3163113 1979 2 10488 23074 134406 3042054 1980 m1 10950 28868 136216 3137472 1981 10 6208 16581 T1808 1777126 “Totals: (Ibs) 141,128 239,232 1,500,518 86,903,616 Bristows sold seven Wessex 60s to Westlands in 1981 and 3 to Turbine Support in 1985. ore UK- 3500 40004 Payload ys Radius of Action Offsh | IER 1 Grp: Pevtorman 3) Normal Crus Speed Mating Par Ward 1) AC Eup wth Fl een = 40 60 80 Radius of Action — Nautical Miles 1 100Special Equipment Ordered as Standard Ferranti Stability Augmentation System TER Electrics Antiicing Nose Door Installation Dual Pilot controls and Dual Instrumentation Rotorbrake Pilot and Passenger Intercommunication System Passenger Control system Cabin Soundproofing and Trim 16 Place Mulliner Park Ward Passenger Seats Cabin Heater Ply Board Protective Cabin Floorboards Fixed Fittings for the Cargo Hook and Rescue Hoist Cargo Hook Rescue Hoist Performance Characteristi Maximum Gross Take-off Weight 13,600 Ibs Normal Cruise Speed 100 kts ‘Approximate Fuel Consumption 840 Ibs/hr Fuel Capacity 2,450 Ibs For routine operations the Wessex 60 was limited for rotor engagement to gusting windspeeds not exceeding 45 kts, with a maximum constant windspeed for departure oi 53 kts. Weight Schedule Helicopter Prepared for Service Weight: VER IFR 9.450 Ibs 9,450 Ib Add: Crew 70 Ibs 340 Ibs Reserve Fuel and Minima 730 tbs Operating Weight 10,140 Ibs 10,520 Ibs Disposable load 3,460 Ibs 3,080 Ibs Weight comprising: Basic helicopter including all oils and usable Fuel: 8,650 ibs, Radio/NAV Equipment 156 Ibs Safety Equipment 280 Ibs Miscellaneous Equipment 355 Ibs (16 Passenger Seats) (Cabin Floorboards) (Flight Documents) (Cargo Hook) (Rescue Hoist) 800 Ibs total service weight 9,450 Ibs AA Wessex about to lift a 17 owt van at their base at Redhill, SurThe Westland Wessex HCC Mk 4 The Queen’s Flight The first helicopters to become involved in Royal duties were used to ferry mail between Aberdeen and Balmoral were two Royal Navy Sikorsky Hoverfly Mk Is which in Scotland, The Duke of Edinburgh first flew a helicopter. a Westland Dragonfly, during an Army visit in. March {One ofthe two Royal Flight Wessex HCC Mk its off fora tet fight at 4, is Westland Helicopters Lid. Apart fom the red and Koval ue very the 1953 and by 1954 it was agreed to equip the Royal Flight THCC Mi is obvious by the Toking steps below the cabin Sor with two Whirlwinds cing roe taneyPrince Philip duly qualified as a helicopter pilot with the Royal Navy in 1955 but it wasn't until the 23 February 1960 that the Royal Flight took delivery of two piston engined Whirlwind Mk 8s. In the preceding years Royal Flights were carried out by Naval Whirlwinds whilst a Dragonfly from the central Flying School, was used for crew training and providing flights. Between 1956 and 1968 a Royal Navy Dragonfly was used annually to deliver Royal Mail to HM Yacht Britannia during her visits to the Western Isles of Scotland In 1964 the Mk 8 Whirlwinds were replaced by two gas, turbine Mk 12s and these were eventually replaced by two Wessex HCC Mk 4s which entered service on 27 June 1969 at RAF Benson in Oxfordshire. The Wessex HCC Mk 4 was identical to the RAF HC Mk 2 except for the special VIP furnishings and additional navigation fit including the Decca rolling map. ‘The first task of the new Wessex was to operate at Caernarvon in connection with the Investiture of the Prince of Wales on 1 July 1969. In 1969 Princess Anne was the first member of the Royal Family to be flown to an oil rig by an aircraft of the Queen's Flight. In 1972 the Wessex was sent to Yugoslavia for the Queen's State Visit; this is the furthest afield the Queen’s Flight Wessex, have operated. The Queen Mother is also a regular traveller in the Queen’s Flight Wessex and in 1975 made the first flight by the Wessex HCC Mk 4 to an aircraft carrier at sea, In 1974 the Prince of Wales qualified as a helicopter pilot, and during his Naval career regularly flew Wessex HU Mk 5 (Red Dragon Flight) with the Commando Helicopter Squadrons based at RNAS Yeovilton. The Prince of Wales and the Duke of Edinburgh continue to maintain, their flying proficiency by flying themselves to and from engagements. By the mid-1970s the Wessex of the Queen's Flight were steadily increasing their taskings and in 1977, during the Silver Jubilee year, the Queen was flown to Northern Ireland by the Wessex on 10 and 11 August and it was the first time Her Majesty had flown by helicopter. In 1980 whilst operating in France the Prince of Wales accompanied by the Duke of Gloucester flew out to the: ‘Murchison oil rig, the most northerly rig at that time in the. North Sea and the first to be inaugurated by a member of the Royal Family. In 1982 the Prince of Wales became the first member of the Royal Family to make a helicopter flight from British to foreign soil when he flew to France, and also the first to land aboard a civilian ship, the SS. Canberra on her return from the Falklands. In 1984 Her Majesty the Queen made her second helicopter flight in a Wessex during her visit to Normandy on 6 June 1984 for the D-Day anniversary celebrations. ‘The Royal Flight Wessex not only carry the Royal Family, but are also used for the carriage of Government, Ministers and visiting foreign dignitaries. From 1970 to, 1980 the taskings of the two Royal Flight Wessex doubled as the engagements undertaken by the Royal Family increased. The Westland Wessex has been a successful VIP helicopter and together with the hard work from the aircrew and ground personnel at the Royal Flight, RAF, Benson, the two Wessex continue to undertake the increased taskings demanded of them. Within the very near future the Royal Flight Wessex are due for replacement but by early 1988 no decision had, been made. ‘The new helicopter will undoubtably be of Westland Helicopter Ltd manufacture and the front runners at the time of writing are the WS-70 Black Hawk fitted with RTM 322 engines, the Anglo-Ttalian EH-101 of a VIP Westland Sea King. The Westland Wessex HCC Mk 4 Built at Westland Helicopters Ltd Yeovil. 1968-1969 ‘otal built: 2. No XV732 and XV733 Service dates: Delivered to RAF Benson April 1969-To Date.Westland only sold the Wessex to three overseas customers. Although each Wessex was given a different Mark Number, they were all based on the Wessex HC Mk 2 and were similar, except for minor differences ordered by the customer. Iraqi Air Force Wessex Mk 52 The Iraqi Air Force took delivery of 12 Wessex Mk 5: between April 1964 and February 1965 and as far is known the helicopters remaining after attrition are still owned by the Air Force. Wessex HC Mk 2 Export Ghana Air Force Wessex Mk 53 In 1966 the Ghana Air Force took delivery of two Wessex Mk 53 to be used in the VIP and other support duties. The Air Force later sold their Wessex to a civilian operator (Bristow converted one to a Wessex 60) Brunei Wessex Mk 54 ‘The Mk 54 was delivered to Brunei in January 1967 and like the Wessex Mk 53 was sold to a civilian operator. ‘One of the first Wessex Mk 52s test ying at Westland prior to delivery to the Iragi Ai Force, February 1968, (Wevan, Por Baten)Serial XM 299 300 326 329 331 833 838, Mark HC2 HAS I HAS 1 HAS 1 HAS 3 HAS 3 HAS | HAS | HAS | HAS | HAS 1 HAS 1 HAS3 HAS 1 HAS 1 HAS 3 HAS 3 HAS | HAS 3 HAS 3 HAS 1 HAS 3 HAS 3 HAS 3 HAS 3 HAS I HAS 1 HAS | HAS | HAS | HAS I HAS I HAS I HC2 HAS 3 HAS 1 HAS3 HAS | Wessex Airframes Location Farnborough Farnborough Portland Lee on Solent Lee on Solent Lasham (S.W.A.P.S.) Lee on Solent Predannack Predannack Lee on Solent Lee on Solent Lee on Solent Lee on Solent Culdrose Lee on Solent Yeovilton Fleetlands Farnborough Lee on Solent Lee on Solent Culdrose Predannack Lee on Solent Predannack ‘Yeovilton Lee on Solent Lee on Solent Lee on Solent Culdrose Lee on Solent Culdrose Fleet ATC Culdrose Portland Lee on Solent Abingdon Manadon Lee on Solent 1984/1985 Comment Ex RAE, Yeovil In Store ~ °0" Shed ‘615/PO", Dump “533/PO", 771 Sqn Ex Fleetiands Ex Wroughton 405/LN' Ex Wroughton ‘510° Ex Wroughton “405° Ex Wroughton Ex Wroughton * Ex Wroughton Y Ex Wroughton ” Ex Wroughton Ex Wroughton Ex Fleetlands Fire Dump Ex RAE Thurleigh “403° 171PO" ‘S21/P0" “665/PO" “Humphrey” Ex 737 Sqn ‘STAICU ‘524°, Dump “087” “SAH 20° ‘S220 “047R "SAH 24°, ‘S21/CU" Ex Farnborough “655/PO" ‘655/PO" “SI7/PO" A2684 A2640 A2680 A268 A2650 8653M AZ107 A2648127 Predannack » - 128 Lee on Solent "43710" A2670 862 Lee on Solent ‘650/PO" - 863, Duxford (IWM) Ex AAEE, - 865 Lee on Solent 529/CU' A2604 866 Lee on Solent 520/CU" A2705 867 Lee on Solent A2671 868 HAS 1 Fleetlands Gate Guardian 2691 Seafield Park ‘S08/PO" 2649 Odiham 72'Sqn ‘Ar 8457M. Fleetlands ‘STICU" 2666 Lee on Solent 5251CU" A2686 Lee on Solent 23/CU A2695 Culdrose S16/PO A2687 Lee on Solent Bs A2683, Yeovilton 046/CU" A2675 Lee on Solent S241CU" 2696 Lee on Solent S27ICU" A2685 Culdrose S14/PO" 2690 Fleetlands FAA Travelling Airframe - wlisle Ex ETPS, = Lee on Solent Ex AES A2615 Halton Ex AAEE, 719M. Lyneham Ex Thorney Island 016M. List compiled by Fit Lt R A Smith The Wessex Mk 53, one of two operated by the Ghana Air Force in ‘The fist Right of one of two Wessex Mk Sts in late 1966, January 1966, (Westin. Poe ten) (estan, Por BatenA. Wewex Mk 52 ofthe Iragi Air Force, Match 1968, (Weta, er Bates)Airlife Publishing Ltd., Sree cepa) SYi WE, et