What is it about the Wessex that makes people so fond of it?
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I sort of remember that. I was at North Denes on the Wessex 60 at the time. I am not sure if it was an autopilot thing but Ben Breach (RIP) got quite badly burnt in the crash. I think it was on a test hover but that was 40 years ago and the memory aint as good as it used to be. Sadly it was Ben who lost his life in the Wessex off N Denes which signalled the end of the Wessex for Bristow
John
John
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Savoia
I will try to explain simply (the memory banks are a little cloudy). The Secondary servo pack is situated between the pilots at about shoulder height just above the main drive shaft running between the coupling gearbox and the main rotor gearbox.
It can be moved by the pilot or the Auto stabilizing System, the ASE has two (Civil) or three (Military) electrical servo motors which will move the pilot valve to help fly the aircraft.
With this arrangement a Stick Jump Check was called for by the Pilot on a daily basis. The Pilot did this and discovered a large stick jump. As the system was new the Engineer flying with the aircraft spoke with the engineers at North Denes and it was decided to adjust the pilot valves to try and eliminate the stick jump.
The impression that I got when I joined the Company 6 months later was that this was something new and unknown, the fault diagnosis in the Manual was a bit vague so they proceeded with an adjustment.
It would seem that a combination of errors, i.e. servo motor operating outside its proper range, a vague procedure, and an adjustment too great that when the secondary hydraulics was switched off the aircraft controls were outside their operating range and the aircraft crashed and burned. The Pilot and Engineer were both badly burnt but both returned to work after quite a long time recovering.
After this event a 7 day hard-over check (Tech. Memo 110) was started, a Hard-over box was developed and the inspection was expanded to the check that I referred to previously. When I arrived at North Denes I was able to increase the knowledge a little as I used to set these servo units up on the bench. The RAF had similar problems with their servo motors going outside their operating range so a programme was set up to study and improve the reliability of the units.
One must remember that at this time electronics was something new, some of us could not even spell electronics or avionics let alone understand it.
David Gash
It can be moved by the pilot or the Auto stabilizing System, the ASE has two (Civil) or three (Military) electrical servo motors which will move the pilot valve to help fly the aircraft.
With this arrangement a Stick Jump Check was called for by the Pilot on a daily basis. The Pilot did this and discovered a large stick jump. As the system was new the Engineer flying with the aircraft spoke with the engineers at North Denes and it was decided to adjust the pilot valves to try and eliminate the stick jump.
The impression that I got when I joined the Company 6 months later was that this was something new and unknown, the fault diagnosis in the Manual was a bit vague so they proceeded with an adjustment.
It would seem that a combination of errors, i.e. servo motor operating outside its proper range, a vague procedure, and an adjustment too great that when the secondary hydraulics was switched off the aircraft controls were outside their operating range and the aircraft crashed and burned. The Pilot and Engineer were both badly burnt but both returned to work after quite a long time recovering.
After this event a 7 day hard-over check (Tech. Memo 110) was started, a Hard-over box was developed and the inspection was expanded to the check that I referred to previously. When I arrived at North Denes I was able to increase the knowledge a little as I used to set these servo units up on the bench. The RAF had similar problems with their servo motors going outside their operating range so a programme was set up to study and improve the reliability of the units.
One must remember that at this time electronics was something new, some of us could not even spell electronics or avionics let alone understand it.
David Gash
Anyone happen to know if the Uruguayans are still operating the Wessex we sold them?
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Possibly the last Wessex still going?
Fantastic, thanks Andy - that one's definitely in my logbook and I might fly it again when I visit the Urugayan SAR set-up in November
Originally Posted by [email protected]
Fantastic, thanks Andy - that one's definitely in my logbook and I might fly it again when I visit the Urugayan SAR set-up in November
I notice that they seem to have dispensed with the pop out floats: even with good SE performance I think that I'd like them as a fall back
Originally Posted by fareastdriver
Every time i carried a car underslung it would spear into the middle of an airfield in front of a crowd.
The last car I dropped some years ago was from 1,000 ft. There was then time to do a tight orbit so everybody could see it going down. What was really impressive was the massive shock wave that radiated out across the grass; real 2nd WW bombing stuff.
Last edited by Fareastdriver; 27th Sep 2011 at 18:46.
Over on the Bristow Thread Industry Insider has been looking for S61's carrying various oil company titles. Albeit a Wessex this one bears her client's shield .. in this case Amoco. Then, on the previous page, (post 161) we had the RAF Wessex which wore Mobil Oil's logo in place of their squadron badge during Farnborough '64!
Westland Wessex Mk60 at Paris Le Bourget in the late 60's (Photo: Robert Roggeman)
Of course ASWI can only evoke sad memories for those who knew her and it is now 30 years since that fateful day in August when she met her demise:
Terribly sad. 
RIP
Westland Wessex Mk60 at Paris Le Bourget in the late 60's (Photo: Robert Roggeman)
Of course ASWI can only evoke sad memories for those who knew her and it is now 30 years since that fateful day in August when she met her demise:
"The Westland Wessex Mark 60 G-ASWI left North Denes airfield at 13:47 on Friday 13 August 1981 on a routine passenger and freight flight between rigs on the Leman and Indefatigable gas fields. The crew consisted of a pilot and a cabin attendant.
At 15:41, returning from the Leman field to the landing site at Bacton, the commander, Ben Breach, sent a distress message reporting that he was ditching due to engine failure. Three seconds later the aircraft was lost from radar. A Royal Air Force Search and Rescue Westland Sea King departed RAF Coltishall at 15:47, sighting floating wreckage from G-ASWI at 15:57. There were no survivors.
Efforts to recover the wreck were delayed, meaning that the wreck was beyond recovery by the time salvage operations started. There was insufficient evidence to explain either the loss of power or loss of control that caused the aircraft to crash. The inquest into the deaths of those on board recorded an open verdict."
At 15:41, returning from the Leman field to the landing site at Bacton, the commander, Ben Breach, sent a distress message reporting that he was ditching due to engine failure. Three seconds later the aircraft was lost from radar. A Royal Air Force Search and Rescue Westland Sea King departed RAF Coltishall at 15:47, sighting floating wreckage from G-ASWI at 15:57. There were no survivors.
Efforts to recover the wreck were delayed, meaning that the wreck was beyond recovery by the time salvage operations started. There was insufficient evidence to explain either the loss of power or loss of control that caused the aircraft to crash. The inquest into the deaths of those on board recorded an open verdict."
RIP
Wessex 2 sure had fuel jettison, check out AP 4723B-PN Part 1 Chap 3 para 16 and Part 2 Chap 1 para 20.
Only way to keep up with the Red Baron sometimes was to dump weight asap.
Only way to keep up with the Red Baron sometimes was to dump weight asap.
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bast0n,
It's approaching the 40th anniversary of my last flight in a Wessex 2 whilst on an exchange to the Crabs, but I seem to remember it did have fuel jettison. I'll see if I can dig out some old photos next time I'm home at the end of December.
It's approaching the 40th anniversary of my last flight in a Wessex 2 whilst on an exchange to the Crabs, but I seem to remember it did have fuel jettison. I'll see if I can dig out some old photos next time I'm home at the end of December.
Baston , yes the Mk 2s had fuel jettison but the 84 Sqn Wessex were Mk5s reworked to Mk2 standard and they retained the drop tank on the port side as well. An SBS officer suggested they could mount their canoe on the drop tank so we could fly them out and air-drop them!!! Barking mad.
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I must be getting old as at Farnborough '64 the HC2s did not have the jettison facility wot we had and I am not sure that they were fully folding. Nor did they have the purple Triumph Tina scooters...........!
Oh the joy of falling off and loosing all the pretty anchors from ones uniform as one skidded towards the oncoming traffic. Anyone remember the Crabs big flying Phoenix wot we knicked.........?
D
Farnborough '64
Oh the joy of falling off and loosing all the pretty anchors from ones uniform as one skidded towards the oncoming traffic. Anyone remember the Crabs big flying Phoenix wot we knicked.........?
D
Farnborough '64
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Built in hair dryer for passengers - when getting on/off :-)
My last memory was sitting in one on a pad at Bessbrook Mill. just after lift off an almighty bang and the pic dumped it on the ground. By the time we were allowed off, several techs looking curiously around the TR.
My last memory was sitting in one on a pad at Bessbrook Mill. just after lift off an almighty bang and the pic dumped it on the ground. By the time we were allowed off, several techs looking curiously around the TR.
D
Yep! your own words, you are getting old! In '64 the first Mk 2s did not have fuel jettison (the XS, XT and XV serials did) or blade fold experience within the squadrons, the tail fold was there(post mod 1025 '67)
... and the mobility scooters were for those who needed them it seems!
ps. your pictures (and mine) do not show Wessex 5s in those days with fuel jettison, so just what did you have to brag about in those days......?????
pps guess I'll accept a glass of that german white wine...
Yep! your own words, you are getting old! In '64 the first Mk 2s did not have fuel jettison (the XS, XT and XV serials did) or blade fold experience within the squadrons, the tail fold was there(post mod 1025 '67)
... and the mobility scooters were for those who needed them it seems!
ps. your pictures (and mine) do not show Wessex 5s in those days with fuel jettison, so just what did you have to brag about in those days......?????
pps guess I'll accept a glass of that german white wine...
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LSD
The 5 did have fuel jettison from the start but not the rubber tube and hinge extensions fitted later to stop covering the whole rear of the aircraft in fuel. You can see the pipes in the photo below. (if your old eyes are good enough...........!)
D
The 5 did have fuel jettison from the start but not the rubber tube and hinge extensions fitted later to stop covering the whole rear of the aircraft in fuel. You can see the pipes in the photo below. (if your old eyes are good enough...........!)
D