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Westland Wessex

From Alfawiki
Westland Aircraft (later Westland Helicopters)
IndustryAerospace, rotorcraft manufacturing
Founded1935
Headquarters
Yeovil
,
United Kingdom
ProductsHelicopters (including Westland Wessex)

Overview

The Westland Wessex represents an early example of a turbine-powered helicopter, manufactured by the British rotorcraft company Westland Aircraft, later known as Westland Helicopters. It was developed under licence as a turbine-engine adaptation of the piston-driven Sikorsky H-34.

In the mid-1950s, Westland collaborated with the American helicopter producer Sikorsky Aircraft to showcase an S-58 model in the UK, aiming to attract potential buyers. Following a successful contract with the Royal Navy (RN), Westland introduced several design changes to the original S-58 before commencing mass production domestically. A significant alteration involved replacing the original piston engine with a turboshaft powerplant; initial versions featured a single Napier Gazelle engine, while subsequent models were equipped with twin de Havilland Gnome engines. This transition to turboshaft propulsion enhanced payload capacity and contributed to lower vibration and noise emissions.

The RN officially adopted the Wessex in 1961, marking its first helicopter specifically designed for anti-submarine warfare. Various iterations of the aircraft emerged, including improved anti-submarine variants that allowed earlier Wessex HAS.1 units to be reassigned to search and rescue (SAR) roles, as well as a specialized battlefield transport version known as the Wessex HU.5. The HU.5 featured two Gnome engines, effectively doubling the power compared to the HAS.1’s single engine. The Royal Air Force (RAF) also procured the Wessex for troop transport, medical evacuation, and close support operations; it was notably the RAF’s first helicopter capable of instrument flight, enabling night-time missions. The Wessex was also exported to several foreign military operators, including the Royal Australian Navy, the Brunei Air Wing, and the Sultan of Oman's Air Force, among others. Additionally, a limited number of civilian versions were produced. Within British service, the Wessex maintained an operational lifespan exceeding four decades, with final retirements occurring in 2003.

Background

File:Westland Wessex HAS3 XT257 Cockpit.jpg
Cockpit

During the early 1950s, Sikorsky introduced the S-58, an enhanced model of the earlier S-55, which had been adopted by the United States as the H-19. The U.S. Navy placed an order for the S-58 in 1952, designating it as the HUS-1, followed by contracts from the Army in 1955 under the H-34 designation and from the Marine Corps in 1957, also as the HUS-1. In 1962, these various designations were unified under the H-34 label, with additional prefixes and suffixes applied according to the U.S. military's naming conventions. Prior to this, Westland had produced its own variant of the earlier S-55 model known as the Westland Whirlwind.

In 1956, a U.S.-manufactured S-58 was sent to the United Kingdom to serve as a prototype for Westland's development efforts. Originally fitted with its Wright Cyclone engine, this aircraft was demonstrated to British military forces, which subsequently placed an initial order with the Royal Navy. For British production models, the original powerplant was replaced with a single Napier Gazelle turboshaft engine, resulting in a lighter configuration by approximately 600 lb or 270 kg. This change necessitated adjustments to weight distribution. The first Westland-produced Wessex bearing serial number XL727 and designated Wessex HAS.1 completed its maiden flight on 20 June 1958. Deliveries of the initial production Wessex HAS1 helicopters to the Royal Navy's Fleet Air Arm (FAA) began in early 1960; notably, the Wessex was the FAA's first helicopter designed from inception specifically for anti-submarine warfare.

Operational experience demonstrated that the Wessex represented a significant advancement over its predecessor, the Westland Whirlwind. The incorporation of a modern gas-turbine engine provided enhanced payload capacity while producing less noise and vibration—attributes particularly advantageous for medical evacuation roles during flight. The Gazelle engine also enabled rapid startup times, improving responsiveness. Additionally, the Wessex was capable of functioning effectively across diverse weather conditions and during nighttime operations, partly due to its automatic pilot system. These characteristics that made it ideal for anti-submarine duties also contributed to its extensive use in search and rescue (SAR) missions.

Further development

File:HMS Intrepid by Nogginnog 2.jpeg
Two Royal Navy Wessex helicopters positioned on the flight deck of HMS Intrepid, 1968

The Wessex HAS.3, an enhanced version, replaced the HAS.1 in the anti-submarine warfare role, featuring upgraded radar systems, advanced avionics, increased engine output, improved navigation equipment, and a more sophisticated weapons suite; meanwhile, the original HAS.1 models were reassigned primarily to search and rescue (SAR) operations.[1] Additionally, a commando assault variant known as the Wessex HU.5 was introduced to serve as a battlefield transport helicopter. This model operated from the navy’s amphibious assault ships such as the commando carrier HMS Albion, facilitating the movement of Royal Marines.[2] Powered by coupled de Havilland Gnome engines delivering nearly twice the power of the initial HAS.1, the HU.5 variant also boasted significantly extended range capabilities, allowing operation under a broader array of conditions; during the 1970s, it began to assume SAR responsibilities as well.[1]

In its anti-submarine role, the Wessex could be fitted either with a dipping sonar system for submarine detection and tracking or armed with depth charges or torpedoes; however, a single helicopter was unable to simultaneously conduct both search and attack missions due to payload limitations. This operational constraint prompted the Royal Navy to seek a more capable platform able to perform both functions effectively, which ultimately led Westland to adapt and produce another Sikorsky-designed aircraft—the Westland Sea King.[3][4]

Beyond naval applications, the Wessex served as a versatile helicopter within the RAF for troop transport, air ambulance duties, and ground support operations. It was notably the first RAF helicopter equipped for instrument flight rules (IFR), enabling night-time missions.[5] Unlike the Royal Navy’s predominantly early single-engine Wessex fleet, the RAF required all its Wessex helicopters to be twin-engined—a key reason why it declined to incorporate former FAA Wessex models once the Navy transitioned to Sea Kings.[6]

United Kingdom

File:1980 06 24 II Dia 92 54 AAR.jpg
A Royal Navy Wessex helicopter in service during 1980

Overview

The Royal Navy was the initial operator of the Wessex, introducing the HAS.1 variant into active service in 1961. Pleased with its early performance but aiming for enhanced avionics and systems integration, they soon commissioned development of the improved HAS.3 model which entered service in 1967. Newer models were generally assigned to frontline roles such as anti-submarine warfare and commando transport missions, whereas older or less capable units were typically relegated to land-based search and rescue (SAR) tasks.[1]

The RAF began operating Wessex helicopters in 1962; those dedicated to air-sea or mountain rescue missions earned widespread recognition within the service and contributed significantly to life-saving efforts throughout their tenure. As part of routine readiness measures, several Wessex helicopters were maintained on constant alert during daylight hours to respond within 15 minutes to emergencies occurring up to 40 miles offshore from Britain’s coastline; at night this response window extended up to one hour.[7] SAR-configured Wessex units were also deployed overseas locations such as Cyprus.[8] The aircraft's handling characteristics were often praised as particularly well-suited for operations in mountainous terrain.[9]

File:Wessex Helicopter MOD 45107975.jpg
Personnel boarding a Westland Wessex during training exercises

Frequently employed on battlefields as a utility transport helicopter, the Wessex was capable of moving supplies and equipment as well as small groups of troops.[10] While its lifting capacity was less than that of the RAF’s Bristol Belvedere helicopters, it offered superior durability and required less maintenance; consequently, after Belvedere retirement at decade’s end, Wessex squadrons often assumed their support roles for British Army operations on an ad hoc basis.[11] In large-scale helicopter assault missions, Wessex units could be provided with escort coverage by RAF Hawker Siddeley Harrier aircraft.[12] From the late 1970s onward, troop transport duties gradually shifted toward the HC.4 variant of the Westland Sea King, although Wessex helicopters continued in this role into the late 1990s.[13]

Throughout its service life, deployments included extended assignments in Hong Kong and Northern Ireland where it supported internal security through transport and reconnaissance missions.[14] In Northern Ireland particularly, helicopters proved an effective alternative for resupply tasks compared to vulnerable road convoys; these operations necessitated equipping aircraft with various defensive systems and countermeasures against small arms fire and threats from shoulder-launched missiles.[15]

Queen's Flight

File:XV733.jpg
Wessex HCC4 XV733 fulfilling royal duties at Alton in 1992

The Queen's Flight of the RAF employed Wessex helicopters to transport VIPs, including members of the British royal family. In this capacity, these helicopters were designated HCC.4, closely resembling the HC.2 model but featuring enhancements such as a refined interior, upgraded navigation systems, and improved maintenance schedules. Both Prince Philip and then-Prince Charles were qualified Wessex pilots; on occasion, they actively participated as crew members rather than solely as passengers during VIP missions. The Wessex was eventually replaced in this role by a privately leased Sikorsky S-76 helicopter in 1998.

Wartime operations

File:Wessex HU5 XS510.jpg
XS510 Westland WS58 Wessex HU5 626 of 772 Squadron, photographed in 1995

An international crisis emerged in 1962 during the Indonesia–Malaysia confrontation when Indonesia challenged over the status of Brunei, which was excluded from the newly established Federation of Malaya. By February 1964, numerous RAF and Royal Navy helicopters, including Westland Wessex models, operated from bases in Sarawak and Sabah to support Army and Marine units combating Indonesian-backed guerrillas crossing the extensive 1,000-mile border with Malaysia. With much of their anti-submarine gear removed to reduce weight, the Wessex primarily served as a transport helicopter in the Borneo campaign, capable of carrying up to 16 soldiers or delivering a payload of 4,000 pounds directly to frontline positions. Alongside the Westland Scout, the Wessex became one of the principal utility aircraft during this operation; approximately half were based on land and rotated regularly with those aboard Royal Navy vessels offshore. These missions contributed to the Commando Helicopter Force earning its nickname, the Junglies.

Approximately 55 Westland Wessex HU.5 helicopters took part in the 1982 Falklands War, operating in the South Atlantic theatre. On 21 May 1982, Wessex HU.5s from 845 Squadron aided British amphibious landings on East Falkland. Throughout the conflict, they were extensively used for transporting and inserting British special forces units such as the Special Air Service and Special Boat Service. A total of nine Wessex helicopters (eight HU.5s and one HAS.3) were lost during these operations. Two HU.5s from 845 Squadron crashed on South Georgia's Fortuna Glacier amid a snowstorm while attempting to extract Special Air Service personnel; six HU.5s from 848 Squadron were lost when the container ship Atlantic Conveyor sank; additionally, an HAS.3 aboard HMS Glamorgan was destroyed after the ship was hit by an Exocet missile.

Retirement

The final units in UK service were phased out in 2003. These were the HC2 variants operated by the Royal Air Force.

Civilian operations

File:Westland Wessex 60 G-ATBZ Bristow N.Denes 07.06.70 edited-2.jpg
Wessex 60 operated by Bristow Helicopters at North Denes airfield, Norfolk, in 1970, providing support flights for the expanding North Sea oil sector

A civilian adaptation of the helicopter, designated the Wessex 60, was produced and delivered to several commercial operators, including Bristow Helicopters, recognized as one of the largest rotary-wing service providers globally. Bristow utilized these aircraft from multiple UK-based airfields and helipads to facilitate operations within the burgeoning North Sea oil industry until their retirement in 1982.

Australia

File:Wessex 92.jpg
An Australian Wessex helicopter in 1962

In April 1961, the Royal Australian Navy (RAN) declared its selection of the Westland Wessex as its primary shipborne helicopter and announced plans to acquire approximately 30 units to fulfill roles such as anti-submarine warfare, medical evacuation, and fleet communication tasks. The RAN officially accepted the first pair out of an intended batch of 27 Wessex helicopters in September 1963. The initial operator was 817 Squadron; the platform, equipped with its dunking sonar system, quickly established itself as the most effective anti-submarine asset within the RAN fleet.

The introduction of the Wessex marked a significant transformation for the Fleet Air Arm, facilitating the conversion of the aircraft carrier HMAS Melbourne into an anti-submarine warfare vessel. Standard carrier operations involved deploying a Wessex helicopter during fixed-wing aircraft launch and recovery phases as a protective guard; during anti-submarine patrols, one helicopter would remain airborne to actively monitor threats while another stood armed and ready for immediate deployment. This operational framework was also applied during troop transport missions conducted by HMAS Sydney in Vietnam throughout the 1960s. Additionally, search and rescue missions became a crucial function for the type; notably, several Wessex helicopters took part in relief efforts following Cyclone Tracy in Darwin in 1974.

Although too large to efficiently operate from most RAN destroyers, the Wessex proved well-suited for troop transportation from larger vessels such as heavy landing ships. By 1980, its anti-submarine role had been assumed by the more advanced Westland Sea King, relegating remaining Wessex helicopters to secondary duties including plane guard, search and rescue operations, and general utility transport. The type was ultimately retired from RAN service in 1989.

Warbird flight

In 2019, a single Wessex HU.5 that had been retired was brought back to airworthy status after being grounded for three decades. Following an extensive restoration involving 10,000 hours of expert work, the HU5 XT761/G‑WSEX resumed flight operations in Somerset, England.

Variants

File:ANMM-Wessex.jpg
A Wessex displayed at the Australian National Maritime Museum
File:G-AVNE Westland Wessex Mk60 (WS-58) (cn WA561) Bristow Helicopters. (5694298990).jpg
Wessex 60
Wessex HAS.1
Royal Navy model used for utility and anti-submarine warfare, later adapted solely for air-sea rescue duties; 140 units produced, with some subsequently converted to HAS.3 standard.
Wessex HC.2
RAF troop transport version accommodating up to 16 personnel; one prototype converted from HAS.1 and 73 manufactured.
Wessex HAR.2
RAF variants modified for search and rescue missions.
Wessex HAS.3
Enhanced Royal Navy anti-submarine variant featuring upgraded avionics and a radome on the aft fuselage; comprised of three newly built development aircraft plus 43 conversions from HAS.1.
Wessex HCC.4
VVIP transport configured for the Queen's Flight, with two units built.
Wessex HU.5
Royal Navy troop carrier capable of transporting 16 Royal Marines; total production reached 101.
Wessex 31A
Anti-submarine warfare variant operated by the Royal Australian Navy, with 27 units built and later upgraded to 31B specification.
Wessex 31B
Modernized anti-submarine warfare model serving the Royal Australian Navy.
Wessex 52
Military transport adaptation of the HC.2 designed for the Iraqi Air Force, with 12 produced.
Wessex 53
Military transport version of the HC.2 utilized by the Ghana Air Force, two units constructed.
Wessex 54
Military transport variant derived from HC.2 serving the Brunei Air Wing, with two built.
Wessex 60
Civilian adaptation of the Wessex HC.2, totaling 20 produced.

Notable accidents

  • G-ASWI – Operated by Bristow Helicopters, this aircraft crashed into the North Sea in August 1981, resulting in no survivors.
  • On April 22, 1982, during the Falklands War, two Westland Wessex HU.5 helicopters from 845 Naval Air Squadron collided on the Fortuna Glacier.
  • XR524 (RAF) – In August 1993, this helicopter suffered tail rotor failure over North Wales, causing a crash that claimed three of seven onboard.

Military operators

File:HMAS Melbourne (R21) with Wessex helos 1960s.jpg
An Australian Wessex helicopter in flight alongside HMAS Melbourne, with five additional Wessex helicopters positioned on the flight deck.

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File:Weastland Wessex HC2 (42020045014).jpg
Westland Wessex HC.2 exhibited in 2018
File:Westland Wessex HAS.3 XM833, NELSAM, 27 June 2015.JPG
Wessex HAS.3
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Civil operators

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Aircraft on display

File:Westland Wessex at the Fleet Air Arm Museum February 2015.jpg
Former Royal Australian Navy Wessex Mk31B exhibited at the Fleet Air Arm Museum
Australia
Germany
  • XR527 – HC.2 shown at Flugausstellung Hermeskeil in Hermeskeil, Rhineland-Palatinate.
  • XT670 – HC.2 also exhibited at Flugausstellung Hermeskeil, Hermeskeil, Rhineland-Palatinate.
United Kingdom
File:Westland Wessex HCC.4 ‘XV732’ (32468890384).jpg
Westland Wessex HCC4 XV732 adorned with Queen's Flight markings at the Royal Air Force Museum London
File:Westland Wessex at RAF Manston History Museum 1.jpg
Westland Wessex HU5 XS482 displayed at the RAF Manston History Museum, Kent, U.K.
File:Wessex (2400614630).jpg
Decommissioned Wessex photographed in 2008
  • XM328 – HAS.3 preserved at The Helicopter Museum in Weston-super-Mare, Somerset.
  • XM330 – HAS.1 preserved at The Helicopter Museum in Weston-super-Mare, Somerset.
  • XP142 – HAS.3 held in storage at the Fleet Air Arm Museum in Yeovil, Somerset.
  • XR525 – HC.2 displayed at the Royal Air Force Museum Cosford located in Cosford, Shropshire.
  • XR528 – HC.2 statically exhibited at Morayvia in Kinloss, Moray.
  • XR529 – HC.2 formerly served as the gate guardian for the RAF Aldergrove station; currently exhibited at Crumlin Road Gaol in Belfast, Northern Ireland.
  • XS481 - HU.5 displayed at the South Yorkshire Aircraft Museum, Doncaster.
  • XS482 – HU.5 shown at the RAF Manston History Museum in Ramsgate, Kent.
  • XS508 – HU.5 held in storage by the Fleet Air Arm Museum in Yeovil, Somerset.
  • XS511 – HU.5 on exhibit at the Tangmere Military Aviation Museum, West Sussex.
  • XS863 – HAS.1 preserved by the Imperial War Museum Duxford, Cambridgeshire.
  • XT466 – HU.5 statically displayed at Morayvia, Kinloss, Moray.
  • XT482 – HU.5 exhibited at the Fleet Air Arm Museum in Yeovil, Somerset.
  • XT486 – HU.5 displayed by the Dumfries and Galloway Aviation Museum in Dumfries.
  • XT604 – HC.2 shown at the East Midlands Aeropark, Castle Donington, Leicestershire.
  • XT761 – HU.5 maintained airworthy by Historic Helicopters based in Chard, Somerset.
  • XT765 – HU.5 stored within the Fleet Air Arm Museum collection in Yeovil, Somerset.
  • XT771 – HU.5 held in storage by Historic Helicopters located in Chard, Somerset.
  • XV720 - HC.2 utilized as part of a laser gaming course near Didcot, Oxfordshire.
  • XV728 – HC.2 exhibited at the Newark Air Museum, Winthorpe, Nottinghamshire.
  • XV732 – HCC.4 presented within the collection of the Royal Air Force Museum London, London.
  • XV733 – HCC.4 exhibited by The Helicopter Museum in Weston-super-Mare, Somerset.
  • WA0561 – Wessex 60 displayed at The Helicopter Museum located in Weston-super-Mare, Somerset.
Uruguay
  • XR522 – HC.2 preserved at Museo Aeronáutico Coronel (Aviador) Jaime Meregalli situated in Ciudad de la Costa, Canelones.

Specifications (Wessex HC.2)

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Noteworthy Film Appearances

In Stanley Kubrick's 1987 movie Full Metal Jacket, Wessex helicopters stood in for the visually comparable CH-34 Choctaws. The aircraft employed were Wessex 60 civilian models, a derivative of the Wessex HC.2, powered by coupled-twin de Havilland Gnome engines featuring a characteristic extended nose and a single large turbine exhaust on each side—features that differentiate them from the CH-34. The helicopter XT761 appeared in season 4 of The Crown, representing Tom Byrne as Prince Andrew during a visit to the Queen.

See also

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Citations

  1. ↑ 1.0 1.1 1.2 Cite error: Invalid <ref> tag; no text was provided for refs named rn mod
  2. ↑ McGowen 2005, p. 84.
  3. ↑ Plamondon 2010, p. 74.
  4. ↑ McGowen 2005, pp. 84–85.
  5. ↑ Royal Air Force Historical Society 2000, p. 83.
  6. ↑ Royal Air Force Historical Society 2000, pp. 95–96.
  7. ↑ Motum 1991, p. 201.
  8. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named crawford
  9. ↑ Royal Air Force Historical Society 2000, pp. 72–73.
  10. ↑ Royal Air Force Historical Society 2000, pp. 37–38.
  11. ↑ Ripley 2008, pp. 42–43.
  12. ↑ Royal Air Force Historical Society 2000, p. 42.
  13. ↑ Ripley 2008, pp. 43, 51.
  14. ↑ Royal Air Force Historical Society 2000, pp. 44–48.
  15. ↑ Ripley 2008, p. 44.

Bibliography

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External links

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