The unsung workhorse

Bob Archer looks at past operations with the ubiquitous Wessex in Hong Kong & Northern Ireland. Pictures by the author and Gary Parsons

The Royal Air Force currently has a sizeable body of its personnel and equipment situated overseas on a temporary basis, with largest contingent located in the 'sandbox' better known as the Middle East. These personnel rotate from their home stations in the United Kingdom for varying periods of duty. A couple of decades ago this was totally different, as the RAF had flying stations in Germany, the Middle East and the Far East, with personnel assigned for three-year postings in most cases. The Westland Wessex helicopter was one of the primary flying components of this overseas assignment, with 84 Squadron at RAF Akrotiri, Cyprus, and 28 Squadron further east at RAF Sek Kong in Hong Kong. Other Wessex squadrons remained in the United Kingdom.

The Wessex seemed to be in service for decades, and in reality, it was, as sixty-eight cargo versions were obtained for operations with nine numbered squadrons and four un-numbered support units. The first examples for the RAF, designated as the HC Mk2, entered service with 18 Squadron at RAF Odiham in January 1964, followed by 72 Squadron soon afterwards. As a youngster, I remember seeing the Wessex early in its career at airshows such as Farnborough, and as occasional visitors to RAF Northolt, the author's local airfield. Subsequently there were opportunities to visit RAF stations officially to enjoy the hospitality on offer, which sometimes extended to flying. In return for promoting the service to the general public as a method of recruitment, the RAF offered familiarisation sorties. While fast-jets were fun, opportunities to fly in these were not as prolific as sorties in support types. And helicopters were amongst the easiest to arrange.

HMS Tamar, the Royal Naval facility on the waterfront of Kowloon, with a Scout helicopter flying past. Tamar was the nerve centre of the British forces and civil service operation in Hong Kong.

28 Squadron was operating the Wessex at RAF Sek Kong, Hong Kong as the last squadron in the Far East, with its days numbered due to the planned closure of the station ahead of the Colony being returned to the People's Republic of China in 1997. The squadron had six helicopters assigned, although it was routine for at least one to be receiving maintenance or repairs at any given time. These Wessex (Wessii? Wessexes?) enjoyed the weather conditions commonplace in the region, which could range from stifling humidity in the summer months, to torrential downpours during the monsoon season. The Wessex took these weather phenomena in its stride, which could be more harrowing for the crews than for the mechanical systems of the helicopters themselves. The role of the squadron was to support the tri-service operation unique to the tiny Colony - this ranged from providing transportation for the various British Army units located within Hong Kong, to conducting ship to shore resupply for vessels sailing in the South China Sea. However, with relations between the British government and the Chinese authorities (located to the north of Hong Kong) being extremely cordial, the UK forces in the Colony were maintained on a reasonably relaxed basis.

Hong Kong here we come

In February 1993 RAF Strike Command Public Relations arranged for a number of journalists to visit the RAF in Hong Kong, and understandably the places on the trip were offered to the national media, including television and radio stations first, as well as newspapers. As the visit was for seven days, most declined the trip, thereby enabling the aviation media to be offered the remaining places. These were filled rapidly - although the author was not part of the visit. Nevertheless, my name was on the list as a reserve, and, as luck would have it, someone dropped out, and my name was elevated to occupy the final seat.

Hong Kong flewey

A pair of 28 Squadron Wessex flying in formation over a murky, mosoon-laiden sky off the coast of Hong Kong. High visibility white areas were applied to ensure the Republic of China border guards could easily identify the helicopters as being friendly.

A 660 Squadron Scout hovers close to the Pearl River, with the city of Shenzhen las a backdrop in the mist. Chinese guards observed the progress of the Scout to ensure no airspace violation, during the joint exercise with the Wessex.

A Wessex lands aboard the USS Nimitz in Hong Kong Harbour as a Scout hovers in the background. A rare experience for the British aircrews.

A trio of Wessex parked together on the small apron at Sek Kong.

The UK Ministry of Defence no longer operated a transport link of its own to the Far East, as the limited military presence did not justify the expenditure. With just one RAF helicopter squadron (as well as 660 Squadron, Army Air Corps, which was operating the Westland Scout also at Sek Kong) and a reduced number of Army ground personnel, the MoD reserved seats on the daily British Airways scheduled service from Heathrow to Kai Tak Airport. The group of national media, along with the aviation journalists and photographers met with the RAF host (in this case Tim Lewis) at Heathrow, and thirteen hours later were disgorged into the terminal at Kai Tak. A military bus took us to Sek Kong, which was a short drive to the northern part of the territory. The station commander and his squadron commanders met us, and introduced several of their officers over dinner - impressively fish n' chips, prepared by a Chinese chef!

Next morning the two flying squadrons had arranged an exercise to enable the visitors to familiarise themselves with helicopter operations, as well as the unique features of the Colony. The Wessex were flying cargo and equipment (including underslung loads) to a platoon of British Army soldiers located near the Chinese border, while the Scouts provided a means of transport for the photographers. Through determination and sheer hard work, 28 Squadron had all six of its Wessex operational, with these lifting off in formation at the same time as a trio of Scouts.

The mixed force of nine helos flew north to enable some wonderful aerial photography, despite the presence of monsoon season cloud which prevailed. As the Wessex continued to their final destination, our Scout pilot elected to fly along the Pearl River, which marked the boundary between Hong Kong and China. The huge city of Shenzhen laid just the other side of the river, with guards observing the progress of the Scout to ensure no airspace violation. As part of the exercise, the Scouts were to intercept and give chase to the Wessex, upon the latter's return. To allow an element of surprise, our pilot hovered his helicopter behind a hill, and charged down the side, just a few feet from the ground, as the Wessex came into view. Despite its age, the nimble little Scout managed to accelerate at a stomach-wrenching rate, and was soon on top of the lumbering Wessex. The helos all returned to base, to enable the crew and passengers to enjoy lunch. However, the transit back by the Scouts included an over flight of Kai Tak Airport - directly above rows of Boeing 747s, Airbuses and other assorted airliners, offering an unparalleled birds-eye view of a major international aerial gateway.

The afternoon's activities involved the Wessex crews demonstrating their search and rescue role. To enable this to be effective, the visitors were flown out to a small Royal Navy vessel sailing in Hong Kong harbour, and individually winched down to the stern of the ship. This caused much amusement, as everyone was required to wear bright orange immersion suits in case they fell into the sea. After a short time, the passengers were winched aboard and flown to a disused jetty where they were lowered for a second time. More photography and hilarity preceded reboarding the Wessex via the winches and the short flight back to Sek Kong.

By coincidence the United States nuclear aircraft carrier USS Nimitz was anchored in Hong Kong harbour. A visit was hastily arranged, with the interested photographers sailing to the huge vessel aboard the splendour of the captain's barge. A couple of days later the Wessex were invited to land aboard the Nimitz as the mighty vessel sailed away from Hong Kong - this was a unique experience for the Royal Air Force helicopter crews. Some of the photographers accompanied the Wessex, and were landed aboard for some extraordinary imagery. By this time the press party had moved from Sek Kong to the Royal Navy base at HMS Tamar. Far from being a conventional naval facility, Tamar was a twenty-one storey complex located on a prime position overlooking Kowloon, with a magnificent view of Hong Kong harbour. A small port facility allowed warships to anchor alongside, which at the time included some American frigates with Kaman SH-2F Sea Sprites embarked. Tamar was exceptional, as apart from being a spectacular building, it housed senior personnel from all branches of the Defence Ministry, as well as civil servants to administer military activities in the territory. Services were first class, with the bars serving drinks at eastern-European prices, and everyone jostling to buy their round. Wessex came and went frequently, landing at a small heliport in front of the building. The final area of interest for the tourists was an enjoyable visit to the Hong Kong Defence Force at Kai Tak.

All too soon the visit drew to a close, and it was time to pack and leave for the airport for the return journey home. A couple of years later 660 Squadron was reassigned back to the UK, with its Scout helicopters being retired. 28 Squadron lingered until the end, having the honour of being the last British unit to leave Hong Kong shortly before the colony was returned to the Chinese in June 1997.

Operations in Northern Ireland

Half way around the world from Hong Kong the Wessex, in the twilight of its career, was still playing an important role. The theatre in question was Northern Ireland, where 72 Squadron relocated to RAF Aldergrove in 1981 (having operated a detachment in the Province since 1969). Operations in Asia had been carried out against a relaxed background, with little or no threat, whereas Northern Ireland was the UK's 'frontline'. The Wessex joined the task of supporting the security forces, which was a difficult undertaking, as the majority of sorties were combat related. Even training sorties were flown against a background fraught with potential danger. However, a truce negotiated with the Irish Republican Army representatives enabled a delicate peace to permeate through Northern Ireland. Such was the new optimism in the Province that US President Bill Clinton visited Belfast in December 1995 as a goodwill gesture.

President Clinton was not the only visitor to the region at that time, as the author also had the chance to visit 72 Squadron. This exceptional opportunity was only possible due to the confidence that was being talked up by the majority of the most influential people in Northern Ireland. As Air Force One departed Aldergrove for Washington, so the author arrived aboard an Air UK BAe 146, still nursing a hangover from overindulging the night before. Flt Lt Jim Sweetman, a pilot from the squadron, met me and gave a security briefing, before driving around to the military area - Jim remembered me, having been stationed at RAF Sek Kong during the visit a few years earlier. A series of briefings were hurriedly rescheduled so that I could catch a bus into Belfast city centre and enjoy the sights of this fabulous metropolis, as well as to rid the hangover from my head. The briefings followed the predictable format, before everyone adjourned to the bar.

Next morning dawned bright and sunny after overnight rain (the old saying in the Province that "if it is not raining, then it has just finished, or it is about to start"), and the excitement for the day was a planned training sortie in the cockpit of a Wessex. The new boss of 72 Squadron, Wg Cdr Nigel Brewerton, was to be my pilot, while the AOC of No 1 Group, Sir John Day, was to fly the other helicopter in a two-ship formation. The normal flying kit was donned by all, with the addition of a bullet proof metal chest plate. As Nigel carried out his pre-flight checks, I climbed into the left-hand seat, and locked an armoured plate into place below the cockpit window. These precautions brought home the reality that the Province was still considered a combat zone.

Eat your heart out Arnie. The 'Boss' of 72 Squadron, Wg Cdr Nigel Brewerton (right) actually let the author loose with a machine gun, containing live bullets at RAF Aldergrove.

Departure was as a pair, with the two helicopters gaining altitude quickly, before heading west, and descending to very low level in 'battle' formation - about five hundred metres apart in line abreast. Both sets of crew were required to keep their eyes open for any hostilities, although none was seen, and the only activity, out of the ordinary, was when our Wessex almost collided with some 'low-level' telephone wires! The two Wessex then formatted close together for some photography, before a 'pairs' landing at a fortified helicopter landing strip at Dungannon. The facility was similar to landing on top of a castle. Both helicopters were hot-refuelled (refuelled with the engines running in a procedure reminiscent of a Formula One motor racing team), before a formation departure. Sir John's helicopter subsequently landed at a military facility close to Belfast, while ours returned to Aldergrove. Lunch was followed by more relaxed briefings. Nigel asked if I had ever used night vision goggles (NVG), to which I replied that I had not. He suggested that I might like to accompany the crew on a night training sortie, but without my cameras.

The pre-sortie briefing was fairly lengthy, and would involve the Wessex operating over Louch Neagh. I was excluded from part of the briefing as certain sections were classified. Shortly after lift-off, the helicopter arrived over the Louch, and descended to extremely low level. There was no visibility with the naked eye, but with the NVG in place, even the dimmest light was clearly visible with a greenish hue. A smart yacht came into view, bristling with antennae. The Wessex formated with the vessel, with the wheels of the helicopter almost touching the aerials. The two craft remained in this low-level union for several minutes, before the helo departed, leaving the yacht to carry out its clandestine mission. The helicopter climbed slightly to rendezvous with a small, one-man, flat-bottomed craft on the Louch surface. The loadmaster lowered a strop, which was quickly affixed to the craft, while a second strop was deployed for its crew member. The vessel's driver was winched into the helicopter, while the craft itself was raised from the water. All this was clearly discernable with the aid of the NVG, whereas it was unseen with naked eyes. This ritual was re-enacted several times with other one-man craft. Each of the temporary passengers was dressed in civilian clothes, and it subsequently transpired these were Special Boat Service personnel. Sadly security prevents further details of this role of the SBS involvement in our training sortie, although it should not be too difficult to hazard an educated guess.

Irish action

Let's tread water! The author goes "feet wet" literally over the Irish Sea during December 1995. While fun for the Wessex pilot, the experience of hanging on a strop, while backing slowly away from a P&O Ferry in the middle of the Irish Sea was "different".

An Aldergrove based Wessex, flying close to Louch Neagh. Later in the day, the author was part of a night sortie with the special boat squadron.

Back at Aldergrove, the Wessex crew were bemused at my excitement at having been on a sortie with the SBS. For them it was a routine 'bread and butter' operation, but for me it was a once-in-a-lifetime experience. A few beers rounded of a unique and unforgettable day. The following morning was ushered in with traditional Irish grey skies and rain showers. I was to be a passenger on a search and rescue training sortie - the premise was for the helicopter to fly out over the Irish Sea and locate cargo and passenger ferries travelling between Belfast and Stranraer, Scotland. Within a few minutes, a P & O ship was sighted and radio communication established with the captain. Our pilot requested to land the loadmaster onto the ferry, which was packed with commercial vehicle trailers. The captain suggested the most suitable landing place would be the upper section between the two funnels. The loadmaster was winched down, and then it was my turn. I had not expected this, and was not an easy task to perform wearing the 'Michelin-man' style thick rubber immersion suit. I was lowered onto the ship, while the pilot formated the helicopter alongside for some extremely close formation photography. The loadmaster and I were then winched back onto the helicopter, and we sped off eastward in search of other ships.

Another ship loomed into view, this time a roll-on/roll-off car ferry. The helicopter pilot again requested permission to land crew members onto the vessel, and was advised to lower onto the bow area. This was tricky as the bow was small and was partially obscured by the bridge and other parts of the ship's superstructure. Again the loadmaster went first, followed by me. The purpose of the training was to practice rescuing passengers from the ship who may have been taken seriously ill, or injured though an accident. During the descent onto the ship my camera banged into my nose, causing it to bleed quite profusely, thereby adding realism to the exercise! The entire passenger complement soon learned of the spectacle unfolding, and seemingly everyone was watching. The helicopter pilot, not wishing to disappoint the audience, winched me up just enough for me to clear the parapet of the ship, before lowering the helicopter a few feet, so that my feet were 'treading' the Irish Sea. He slowly banked away from the ship, with me suspended on the strop still 'walking on the water'. A glance at the ship and I could clearly see all the passengers applauding enthusiastically. Just another day at the office, for the Royal Air Force, was one thought that entered my mind. Back at Aldergrove, our pilot had to admit it was a fun morning, and he could not resist the opportunity to demonstrate his flying skills at my expense. A few beers later and he was forgiven.

My opportunity to view a random selection of Wessex operations was brief. I subsequently enjoyed other Wessex sorties in Cyprus, as well as several flights aboard the HAR3 dedicated search and rescue version. While these were enjoyable, none could hold a candle to the experience of fluttering across Northern Ireland at night, using NVG, and watching the SBS going about their furtive activities.

The Wessex ceased operations in Northern Ireland during the spring of 2002. The Puma had supplemented the Wessex with 72 Squadron, with both types operational for a while, until the squadron disbanded. Inactivation was only temporary, as the unit reformed three months later at RAF Linton-on-Ouse when No 1 Flying Training School divided its strength between two new reserve Squadrons - 72 (Reserve) Squadron reformed in July 2002 operating the Shorts Tucano as one of the new reserve elements, thereby continuing the heritage of this famous unit. 28 Squadron was reformed in 2000 to operate the first Merlin HC3 helicopters from RAF Benson. 72 Squadron was one of the first two Wessex squadrons and flew the type to the very end - thereby becoming the longest-time any RAF squadron had operated with one variety of aircraft. The Wessex served the RAF for thirty-eight years, and its legacy continues through the existence of its squadrons. For me the Wessex was an unrivalled platform, which performed its varied roles at locations across the world without fuss. It was a true unsung workhorse.

The author would like to thank the various Wessex crews, as well as Michael Hill, Tim Lewis, and Dale Donovan all at Strike Command Public Relations for their help in arranging for visits to Wessex squadrons worldwide. In particular I would like to thank Niger Bremerton for such a fun time at RAF Aldergrove.

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