Crew Rescued
Crew on the Forward Lift to the Sick Bay
Lt Chris Hunneyball (P) standing in wet flight suit on the left looking on.
Lt Bill Hart (O) the Stretcher. This was his second ejection.
Later in life he underwent spinal fusion surgery.
The parachutes were packed by
Gordon "Pixie" Parkes. L/ASE2 (Killick 893 Sqn 1965/1967)
Well done Pixie !!
Personal Testimony of Lt (O) Bill Hart RN. (November 2013)
Approx 50nm south of Gan, Indian Ocean.
5th August 1966 – 1130 local time.
Sea Vixen Mk 2 of 893 NAS – XS 586 side number V 246
The history of XS 586 that day was in a way quite ominous. I was crewed with Chris Hunneyball who I had previously been crewed with on my first frontline squadron in Ark Royal. We were one of the few night qualified crews on 893 at that time, as a consequence we were on the Flypro for the dawn launch so we would be able to fly that night. We were allocated XS 586 for this launch but suffered a complete intercom failure before we reached the catapult so were aborted. The aircraft was struck down for the radio section to work on and we were slotted into the third sortie in order to be available for night flying that night. When we briefed again for the rewritten Flypro we were again assigned XS 586 as it was back up on deck with the fault supposedly rectified. Startup, taxi and Cat load went as normal but as we surged down the cat track the intercom again failed and the ensuing silence caused me to focus more intently on the ASI and AH etc. I could sense the onset of a starboard roll – checked the view from my tiny window. Seeing nothing but saltwater it confirmed my belief that a can of worms was developing. During Catshots I always had my right hand on the manual canopy jettison handle so I used it then went for the top D ring and initiated my ejection. After a catapult launch your seat harness is usually slack. This is because you are compressed back into the Parachute Pack by the enormous G-forces of the launch. Thus as you leave the catapult behind you are slightly looser and need to retighten your harness. If at this point you have had to eject then you are not 100% tight with the seat and Parachute. This is where I suffered the initial back injuries. ( three crushed vertebras in my neck area and five lumbar vertebras crushed ). With the sea rushing up at me I was instantly slipped the chute because there was a 16 to 20 foot swell running and I was trying to make sure I would not get snagged in the parachute lines. Unfortunately I was too quick and fell about 30 feet without the chute. The result of this was I went down somewhere between 30 and 50 feet, this was partly due to the swell, and I nearly drowned myself. The people who witnessed the crash tell me that it was about a minute before I surfaced, I can tell you it felt like only a few seconds. This must have something to do with the adrenalin rush one experiences during deck operations and accidents. I was unable to get into my dinghy on deployment as my back had arched so was trying to drag the dinghy under me when the Ships Flight Helo arrived. The crewman came down on the cable and was slowly being drowned by the swell, one second he was about 10 feet clear of the water, then the swell rolled through and he was way under the surface. I was trying to wave him away and indicate my back problem but in the end I grabbed to strop with intention of not reversing the shape of my “arched” back, guessing it would do more harm than good!! He prevented me from using it back to front and my fears were confirmed. The result was the damaged vertebras were then damaged on their opposing sides and I wasn’t able to fly in ejection seat aircraft for just over twelve months. I now trade emails with the Aircrew Diver Dennis Woodhams and hope to get the chance to buy him a drink when next I get to UK. For years I had incorrectly thought it was a failure of the flap system causing an asymmetric situation. Shortly after the event, flat on my back and on high morphine doses, in the Vic’s Sick Bay, a phot section chap showed me the 16mm film of the launch which was just a bit of a blur to me at that time. Later when I met Chris on a visit to Yeovilton he put me right and explained that it was in fact a compressor failure in the starboard engine.
Sea Vixen Mk2 of 766 Squadron RNAS Yeovilton.
The crew ejected safely.
The wreck site has been discovered and can be found not far from Burrator Reservour for those who like trekking on Dartmoor.
The following narrative was coordinated by Denis Woodhams,. A NAM(AE) on 893 Squadron from August 1960 till July 1962, Yeovilton, Ark Royal and Centaur. Then in October 1964 as a LAM(AE) and plane captain on 892 Squadron.
In 1965 he qualified as aircrew SAR Diver and served on SAR Flights at RNAS Brawdy/HMS Victorious (814 Sqn) and left the Service in January 1968.
On the 23rd January 1967 HMS Hermes was on Commission in the Mediterranean steaming towards Malta. 892 Squadron was conducting flying exercises.
A Sea Vixen of 892 squadron was launched and the Observer ejected off the catapult. The pilot was unable to eject and was with the aircraft on impact with the sea. (Accident ID 41). The Planeguard immediately went to the rescue.
The Planeguard helicopter was hit by the ship and crashed along with the Sea Vixen.
The pilot of the Sea Vixen was lost and so was the Heroic Pilot of the Planeguard helicopter . The Observer of the Sea Vixen was saved. There were many injuries among the helicoptor crew that survived.
The Search and Rescue (SAR) planeguard involved was a Wessex 1 XS883 crewed by Lt John Betterton (Pilot), NA Dennis Hodgson (Crewman) and NA Jamie Bauld (SAR Diver). They were also carrying a LA Phot Chadwick in the left front seat who was there for an air experience ride.
An anti-submarine sonar helicopter on a mission nearby flown by Lt Harding and NA Crewman Dave Wrigglesworth also went in to assist at the tragic events that ensued.
The following is a personal testimony from a crew member involved in this rescue. Dave Wrigglesworth was crewman in a sonar Wessex who picked up NA Dennis Hodgson (Crewman) and LA Phot Chadwick. submited June 2008.
The sea vixen crew Lt Smith (Pilot) and Lt Love (Observer) both ejected off the launch and the planeguard was over the pilot when the ship hit it. NA Jamie Bauld (SAR Diver) and NA Dennis Hodgson (Crewman) were thrown clear, Dennis suffering broken ribs and pelvis.
The helicopter went right under the ship and came up astern upside down with the pilot still in his seat. Jamie went to the observer, got him into his dinghy and they were both picked up by another helicopter. I know that Jamie Bauld survived having got the Sea Vixen observer (Lt Love) into his dinghy and they were picked up by another Wessex quickly on the scene. This Wessex was crewed by NA Crewman Ken Arden and a diver who recovered Lt Betterton who sadly did not survive. We don't at present have the name of pilot or diver. I understand Lt Smith's body was never found."
The following is a personal testimony from then NA Crewman Dennis Hodgson who was badly injured in the collision. submitted June 2008.
I found a request from Denis Woodhams about details of the Wessex that crashed
on 23/01/1967. The pilot was Lt John Betterton who died, crewmen Dennis Hodgson (me) who survived with lots of injuries . Jamie Bauld was the diver, who rescued the observer Lt John Love and there was a phot man in the left front seat called Chadwick, he also survived. I can remember to this day Robin Smith waving to us on the catapult. I was evacuated to the Naval
Hospital in Gibraltar."
This tragic event described serves as testimony to the bravery of Search and Rescue (SAR) crews that constantly flew alongside an Aircraft Carrier at flying stations by day and night ready to rescue downed Naval Airmen. They flew at all times within a precarious flight envelope called "Deadman's Curve", which meant that in the event of an engine failure they would hit the sea like a brick unable to make a controlled ditching. The SAR divers were trained to jump from a great height from the SAR helicopter with specialist mini breathing equipment in order to effect a quick rescue and help the airman escape as the aircraft sank.
Wessex Mk 1 Helos on display at RNAS Lee on Solent 1983.
HMS Ark Royal. SAR
(Both Crew Members Lost)
The following is a personal testimony of Alan Briggs. Manager RNAY Sydenham, Belfast. 1964/1969.
In your accidents you have XJ558 as crashed in Belfast Lough. XJ558 was converted from Mk 1 to Mk 2 in G Shop at RNAY Sydenham (Belfast) which was on the South side of the aerodrome. It was on its test flight after having the frangible hatch modification fitted and both crew were RN officers.
I well remember that day & the subsequent events as my wife ended up as a witness on the Board of Inquiry. Take off was about 10am and everything appeared normal – practically everyone who could be was out watching as this was the first aircraft to be converted by us. After T/O we all went back to work except for the waiting groundcrew.
It eventually came out that verbal contact with the A/c & radar tracking (RAF Bishops Court) was lost about 10.30am (RAF said a/c disappeared in the vicinity of Luce Bay on the Scottish side of the Irish Sea). Anyway bingo time came and went with no return. Those of us not involved went home at 5pm as usual with sad hearts.
When I got home I told my wife that we had lost a Vixen & she said she had seen one about 11am. I said she couldn’t have as it had disappeared over Luce Bay about 10.30. Wife climbs on high horse and said I was outside cleaning the lounge window when Alison (our daughter) said Daddies plane, I looked up and there it was heading towards Bangor. I asked her 2 questions. What time was it & did she notice anything peculiar about it. She said it was just before 11 because I wanted to listen to Mrs Dale`s Diary on the radio at 11 & the only white bit on it was the tail. She was right as only the underside of the tailplane had been painted the rest was in natural metal.
Next day I told my boss this; he looked at me and picked up the phone. Next thing I knew the RN Captain of the base walked into my office and asked me if I would accompany him to my home so that he could speak with my wife. This we did, in fact my wife was brought in to the Yard and I was told to sit down & say nothing whilst she was questioned. It later transpired that 2 other people had seen an aircraft about the same time as my wife – 1 to the North of Belfast, 1 to the West of Belfast & my wife to the South.
Parties from the Yard scoured the Down Peninsula looking for anything, I myself took part in the search of the Rathlin Islands with the crew of the RNLI Lifeboat launched from Donaghadee but nothing was found. A memorial service was held & eventually the wreck was found in the sea 7miles off the Copeland Islands. We were never told if the bodies were recovered though there was a rumour that a parachute had been recovered. The wreck was brought back to Sydenham & locked in one of the small blister hangars at the west gate from where it was eventually shipped out.
Much later the Rolls Royce rep told us that both engines had been running when the a/c hit the sea. I`m sorry but I cant remember the crews names.
Accident ID 5
Lt. Paul Marshall RN / Sub. Lt. Mike Maddox RN
We were off the west coast of Africa on our way to Capetown, with no diversions, and Paul called in saying he could not transfer fuel from his starboard drop tank. It was decided it would be prudent to land him on last. These photos show that this was a good idea.
Picture 1. Paul made a good smooth landing but the starboard oleo collapsed due to the excess weight of full drop tank. The drop tank detaches, hits the deck and bursts.
Picture 2. Fuel burst into flames. Observer has jettisoned his hatch.
Picture 3. Pilot Paul Marshall on deck well away from fire. Observer, Mike Maddox, climbing across pilots cockpit to keep away from the flames. His Personal Equipment Connector (PEC) has snagged on the "O's" hatchway. The PEC connected aircrew to the aircraft oxygen.radio and anti g systems.
Picture 4. Fire out. Some of the tail and starboard wing were reduced to a skeleton. This proved embarrassing when throwing cocktail parties in the Hangar at Capetown. All we could do was push it as far up the hangar as possible and hang canvas over the bits. Inspection showed that the oleo had a defect which caused the accident.
All photos archive Cdr (F) D. "Shorty" Hamilton RN
