Westland 30

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The Westland 30 is a medium-sized civil helicopter developed and manufactured by the British aerospace firm Westland Helicopters. It originated from the military-oriented Westland Lynx family, sharing numerous components with that series.

Conceived in the late 1970s and early 1980s, the Westland 30 marked Westland Helicopters' strategic entry into the civilian rotorcraft market. The design leveraged many dynamic elements from the Lynx, including its transmission and rotor system, while incorporating a newly designed airframe to house a larger passenger cabin. The company envisioned the Westland 30 as suitable for roles such as air ferry services and offshore oil rig transport, with potential military utility comparable to the Aérospatiale SA 330 Puma. Initially, Westland self-financed the project before receiving later backing from the UK government. Market analyses suggested a global demand for approximately 400 units.

The prototype WG30 completed its first flight on 10 April 1979. Certification for civil operation was subsequently granted by both the UK’s CAA and the US Federal Aviation Administration (FAA). Although no military contracts were secured, civilian operators included British Airways Helicopters, Airspur Helicopters Inc., and Omniflight Helicopter Services. The most significant user was India's Pawan Hans, which procured 21 aircraft primarily for oil exploration tasks. However, operational challenges in tropical environments and two fatal crashes led to grounding of their fleet by 1991. The use of Westland 30 helicopters in India became a subject of political debate. Since then, no substantial operations have been recorded, and by 2000, the CAA had withdrawn its certification.

Design and development

In the 1970s, Westland Helicopters sought to diversify beyond its predominantly military portfolio by addressing civilian market demands. Following the successful development of the agile military-focused Westland Lynx, the company determined that pursuing civil certification for the Lynx itself would be economically unviable due to limited civil market appeal. Concurrently, Westland explored replacement options for its older Wessex and Whirlwind models. It was identified that an enlarged variant derived from the Lynx design could satisfy both replacement needs and new market opportunities.

Consequently, Westland undertook an in-depth evaluation of a large civilian-oriented Lynx derivative initially designated as WG-30 Super Lynx, later renamed Westland 30. This helicopter retained key dynamic components such as transmission systems and composite rotor blades from the Lynx but featured an entirely redesigned airframe. Constructed mainly from aluminium with composite materials used in parts like the tail boom, it employed a slightly larger four-bladed main rotor turning at reduced speed compared to its predecessor. Propulsion was provided by two Rolls-Royce Gem 60-3 turboshaft engines delivering up to 1260 shp.

Designed primarily for civilian applications, the Westland 30 could accommodate up to 22 passengers within its cabin. Access was facilitated through sliding side doors or an optional airstair, with baggage stored in a dedicated rear compartment. In offshore configurations such as the Westland 30-100 variant, it could operate within a radius of approximately 250 km (130 nmi) carrying nine passengers outbound and thirteen inbound. Additionally, it was engineered to serve air ambulance roles and tactical military transport missions. In military use, it could carry up to 14 fully equipped troops or up to 17 without gear, or alternatively six stretchers with medical attendants.

Despite initial absence of government funding, Westland proceeded with full-scale development at its own expense. The helicopter was positioned to compete against other medium-lift rotorcraft like the French-built Aérospatiale SA 330 Puma. Aviation analyst Stanley McGowen noted that Westland anticipated civil operators would employ the type in shuttle services linking airports with city centres. By 1981, promotional materials highlighted an estimated worldwide market potential of around 400 units. Eventually, financial support was secured from the British government to aid production efforts.

The WG30 prototype conducted its maiden flight on 10 April 1979 and was publicly exhibited later that year at the Paris Air Show. Production of the initial model, designated Westland 30-100, began in 1981. The helicopter received type certification from the UK CAA in December 1981 followed by FAA approval in December 1982. Development continued with subsequent variants including the Westland 30-200 powered by twin General Electric CT7-2B turboshaft engines making its first flight in 1983, and the Westland 30-160 featuring upgraded Gem engines flying in 1984. Although further variants were proposed, production ceased in 1988 after commercial performance failed to meet expectations according to Westland assessments.

Operational history

The initial delivery of a Westland 30-100 to British Airways Helicopters took place on 6 January 1982 at Beccles. This helicopter was immediately assigned to support gas platform operations in the southern part of the North Sea. Subsequently, the model was deployed on the scheduled passenger route connecting Penzance with the Isles of Scilly, continuing its service after the company transitioned to British International Helicopters in 1986. There were reported hesitations from the CAA and the British Airports Authority regarding approval for a helicopter link between Milton Keynes and London City Airport.

File:Westland WG30 Westland Helicopters G-BLLF, GRQ Groningen (Eelde), Netherlands PP1364922698.jpg

A Westland 30 in the Netherlands, 1987

In the United States, Airspur Helicopters Inc. leased four Westland 30s to provide scheduled passenger flights around Los Angeles, commencing operations on 9 May 1983. Additionally, Omniflight Helicopter Services operated these helicopters on behalf of Pan American World Airways, facilitating travel between John F. Kennedy International Airport and Pan Am's heliport on East 60th Street in central Manhattan. These services ended on 1 February 1988, after which the helicopters were returned to Westland. Most of these aircraft were eventually donated to The Helicopter Museum located in Weston-Super-Mare.

The primary user of this helicopter model was the Indian firm Pawan Hans. In March 1986, an agreement was reached between the British government and India for the provision of 21 Westland 30 helicopters intended for oil exploration tasks, supported by a British grant valued at 65 million pounds. India reportedly hesitated to finalize the agreement until it was clarified that no alternative aid would be available without it. Between 1986 and 1988, these helicopters were delivered to Pawan Hans for offshore operations commissioned by the Oil and Natural Gas Corporation Limited (ONGC). France also supplied a comparable number of Aérospatiale SA 365N Dauphin helicopters. However, it became evident that the Westland models were poorly adapted to Indian environmental conditions, with frequent reports of problems related to Gem engines and elevated maintenance demands.

Following two fatal accidents, Pawan Hans grounded its Westland 30 fleet in 1991 and placed them into storage. Throughout the 1990s, various options regarding their disposition were considered. In October 2000, nineteen remaining helicopters were sold to a British firm named AES Aerospace. Nevertheless, after shipping six units to the United Kingdom, this transaction collapsed. It is believed that these helicopters remain stored at sites both within India and the United Kingdom.

Variants

File:G-EFIS-Westland30-1355.jpg

A Westland 30 from 1984

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A Westland 30 photographed in 2017

Westland 30 Series 100: Equipped with two Rolls-Royce Gem Mk 41-1 turboshaft engines, each delivering 846 kW (1,135 shp). A total of 14 units were manufactured.
Westland 30 Series 100-60: Powered by a pair of Rolls-Royce Gem 60-3 turboshaft engines producing 940 kW (1,260 shp) each. Also referred to as the Series 160. A production run of 24 aircraft.
Westland 30 Series 200: A single example fitted with two General Electric CT7-2B turboshaft engines rated at 1,276 kW (1,712 shp) each. This variant made its maiden flight in 1983.
Westland 30 Series 300: Conceptualized in 1986, this version was planned to utilize either General Electric CT7 or Rolls-Royce Turbomeca RTM 322 powerplants. It featured an increased maximum takeoff weight, composite BERP rotor blades, noise reduction enhancements, and optionally included a glass cockpit. Only one aircraft was produced.
Westland 30 Series 400: A proposed model intended to be powered by Rolls-Royce Turbomeca RTM322 engines; this version did not reach production.
TT30: A tactical military transport adaptation proposed based on the Westland 30. One prototype was converted to this configuration.
TT300: A further tactical military transport proposal featuring seating for 17 passengers.

Operators

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Pawan Hans

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British Airways Helicopters

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Pan Am
Airspur Helicopters

Aircraft on display

001 - Westland 30 Series 100 - Registration G-BGHF - Exhibited at The Helicopter Museum in Somerset.
003 - Westland 30 Series 100-60 - Registration G-BKKI - Displayed at AgustaWestland, Yeovil (no longer exhibited).
007 - Westland 30 Series 200 - Registration G-ELEC - Located at The Helicopter Museum, Somerset.
020 - Westland 30 Series 300 - Registration G-HAUL - Preserved at The Helicopter Museum, Somerset.

Specifications (30-160)

File:G-HAUL Westland WG-30-TT300 (cn 020) Westland Helicopters. (5694289084).jpg

Westland 30 displayed at the Helicopter Museum, 1993

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External links

Junk Choppergate - Indian WG30 saga: The Newshour Debate: Kickbacks for Junk Choppergate - Full Debate (7th Jan 2015)

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