Jump to content

Westland Scout

From Alfawiki
Westland Helicopters
IndustryAerospace, defense
Headquarters
Hillingdon
,
United Kingdom
ProductsHelicopters (including Westland Scout)


Template:Infobox aircraft

The Westland Scout is a lightweight military helicopter designed and manufactured by Westland Helicopters. Originating from the Saro P.531, it functioned primarily as a land-based multi-role military aircraft and shares a common lineage and many components with the naval-focused Westland Wasp. Its chief operator was the Army Air Corps within the British Army, deploying the type across various operational theatres such as Northern Ireland and the Falklands War.

Development

The development of both the Scout and Wasp traced back to the Saunders-Roe P.531, which itself was an evolution of the earlier Saunders-Roe Skeeter. After Westland acquired Saunders Roe, they inherited the P.531 programme, which served as the foundational prototype for both the Scout (initially named Sprite) and the Wasp. The original contract issued by the UK Ministry of Defence called for a general-purpose helicopter seating five to six individuals.[1]

The first variant fulfilling both Royal Navy and Army specifications, designated P.531-2, had its maiden flight on 9 August 1959 powered by a Bristol Siddeley Nimbus engine. An alternative model equipped with a de Havilland Gnome engine underwent testing starting on 3 May 1960. The production Scout AH.1 was fitted with a Rolls-Royce Nimbus engine, following Rolls-Royce’s acquisition of Bristol Siddeley. This powerplant delivered 1,050 shp (780 kW), although torque output was restricted to 685 shp (511 kW). Considerable theoretical design efforts and practical trials were conducted to develop an undercarriage capable of resisting issues related to ground resonance. The initial Army Scout AH Mk 1 took flight on 4 August 1960; a version incorporating powered controls followed in March 1961, with deliveries commencing in early 1963. After extensive evaluations conducted in environments ranging from Canada to Nairobi, the airframe was certified for operation within temperature extremes spanning −26 °C up to ISA+30 °C.[2][3]

Design

Behind the two front seats, there was a bench designed to accommodate three passengers, which could be swapped for a four-seat bench if the rear doors were modified.Template:Fix/category[citation needed] This seating arrangement supported various light-duty roles such as observation, liaison tasks, training missions, and search and rescue operations.Template:Fix/category[citation needed] When configured for light attack purposes, the helicopter was equipped with either two skid-mounted, forward-firing machine gun packs (L8A1 General Purpose Machine Gun) or a single pintle-mounted machine gun located in the rear cabin.[4] The pintle mount was adaptable for installation on either the port or starboard side.[5] The twin gun-packs, each loaded with 200 rounds and aimed at a predetermined convergence angle, were attached to a tubular spar fixed between the front and rear landing gear legs.[6] In an anti-tank capacity, the aircraft could carry four guided Nord SS.11 missiles.[7] The sighting system used was the AF.120, developed through a collaboration between Avimo and Ferranti, offering magnifications of x2.5 and x10.[8] Although the APX Bezu sight unit was tested, it was ultimately rejected for this platform but later adopted for the Westland Wasp.Template:Fix/category[citation needed]

File:Scout with SS.11s-3.jpg
Scout armed with SS.11 missiles from 3 CBAS in 1978

Further evaluations included trials of the Swingfire anti-tank guided missile.[9] Initial firing tests began in early 1972 to assess the Hawkswing system intended for the Westland Lynx, while its associated AF.530 gyro-stabilized sight[10] underwent trials in 1974. However, the Hawkswing program was discontinued in 1975[11] due to its reliance on manual command to line of sight (MCLOS), which was less advanced than the semi-automatic command to line of sight (SACLOS) system employed by the MILAN missile. For casualty evacuation (CASEVAC), the Scout was capable of carrying two stretchers inside or two externally mounted on pods; additionally, the co-pilot's seat could be reversed to allow a medical attendant to face and attend to patients.Template:Fix/category[citation needed]

Despite the aircraft’s generally robust construction—featuring an airframe fatigue life rated at 7,200 hours—the cockpit ergonomics presented challenges. One notable design flaw was placing the cabin heater switch adjacent to the fuel cock; this arrangement resulted in at least four accidents where pilots mistakenly closed the fuel cock instead of turning off the heater, causing engine shutdowns. Some pilots have described the Scout’s autorotation characteristics as unexpectedly remarkable.[12] The Army Air Corps Development Wing at Middle Wallop, Hampshire conducted service trials and testing involving a broad spectrum of weapons and equipment; however, many were never adopted operationally. These included evaluations of the 7.62mm General Electric Minigun and two-inch rocket pods.[13][14] Rocket pods were mounted on multi-spar weapon booms attached to either side of the central fuselage section; both smoothbore and fin-stabilized rockets were trialed but their accuracy was deemed "indifferent." Studies also explored replacing the standard 7.62 GPMG with a pintle-mounted M2 Browning machine gun or equipping a French AME.621 20mm cannon.[15] Another development feature was fitting a Bendix R.100 lightweight weather and ground-mapping radar with an operational range varying between eight and forty miles.[16][17] This radar system was installed behind a fibreglass nose access panel along with a small cockpit display screen; subsequently, its antenna was repositioned further forward to enhance downward scanning capabilities.[18]

During development of the Westland WG.13 Lynx helicopter, two Scouts served as test platforms fitted with full-scale composite semi-rigid main rotor heads from the Lynx model due to their similar rotor sizes.[19] The maiden test flight took place on August 31, 1970. Additionally, the first prototype MBB BO 105 used Scout main rotor heads and blades during its initial airframe testing but was lost due to ground resonance during early trials.[20]

Approximately 150 Scout helicopters were produced by 1968, mainly manufactured at Fairey Aviation’s Hayes facility in Hillingdon.Template:Fix/category[citation needed]

File:Westland Scout 62.jpg
Scout AH.1 displayed at SBAC show, Farnborough in 1962

Operational history

Throughout the 1960s and well into the 1970s, the Army Air Corps relied heavily on the Scout as a central component of its fleet. The initial Scout prototype took to the skies on 29 August 1960, followed by an order for 66 units just a month later. However, engine complications delayed its operational deployment until 1963, prompting the Army Air Corps to temporarily utilize a limited number of Alouette II helicopters. Despite the postponed service entry, the Scout encountered several early operational challenges. One of the initial accidents involved XR596, which crashed in the jungle near Kluang airfield in southern Malaya on 16 July 1964 due to a fuel pump malfunction, resulting in the loss of both crew members. Engine failures accounted for at least eleven losses among military and civilian-registered Scouts. Early in its service life, the Nimbus engine was notorious for its low endurance, typically lasting only four to six flight hours. There are reports of a competition with a reward for the first unit to reach 25 hours of engine operation. Continuous operational use and development efforts gradually enhanced Nimbus reliability, with engine life improving to approximately two or three replacements per 1,000 flight hours by 1964.

The Scout AH Mk 1 served the Army Air Corps primarily in general light utility roles such as observation and liaison duties. Similar to the Wasp, it could be equipped with various mission-specific gear including flotation devices and a Lucas air-driven hoist capable of lifting up to 600 lb (270 kg). For light attack missions, it was outfitted with two fixed forward-firing 7.62mm L7 General Purpose Machine Guns (GPMGs) mounted on the undercarriage skid booms, along with one additional machine gun—either fixed or flexible—positioned on either side of the rear cabin. Although it was possible to mount two pintle-mounted GPMGs inside the cabin, this arrangement was notably cramped. These machine gun configurations were occasionally deployed simultaneously with considerable effectiveness.

The pilot controlled the electrically operated forward-firing GPMGs, aiming them using a basic system involving marking a small cross on the windscreen with a chinagraph pencil. In dusty or sandy environments, these weapons were prone to jamming, often requiring a crew member to lean out of the cockpit door and physically kick ('boot') the weapon to clear malfunctions—a practice not officially endorsed in flight manuals. Meanwhile, a door gunner handled operation of the L7A1 pintle-mounted machine gun.

File:Westland Scout XR628 Habilayn.jpg
8 Flight Scout AH.1 at Habilayn, Radfan 1967

In its anti-tank capacity, the Scout could carry four SS.11 anti-tank guided missiles (ATGWs), with two mounted on each side. These missiles could be deployed alongside the pintle-mounted GPMG. During the Falklands conflict, SS.11 missiles were effectively used against Argentine positions on 14 June 1982. For nocturnal reconnaissance missions, the Scout was equipped to carry four 4.5-inch (110 mm) parachute flares on specialized mounts, along with two smaller emergency parachute flares attached to a designated point on the starboard rear fuselage to aid in night landings. Approximately 150 Scouts were procured for use by the Army Air Corps, which continued operating them until 1994.

British military aviation structure has historically meant that Royal Marines have not possessed their own aircraft fleet outright. Larger helicopters such as the Westland Whirlwind, Westland Wessex, and Westland Sea King have been operated by the Fleet Air Arm, and similarly, Scout AH Mk 1 helicopters assigned to 3 Commando Brigade Air Squadron (3 CBAS) were British Army assets on loan rather than Royal Marines property. From 1971 until their replacement by Westland Lynx helicopters in 1982, 3 CBAS operated Scouts; this squadron was later redesignated as 847 Naval Air Squadron.

The Scout saw active deployment across multiple theaters including Borneo during the Indonesia–Malaysia confrontation, Aden during its emergency period, Oman in the context of the Jebel Akhdar War, Rhodesia, Northern Ireland during The Troubles, and eventually in operations over the South Atlantic.

In the late 1980s, the Territorial Army's Army Air Corps established 666 Squadron equipped with several Scouts.

Borneo

The disappearance of a Scout helicopter on 20 September 1965 remains unresolved. The aircraft, designated XR599, embarked on a night mission covering approximately 40-nautical-mile (74 km) from Lundu to Kuching, tasked with transporting a local communist detainee to Sarawak's capital for interrogation. By 23:00 hours, the helicopter was reported missing, prompting a search and rescue operation. Despite extensive efforts, neither the helicopter nor the bodies of the pilot, escorting rifleman, and detainee were recovered; however, a fisherman later retrieved small fragments of wreckage. On 23 September, The Straits Times speculated that the detainee might have seized the escort's weapon and forced the pilot to fly either out to sea or over dense jungle toward the Indonesian border until fuel depletion caused a crash. A further tragedy occurred on 25 September when an RAF Westland Whirlwind HAR.10 from 225 Squadron, conducting search operations over the jungle for XR599, crashed, resulting in the deaths of all five crew members.

Aden and Radfan

During operations in Aden and Radfan, several Scouts were downed, though most incidents led to forced landings with subsequent recovery, repair, and return to service. For instance, on 26 May 1964, Lt Col Anthony Farrar-Hockley, commanding officer of the 3rd Battalion, The Parachute Regiment, used a Scout to survey the Wadi Dhubsan region in Radfan. The helicopter sustained enemy fire damage, compelling an emergency landing behind hostile lines. The aircraft was later recovered; Farrar-Hockley rejoined his unit and received a Bar to his Distinguished Service Order in recognition of his leadership. Throughout the campaign, three Scouts were irreparably lost: XR634 was initially damaged during a landing mishap on 16 May 1966 but was ultimately deemed beyond repair after being dropped by an RAF Westland Wessex during recovery attempts. XT635 crashed into terrain at Jebal during a night patrol on 5 May 1967, resulting in fatalities for both crew members and two passengers. The third loss involved XT641, destroyed on the ground after its pilot and accompanying Foreign Office intelligence officer were captured and executed by the National Liberation Front following a forced landing in a wadi while flying from Ataq to Mayfa’ah on 3 September 1967; the NLF subsequently burned the helicopter. Additionally, on 1 August 1968, Westland Sioux XT123 crashed at Sharjah, Oman, and was declared a write-off after being dropped by a Westland Scout during recovery efforts.

Lt David John Ralls of the Royal Corps of Transport earned the Distinguished Flying Cross for his actions on 30 May 1967 when he counterattacked a large enemy force that had previously assaulted an army road repair team near Habilayn. Employing both forward-firing and pintle-mounted armaments, Lt Ralls compelled the adversaries to retreat despite sustaining multiple hits to his aircraft. He then coordinated three Hawker Hunter airstrikes against the target area.

Falklands War

At the outset of Operation Corporate, six Scout helicopters from 3 CBAS were deployed alongside three aircraft from No. 656 Squadron AAC. Upon the arrival of the 5th Infantry Brigade, an additional three Scouts from 656 Squadron joined the operation. Throughout the Falklands conflict, the Scout fulfilled multiple roles including casualty evacuation, resupply missions, and insertion of special forces. One notable incident involved the aircraft XT629, one of two Scouts from B Flight, 3 CBAS, which came under attack by two FMA IA 58 Pucará aircraft—marking the sole Argentine air-to-air victory during the war—operated by Grupo 3 near Camilla Creek House, north of Goose Green. Struck by cannon fire, XT629 crashed, resulting in the pilot’s death and severe injury to the crewman, who was ejected upon impact. The companion Scout managed to evade the attackers and subsequently returned to extract the wounded survivor. Another Scout, XR628 from 656 Sqn AAC, experienced a main rotor gearbox failure while hovering low over MacPhee Pond on 8 June 1982. This occurred as two pairs of Douglas A-4 Skyhawks from Grupo 5 approached; these jets later targeted RFA landing ships Sir Galahad and Sir Tristram at Bluff Cove. After the aerial threat subsided and the pilot initiated ascent, a failure at the main input drive of the gearbox forced a water landing in approximately four feet of water near the lakeside. The crew were rescued later that day by another 656 Sqn Scout piloted by Capt J G Greenhalgh. The damaged helicopter was recovered and airlifted to Fitzroy by a Sea King on 11 June but was ultimately written off upon its return to the United Kingdom. Research indicates that XR628 was also involved in a prior incident on 26 May 1964 when it was shot down carrying Lt Col Farrar-Hockley, CO of 3 Para.

During the Falklands campaign, Scouts equipped with SS.11 anti-tank missiles demonstrated significant effectiveness. On 14 June 1982, an Argentine battery of 105 mm pack howitzers positioned west of Stanley Racecourse was engaging the Scots Guards advancing on Mount Tumbledown. As these artillery pieces lay beyond the reach of MILAN ATGWs operated by nearby 2nd Battalion, Parachute Regiment, Major Chris Keeble, second-in-command, requested assistance via radio from Capt J G Greenhalgh of 656 Sqn AAC for a "HELARM" attack using SS.11 missiles. At that time, Greenhalgh’s Scout was engaged in ammunition resupply operations and lacked missile booms to reduce weight and maximize lift capacity. He promptly flew back to Estancia House where his aircraft was refueled, equipped with four missiles, and armed within twenty minutes without shutting down the rotors. An operational briefing then took place with crews from two Scouts of 3 CBAS while Capt Greenhalgh commenced reconnaissance. Within twenty minutes, he identified and thoroughly surveyed the target area before launching two missiles at enemy positions. He subsequently proceeded to a designated rendezvous point to coordinate with two additional Scouts. Positioned approximately 100 metres apart on a ridge overlooking Argentine positions some 3,000 metres distant, the three helicopters launched a combined total of ten missiles—nine successfully striking targets while one failed—damaging howitzers, nearby bunkers, an ammunition cache, and a command post. The Argentine forces responded with mortar fire, one round striking just ahead of Capt Greenhalgh’s Scout.

Northern Ireland

The Scout was a trailblazer in Northern Ireland for utilizing the Heli-Tele aerial reconnaissance system, which featured a gyro-stabilised Marconi unit ingeniously fitted into the rear cabin. This Heli-Tele apparatus initially weighed approximately 700 lb (320 kg), although subsequent advancements led to a considerable reduction in weight. Additionally, the helicopter supported Eagle patrol deployments by removing the rear cabin doors and seats to accommodate four soldiers seated inside with their feet on the skids. Employing two aircraft simultaneously enabled rapid insertion of an eight-person patrol to establish swift vehicle checkpoints (VCPs) when required. Prior to 1973, the Scout’s tail rotor was painted with alternating red and white bands. However, on 14 September 1973, a fatal training accident occurred at Gosford Castle, Armagh, when a soldier came into contact with the tail rotor blades while the helicopter was grounded. This incident prompted a change in the tail rotor’s paint scheme to distinctive black and white bands.Template:Fix/category[citation needed]

Due to the specialized nature of Northern Ireland operations, the introduction of the "Nightsun" searchlight, boasting an intensity of 3.5 million candlepower, became vital equipment. Night missions were significantly improved through the use of night vision goggles, although these flights still involved considerable risks. This danger was underscored on 2 December 1978 when pilot disorientation during a sortie caused the crash of XW614 from 659 Squadron into Lough Ross, resulting in the loss of both crew members.[21] XW614 marked the fifth and final Scout lost during operational service in the region.Template:Fix/category[citation needed]

Exports

In contrast to its naval equivalent, the Scout did not enjoy widespread export success comparable to that of the Wasp. The Royal Jordanian Air Force procured three units; two helicopters were operated in Uganda; and Bahrain acquired two Scouts deployed by its Public Security Force for policing duties. The Scout never attained civilian airworthiness certification, restricting its use exclusively to military applications from inception. Consequently, all existing operators must hold an 'Experimental' certificate to legally fly these aircraft.Template:Fix/category[citation needed]

The Royal Australian Navy (RAN) took delivery of two Scout helicopters in April 1963, assigning them to 723 Naval Air Squadron. These aircraft were rotated aboard the hydrographic survey vessel HMAS Moresby. The RAN’s experience demonstrated the feasibility of operating helicopters from smaller ships and continued until 1973 when Bell 206B-1 Kiowas replaced them. Operating Scouts around Australia’s coastline revealed a need for enhanced maintenance protocols due to exposure to abrasive coral sand, which adversely affected rotor blades, airframes, and engine parts. Despite increased maintenance demands, Scouts outperformed previous seaplanes and flying boats used in similar roles. One Scout was lost after ditching in Wewak Harbour during takeoff from HMAS Moresby in April 1967; although recovered, it was ultimately written off.Template:Fix/category[citation needed]

Survivors

File:Westland Scout - RIAT 2015 (24645449950).jpg
Westland Scout survivor showcased at the Royal International Air Tattoo 2015

While none remain active in military service, several Scouts continue to fly, primarily within the United Kingdom. By 2014, the UK civil register still listed 10 Scouts, including those maintained by the Army Air Corps Historic Flight.[22]

Beyond the UK, the six Scouts exported to New Zealand have all been retired from operation. Currently, only one Scout, registered as ZS-HAS, remains airworthy and active in South Africa.Template:Fix/category[citation needed]

Accidents and incidents

  • XR638 – 3 January 1966: Assigned to 21 Flight in the UK, this aircraft experienced engine failure after the fuel cock was mistakenly shut off instead of the heater control during a transfer flight from Wroughton to Middle Wallop.[23] The helicopter lost altitude and crashed tail-first near Marlborough, Wiltshire, subsequently catching fire and burning completely, resulting in the deaths of both crew members.
  • XV120 – 6 June 1967: Operating with 10 Flight, this helicopter crashed near Felton at the Long Cross housing estate close to Bristol Airport shortly before 9 a.m., killing the pilot and two passengers.[24]
  • XT625 – 30 January 1968: While assigned to 11 Flight in Malaysia, this aircraft suffered an engine failure and was forced to make a jungle landing near Gerik, approximately 10 miles (16 km) from Butterworth.[25] One soldier was killed and two others injured.
  • XR640 – 14 May 1969: Involved in a mid-air collision over Chattendon Barracks, Rochester, Kent, this Scout was taking off when it collided with a Sioux helicopter that was landing. The pilot of the Scout and both occupants of the Sioux (XT802 of 3rd Royal Tank Regiment Air Troop) lost their lives.[26] L/Cpl Sindall and Sapper Pedley of the Royal Engineers were awarded the BEM for their courageous rescue efforts "with complete disregard for [their] personal safety," alongside a civilian who assisted.[27]
  • XR636 – 12 April 1974: Serving with 664 Squadron in Northern Ireland, this aircraft crashed into rising terrain at Rich Hill near Portadown, County Armagh, resulting in the pilot's death.[28]
  • XV133 – 9 January 1976: While operating with 662 Squadron in Northern Ireland, this helicopter crashed near Crossmaglen, Armagh after the pilot became disoriented flying into low cloud conditions at night. Both pilot and passenger perished.
  • XV132 – 10 April 1978: Assigned to 658 Squadron in Northern Ireland, this aircraft crashed into Lough Neagh approximately four miles after takeoff during a snowstorm.[29] Both occupants—the pilot and a seventeen-year-old cadet—were killed.

Popular culture

  • The Scout was prominently shown in the 1982 film Who Dares Wins, illustrating its deployment by the British Army's Special Air Service Regiment. The helicopters used during filming belonged to No. 656 Squadron AAC.
  • A damaged Scout appeared in a beach scene within a 2008 Royal Marine recruitment advertisement. This 45-second commercial was shot in Brunei and featured Malay actors portraying terrorists. The £1 million production was subsequently pulled from circulation due to concerns that it implied Malaysian involvement in terrorism.

Variants

Saunders-Roe P.531
Initial prototype model.
Saunders-Roe P.531-2 Mk.1
Aircraft built for pre-production testing.
Scout AH.1
Light utility helicopter seating five to six, designed for British Army use.

Military operators

File:Westland Scout-001.jpg
Scout displayed at the SAAF museum in Port Elizabeth, South Africa
Template:AUS
File:Flag of South Africa (1928–1982).svg South Africa
Template:UK

Government operators

Template:BHR
Template:UGA

Specifications (Scout)

File:Westland Scout orthographical image.svg

Template:Aircraft specs

See also

Template:Aircontent

Citations

  1. ↑ Flight International 1960, p. 349.
  2. ↑ Flight International 1963, p. 232.
  3. ↑ Stevens 1964, pp. 183–186, 189.
  4. ↑ Rodwell 1972, p. 33.
  5. ↑ Rodwell 1972, pp. 34–35.
  6. ↑ Rodwell 1972, pp. 33–35.
  7. ↑ Ferguson 1982.
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  10. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  11. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  12. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  13. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  14. ↑ Rodwell 1968, pp. 190–191.
  15. ↑
  16. ↑ Template:Fix/category[clarification needed]
  17. ↑ Rodwell 1968, p. 190.
  18. ↑
  19. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  20. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  21. ↑ Capt Stirling & Cpl Adcock memorial
  22. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  23. ↑ The Marlborough Times, 7 January 1966, p. 1.
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ The Straits Times, 2 February 1968, p.9
  26. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  27. ↑ Template:London Gazette
  28. ↑ WO2 Rowat memorial
  29. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
Cite error: <ref> tag with name "FOOTNOTERodwell1968190" defined in <references> is not used in prior text.

Bibliography

  • Bentley, John. "Through a glass, steadily", Flight International, 4 February 1971, pp 176–177.
  • Billinge, Dave. "Scout and Wasp: An All British Success" Aviation News Vol 71 No 2, February 2009.
  • Elliott, Bryn. "On the Beat: The First 60 Years of Britain's Air Police, Part Two", Air Enthusiast, May–June 1999, Issue 81, pp.64–69.
  • Ferguson, James. "Commando aviation", Flight International, 6 February 1982.
  • "Saunders-Roe Division", Flight, 2 September 1960, p.349.
  • "Westland Helicopters", Flight International, 14 February 1963.
  • James, Derek N. Westland Aircraft Since 1915. London: Brassey's, 1991. ISBN 0-85177-847-X.
  • Rodwell, Robert R. "The Army's airmen", Flight International, 8 February 1968, pp.183–191.
  • Rodwell, Robert R. "Ireland – the border Guard", Flight International, 6 January 1972.
  • Stevens, James Hay. "Scout and Wasp: Westland's All-British Helicopters", Flight International, 30 July 1964.
  • Taylor, John W. R. Jane's All The World's Aircraft 1965–66. London: Sampson Low, Marston & Company, 1965.
  • Wynn, Humphrey. "Army Aviation's New Role: Anti-tank Missile Arm", Flight International, 24 July 1969, pp 143–147.

External links

Retrieved from "https://www.alfawiki.org/index.php?title=Westland_Scout&oldid=76338"