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WESTLAND AIRCRAFT

 
     
 

Following the success of their involvement with the 2007 exhibition celebrating 90 years of the Gloster Aircraft Company, elements of the Jet Age Reserve Model Collection were invited back to Gloucester Folk Museum in mid December 2008 as part of an exhibition of iconic toys and games. This time however the 48" x 48" cabinet used previously for the Square Airfield diorama hosted the Airfield Embankment diorama, deployed with its concrete apron floor covered with Bristol aircraft that had previously enjoyed a favourable reception at the Cheltenham GWR Modeller's Exhibition in aid of CLIC Sargeant in October 2006.

 
     
  INTRODUCTION  
     
  Following the success of their involvement with the 2007 exhibition celebrating 90 years of the Gloster Aircraft Company, elements of the Jet Age Reserve Model Collection were invited back to Gloucester Folk Museum in mid December 2008 as part of an exhibition of iconic toys and games. This time however the 48" x 48" cabinet used previously for the Square Airfield diorama hosted the Airfield Embankment diorama, deployed with its concrete apron floor covered with Bristol aircraft that had previously enjoyed a favourable reception at the Cheltenham GWR Modeller's Exhibition in aid of CLIC Sargeant in October 2006.

In addition, an extra wheels-up model of a Mark X Bristol Beaufighter was suspended from the showcase ceiling and the space in front of the Airfield Embankment diorama itself was filled with the alternative grass field floor, last used operationally to display biplanes from Kaiser Bill's Air Force at the Cheltenham GWR Modeller's Exhibition in aid of CLIC Sargeant in October 2007. On the grass field two examples of Gloster built Hawker Hurricane were laid out along with RAF Vehicles from the Ron Brooks Collection and an Airspeed Oxford and Avro Anson representing both RAF Staverton during 1939 to 1945 and the Skyfame Collection of the 1960s and 70s. Also included was a Churchill tank built by the Gloucester Railway Carriage and Wagon Company.

However, this still left a sand-coloured MDF floored space at the rear of the sky blue painted Airfield Embankment diorama box. To complete the West Country aviation scene, this was filled with some of the Westland aircraft that had previously been displayed on the Square Airfield early in 2008 at a talk by author Derek James for the Institute of Mechanical and Electrical Engineers at Messier Dowty. To put these models into their historical context, here is a short history of Westland Aircraft.

 
     
  WESTLAND AIRCRAFT - THE FIXED WING YEARS  
     
  Westland Aircraft Ltd was founded in 1915 when its home town of Yeovil, Somerset, was better known as a market town and centre for the gloving industry. However, Petters Limited – run by twin brothers, Ernest and Percy Petter - made oil engines for agriculture and light industry and the firm’s Nautilus Works, situated in the centre of the town, was producing up to 1500 engines annually during the years immediately before the Great War.  
     
  Westland Aircraft Ltd was founded in 1915 when its home town of Yeovil, Somerset, was better known as a market town and centre for the gloving industry. However, Petters Limited – run by twin brothers, Ernest and Percy Petter - made oil engines for agriculture and light industry and the firm’s Nautilus Works, situated in the centre of the town, was producing up to 1500 engines annually during the years immediately before the Great War.

Such was their success that by 1914 they were already looking for a suitable site for a new foundry near the railway west of Yeovil. In addition to the foundry, some 75 acres of farmland was purchased in order to build a garden village to house the expected increase in the workforce.

The whole plan was changed by the onset of war, and as hostilities gathered momentum so the consumption of ammunition and equipment increased, outstripping the existing capacity. There was an immediate appeal from the government for more companies to turn their attention to the manufacture of armament .

The Petter Brothers responded immediately, and telegrams were sent to both the War Office and the Admiralty offering to place their facilities and workforce at government disposal, for use in any capacity. Their approach was received with indifference by the War Office, but a prompt reply came from the Admiralty. Following a meeting in London, it was suggested that the local sewing skills in the gloving industry, combined with Petters engineering capability could be well adapted for aircraft manufacture. The immediate result was an order for twelve Short Type 184 patrol seaplanes, followed by a contract to build twenty Short Type 166, the completed seaplanes were transported to Hamble for flight testing. The success with the seaplanes resulted in a contract to build Sopwith 11/2 Strutters.

By 1916 construction of the factory and airfield was well in hand and completion of Sopwith contracts was quickly followed by an order to build de Havilland 4 and 9 two-seat bombers. These were often delivered directly to the Western front and it became a Westland custom to ballast the rear seat of these aircraft with a barrel of the local cider.

Towards the end of the war, Westland were sub-contracted by de-Havilland to install the American Liberty engine in the DH-9 to produce the DH-9A. Having completed this work satisfactorily, Westland became the prime contractor for the type. This was an important factor in establishing Westland as a major company in Britain's aircraft industry.

Westland were also contracted to build 75 Vickers Vimys and had completed 25 of these when the war ended, by which time over 1100 aircraft had been delivered. Many of the original buildings, including the large hangar constructed for Vimy production, are still in use within the Yeovil factory today.

With peace came uncertainty. In the years which followed the First World War, Westland designed a number of civil aircraft including the Limousine, three engined Wessex airliner, Woodpidgeon and Widgeon. The DH-9A continued in production at Yeovil until 1927, and this was followed by the Wapiti, which incorporated a large proportion of DH-9A airframe components and was the winner of the competition for a General Purpose aircraft, to become the mainstay of RAF operations in the Middle East and India throughout the peace-time years, a total of 563 were built.

 
     
  This model was built from the Frog / Novo kit was Westland Wallace G-ACBR, which was converted from the original P.V.6 prototype to take part in the 1933 Houston Everest Expedition, along with another converted P.V.3 Wallace, G-ACAZ. Powered by highly supercharged Bristol Pegasus I.S.3 engines, and with the rear cockpits fully enclosed and fitted with heating and oxygen equipment, these two machines made aviation history on 3rd April 1933 by flying over Mount Everest, the highest point on Earth. First over "The Hump" was G-ACAZ - sponsored by Lady Houston and piloted by the Marquis of Clydesdale and Douglas with observer Lieutenant-Colonel Steward Blacker. G-ACBR was sponsored by the British Air Ministry and crewed by Flight Lieutenant David McIntyre and cameraman Sidney Bonnett. All aircrew wore oxygen masks and heated flying suits during the mapping mission. Taking off at 8.25 am from Purnea, India, the two Westland aircraft broke through thick haze at 19 000 feet and had to contend with severe up and downdrafts as they flew 5 000 feet above the summit. The first mountaineers to ascend and successfully descend Mount Everest were Edmund Hillary and Sherpa Tensing Norgay in 1953, although Lady Houston had already financed Britain's Schneider Trophy winning Supermarine S6B seaplane, the ancestor of the Spitfire, later to be built and further developed by Westland.  
     
  This model was built from the Frog / Novo kit was Westland Wallace G-ACBR, which was converted from the original P.V.6 prototype to take part in the 1933 Houston Everest Expedition, along with another converted P.V.3 Wallace, G-ACAZ. Powered by highly supercharged Bristol Pegasus I.S.3 engines, and with the rear cockpits fully enclosed and fitted with heating and oxygen equipment, these two machines made aviation history on 3rd April 1933 by flying over Mount Everest, the highest point on Earth. First over "The Hump" was G-ACAZ - sponsored by Lady Houston and piloted by the Marquis of Clydesdale and Douglas with observer Lieutenant-Colonel Steward Blacker. G-ACBR was sponsored by the British Air Ministry and crewed by Flight Lieutenant David McIntyre and cameraman Sidney Bonnett. All aircrew wore oxygen masks and heated flying suits during the mapping mission. Taking off at 8.25 am from Purnea, India, the two Westland aircraft broke through thick haze at 19 000 feet and had to contend with severe up and downdrafts as they flew 5 000 feet above the summit. The first mountaineers to ascend and successfully descend Mount Everest were Edmund Hillary and Sherpa Tensing Norgay in 1953, although Lady Houston had already financed Britain's Schneider Trophy winning Supermarine S6B seaplane, the ancestor of the Spitfire, later to be built and further developed by Westland.  
     
  The continuous production of the Wapiti and its successor the Wallace served as an effective cushion for Yeovil during the lean years of the depression. Westland was a very innovative company and during the years before World War II, a number of exciting designs were flown. The most striking of these were the range of Westland-Hill Pterodactyl tailless aircraft and the very sleek Wizard monoplane fighter.

On 4 April 1933 a modified Wapiti ( The Westland-Houston PV-3) and Wallace - registered as G-ACBR - flew over the summit of Everest (29,030ft). Although flying at such altitudes is now commonplace, the achievement attracted press attention comparable with the early space shots, and was indicative of an interest in high altitude flying and cabin conditioning which was to re-emerge later. There was also a brief excursion into Rotary winged aircraft in 1936, when Westland constructed two Cierva autogyro designs, the CL-20 and the C-29. The rotorcraft activity discontinued due to the imminent war.

The prototype Lysander flew at the end of 1936, intended to provide a modern general purpose aircraft, its design was a logical progression of the peacetime role which had fallen to the Wapiti, Wallace and Hectors. The Lysander had remarkable Short Take-off and Landing capabilities and was well suited for an un-opposed Army Co-operation role defined in the specification.

Westland were also building a small powerful twin-engined fighter, the Whirlwind intended to maintain air superiority over the English Channel and Northern France. Again the innovative approach was evident, the Whirlwind was armed with four 20mm cannon, neatly grouped in the nose, offering fire power well in advance of contemporary thinking. As events transpired, the capitulation of France eliminated the requirement for long-range fighters, and the Whirlwind only saw limited service.

When war came in 1939, Westland were well advanced in production of the two new aircraft. Lysanders were already in service and several squadrons went to France to support the Army. They suffered badly against the Luftwaffe, leaving no doubt that the Lysander was neither intended or suited to blitzkrieg warfare. For the rest of the war they served as target towing and Search and rescue roles, but they will always be remembered for the vital part they played flying secret agents to France at night, using their unique short field capabilities to full advantage.

 
     
  The destruction of the Supermarine factory at Southampton by German bombing brought Spitfire production to a stand still and Yeovil was one of the factories selected to recover this serious situation, within three months Spitfires were rolling off the line supported by a network of small local shadow factories which had been hastily set up in the Yeovil area. Westland played a major part in the design of the Seafire and by the end of the war over 2000 Spitfire/Seafires had been produced in the Westland factories at Yeovil and Ilchester.  
     
  The destruction of the Supermarine factory at Southampton by German bombing brought Spitfire production to a stand still and Yeovil was one of the factories selected to recover this serious situation, within three months Spitfires were rolling off the line supported by a network of small local shadow factories which had been hastily set up in the Yeovil area. Westland played a major part in the design of the Seafire and by the end of the war over 2000 Spitfire/Seafires had been produced in the Westland factories at Yeovil and Ilchester.

One of the most important aircraft to be produced during the war period was the Welkin high altitude fighter. It was required to combat the high flying German reconnaissance aircraft. The requirement to operate at altitudes of 40,000 ft or more called for cabin pressurisation and it was from this pioneering work that the independent company Normalair developed.

The last fixed-wing design to be produced by Westland was the powerful Wyvern shipborne strike fighter, powered by a large turboprop driving contra-rotating propellers it entered service with the Royal Navy in 1953 and was used operationally during the Suez crisis in 1956.

Over 6000 fixed wing aircraft were built at Yeovil between 1915 and 1955. With the end of the war meant that the large aircraft industry would have to adapt to peacetime needs.

 
     
  WESTLAND AIRCRAFT - THE ROTARY WING YEARS  
     
 

In 1946, a decision was made to concentrate upon the manufacture of helicopters. The first practical helicopters had appeared towards the end of the war in Germany and USA, one of the most successful American designers being Sikorsky. In 1946 Westland negotiated a long term agreement to build Sikorsky designs under licence, but they also made the bold policy decision to specialise in helicopter designs for the future.

 
     
  In 1946, a decision was made to concentrate upon the manufacture of helicopters. The first practical helicopters had appeared towards the end of the war in Germany and USA, one of the most successful American designers being Sikorsky. In 1946 Westland negotiated a long term agreement to build Sikorsky designs under licence, but they also made the bold policy decision to specialise in helicopter designs for the future.

Work started with the Sikorsky S-51, which was subjected to some re-design to become the Dragonfly, flying for the first time in 1948, in service with the Royal Navy and RAF by 1953. Success with the Dragonfly was repeated with the S-55 to become the Whirlwind and in 1958 the S-58 was re-engined with a gas turbine to become the Wessex.

The introduction of helicopters into the Royal Navy was to transform Naval Aviation. The use of helicopters equipped with dipping sonar superseded fixed wing aircraft in the anti-submarine role while helicopters brought a whole new dimension to search and rescue.

It must not be assumed however that Westland simply built off the shelf designs under licence. In all cases the Westland versions were subject to re-design and incorporated many improvements. Later Whirlwinds were re-engined with gas-turbines and the Wessex included a very advanced autopilot, setting the highest standards in the anti-submarine role.

In 1960 the British aircraft industry underwent a major re-organisation. There were at the time over twenty aircraft manufacturers, all competing for a few orders. The government of the time made it clear that it could no longer support this situation.

The result was a period of re-organisation where many of the companies combined to form only two major aircraft manufacturing groups (The British Aircraft Corporation and the Hawker Siddeley Group), neither of which had retained any interest in rotorcraft. Because of its success in the helicopter business, Westland were well placed to take the lead for rotary winged aircraft, there followed a period when Westland acquired Bristol Helicopters, Fairey Aviation and Saunders-Roe to become Westland Helicopters, Britain's sole helicopter company with full order books for Wessex, Scout and Wasp.

The partnership with Sikorsky continued with the adoption of the SH-3D to produce the Sea King. At the same time the British forces requirement for a range of new helicopters was met by collaboration with the French company, Aerospatiale to produce three new designs, Puma, Gazelle and Lynx.

Westland were to take design leadership for the Lynx, while Aerospatiale were to be responsible for Puma and Gazelle. Both companies were to take part in the development and manufacture of all the aircraft. The Anglo-French Helicopter Package Deal represented a major step in the development of Westland within the European aircraft industry.

There followed a period of unprecedented prosperity for Westland, the Lynx was a great success, setting a new high standard for small ship operations with Westland becoming the world leader in this field. A substantial number of Pumas and Gazelles were on order for the British services, while Sea King was doing well in the export market.

As the Lynx established itself with overseas orders, a decision was made to launch a larger aircraft, based on Lynx dynamic components as a private venture on the civil market. This was to be the 12000lb/14 passenger Westland 30. The W30 met with some initial success in the UK and USA, but the expected orders never materialised in time to fill the production gap which was predicted once the UK military orders had been delivered.

The mid 1980s proved to be a difficult time for Westland. On the one hand there was a need to find a suitable partner to invest capital, sufficient to sustain the company over the period when a new product could be brought on line. At the same time the company was making considerable investment in composite blade technology and design of a replacement for the Sea King.

Westland favoured a proposal for a major link with Sikorsky but the then Secretary of State for Defence, Micheal Heseltine, preferred a European option. The Westland dilemma made national news at the time, but the link with Sikorsky went ahead and Westland survived.

Westland had already entered an agreement with the Italian firm Agusta, to collaborate in the design, development and production of a new large helicopter to meet the requirement for a Sea King replacement. The two companies formed a joint company, EH Industries, specifically to produce the EH101, a multi-role helicopter designed to meet naval, military utility and civil requirements.

There followed an interesting turn of events whereby at the time when the firms financial future had been in doubt, the Lynx took the World absolute speed record for helicopters (400.87kph / 249.1 mph) with the new composite rotor blades and the prototype EH101 flew for the first time.

The EH101 development programme progressed well, and in 1991 the Ministry of Defence placed an order for 44 anti-submarine warfare aircraft designated EH101 Merlin HM Mk1. Following a competition, the prime contract was placed with a consortium led by the US company IBM, supported by Westland, in preference to a rival consortium led by British Aerospace and GEC Marconi. The need for the competition and the involvement of IBM as Westland's partner was because neither Westland or EHI were in a position to satisfy the MoD requirement that the prime contractor must have sufficient resources to underwrite the value of the whole £1.5 billion contract.

The engineering company GKN had been a major shareholder in the Westland Group since 1987 and was one of the Groups strongest supporters. Sikorsky's parent company, United Technologies, was the other significant shareholder and in 1994 it decided to sell its holding. GKN bought the UTC shares and launched a successful take-over bid for Westland.

Re-named GKN Westland Helicopters in 1995, the substantial financial muscle of GKN enabled the company to bid successfully as prime contractor for the ?600 million Support Helicopter contract for the RAF (Merlin HC Mk 3), and the £2 billion Attack Helicopter contract for the Army Air Corps (WAH-64 Apache).

The company celebrated 50 years as a helicopter manufacturer in 1998, having produced over 2500 rotary winged aircraft.

In 1998 GKN and Finnemeccanica announced that they were starting negotiations to create a joint venture company by combining their respective helicopter companies, Westland and Agusta. Those negotiations were successfully concluded in July 2000. The company AgustaWestland, will be the second largest helicopter company in the world, with a turnover of more than US$2 Billion and a workforce of some 10,000 people.

By retaining the name Westland, the new company is perpetuating the proud heritage that has been associated with that name since Sir Ernest Petter made his first approach to the Admiralty in 1915.  

 
     
 

Believe it or not, the picture above is of a 1/72 scale model Westland Merlin built by Tony Neuls! The two tone camouflage shows off many fine details including torpedo armament and the distinctive wing mirrors and paddle ended rotor blades. Further details and pictures can be found in Rotors over Gloucestershire.

 
     
  Believe it or not, the picture above is of a 1/72 scale model Westland Merlin built by Tony Neuls! The two tone camouflage shows off many fine details including torpedo armament and the distinctive wing mirrors and paddle ended rotor blades. Further details and pictures can be found in Rotors over Gloucestershire.  
     
  WESTLAND WHIRLWIND P8884  
     
  During the late 1930s, the British Air Ministry concluded that Fighter Command was without an aircraft that could perform long-range escort or night-fighter duties. From a specification drawn up in 1937, the Westland Aircraft Company produced a single-seat, twin-engined monoplane: the Whirlwind escort fighter.  
     
  During the late 1930s, the British Air Ministry concluded that Fighter Command was without an aircraft that could perform long-range escort or night-fighter duties. From a specification drawn up in 1937, the Westland Aircraft Company produced a single-seat, twin-engined monoplane: the Whirlwind escort fighter.

Designed by Teddy Petter, later to design English Electric’s Canberra and Lightning jet aircraft, the prototype Whirlwind flew on 11 October 1938 and production started early in 1939. The aircraft used quite advanced technologies for its time: the fuselage was a small tube with a 'T'-tail at the end and the entire plane was built of stressed-skin duraluminium – a robust yet light and malleable alloy . The pilot was encased in one of the first 'bubble' canopies, giving him an almost 360 degree view, and the very low and forward positioning of the wing made for superb visibility. The nose-cone held four 20mm cannons, making it the most heavily armed plane at the time. The armament being in the nose meant aiming problems were reduced, as all the pilot had to do to hit his target was point the Whirlwind in the right direction. The small airframe was surprisingly strong too, as it could carry up to 1,000lbs of bombs on two underwing racks.

However, it was the speed of the Westland Whirlwind that interested the Air Ministry. Powered by a pair of Rolls Royce 'Peregrine' engines, the Whirlwind also had fully retractable undercarriage, giving the plane a very 'clean', streamlined look and a top speed of 360mph. It certainly lived up to its name by being particularly fast 'close to the deck', gaining it the nickname 'Crikey".

However, the Whirlwind had a very short range for an escort fighter - due to its small compact frame leaving little room for fuel – and the Peregrine engines proved so problematic that they were eventually cancelled, allowing Rolls Royce to concentrate on the 'Merlin' engine. Westland pushed for the Whirlwind Mk II, fitted with the Merlin engines, but the plea went unanswered and only 112 Whirlwind Mk Is were produced for the RAF.

Only two squadrons received the Whirlwind: 263 Squadron in July, 1940 and 137 Squadron in November, 1941. After initial use as an escort fighter, it was relegated to shipping convoy patrols and eventually became known as the 'Whirlybomber'. The pilots of the Whirlwind also took part in Fighter Command’s low-level 'rhubarbs' nuisance raids over Occupied France.

By late 1943, though, the Whirlwind was removed from active service as increasingly better aircraft like the Mosquito and Beaufighter were outclassing its initial outstanding performance.

Unfortunately, there are no twin engined Whirlwinds left in the world today and the 1/72 scale Airfix kit is possibly its most widespread memorial.

 
     
  WESTLAND LYSANDER R1992  
     
  The Lysander was a two-seat artillery-spotting and reconnaissance monoplane defined by Specification A.39/34 in response to Operational Requirement OR. 18. Three squadrons of Mk Is and three of Mk Us equipped during 1938/39 moved to France with BEF in 1939; about 50 Westland Lysanders were shot down and 30 destroyed on the ground in May 1940. Other squadrons operational 1938-39 in Egypt, Palestine and India; later served in Greece, North Africa and Western Desert, and Gibraltar.  
     
  The Westland Lysander was a two-seat artillery-spotting and reconnaissance monoplane defined by Specification A.39/34 in response to Operational Requirement OR. 18.

Like its German counterpart the Fieseler Storch, the Lysander had a remarkable performance which allowed it to get into and out of extremely small fields whilst the spatted undercarriage - containing Dowty internally sprung wheels - also contained spotlights and machine guns.  However, a radical change in Army co-operation tactics meant that it found lasting fame as a Special Duties aircraft ferrying Allied agents in and out of enemy occupied Europe.

Four Lysander squadrons went to France in 1939. On 10 May 1940 the Germans began their Blitzkrieg in France and the Low Countries and the Lysanders were soon heavily committed. Despite some notable successes the Army Co-operation units suffered extremely high casualties. Over 170 Lysanders were sent to France; only fifty came back.

After the fall of France, Lysanders patrolled the coastal areas of south and east England at dawn and dusk as an anti-invasion reconnaissance measure. It was planned that in the event of an invasion the Lysanders would bomb and machine gun German troops on the beaches.

Late in 1940 Lysanders began air-sea rescue duties in the Channel and North Sea. Not only could the Lysander fly slow and low enough to spot airmen in the sea and bring surface vessels to them, it was able to drop a life saving dinghy and supplies.

Other squadrons were operational during1938-39 in Egypt, Palestine and India and the Westland Lysander later served in Greece, North Africa and Western Desert, and Gibraltar.
 
     
  WESTLAND WYVERN WL880  
     
  The Westland Wyvern was inspired by the devastating achievements of torpedo equipped Bristol Beaufighters in northern waters during World War Two. A specification was issued by the Admiralty for a high performance ship-board fighter plane capable of delivering a torpedo and Westland responded with a proposal for a massive single engined fighter powered by the proposed Rolls Royce Eagle, a monster 24 cylinder flat H, horizontally opposed sleeve valve liquid cooled engine.  
     
  The Westland Wyvern was inspired by the devastating achievements of torpedo equipped Bristol Beaufighters in northern waters during World War Two. A specification was issued by the Admiralty for a high performance ship-board fighter plane capable of delivering a torpedo and Westland responded with a proposal for a massive single engined fighter powered by the proposed Rolls Royce Eagle, a monster 24 cylinder flat H, horizontally opposed sleeve valve liquid cooled engine.

The Wyvern prototype was first flown by Harold Penrose in 1946, and was found to have a very respectable performance with a top speed of 456 mph, despite being considerably heavier than a DC3 transport plane. Unfortunately the teething problems which were the bane of the Wyverns existence began to manifest themselves, arising from the enormous engine and propeller overhang causing bending of the propeller shaft and associated problems. At about this time the British Government ordered Rolls Royce to abandon development of the Eagle to concentrate on gas turbine development, and as result the Wyvern became an airframe in search of an engine.

Interest now focused on mating the new propeller-turbines being developed to the Wyvern. The engine finally selected was the Armstrong Siddeley Python which had been flown onboard an Avro Lancaster testbed and could easily take the place of the four standard Merlin engines. Considerable re-design on the Wyvern airframe to accommodate the much heavier and larger Python had to be done and many brave and dedicated test pilots were lost in getting this beast of an aircraft ready for squadron service. There were many problems to be overcome: lethally poor longitudinal stability, flame-outs of the Python engine when catapult launched and poor aileron control when the flaps were lowered. As a result the Wyvern did not reach squadron service until 1953 where by all accounts it was a popular service aircraft with it's pilots. The definitive production version was the Wyvern S(trike) 4 which was cleared to carry external stores.

The Wyvern remained in service until 1958 and although not an important or a successful aeroplane it was a unique and fascinating one, being the only turboprop single engined fighter to ever enter squadron service, seeing action during the Suez Crisis.

 
     
  WESTLAND WESSEX XP142  
     
  The Wessex HC.2 was built under licence from Sikorsky Helicopters by Westland Aircraft Limited, first flew in 1958 and was used by the RAF and Royal Navy as a general duties helicopter. The Wessex was powered by two Bristol - Siddeley (later, Rolls-Royce) Gnome turboshaft engines and could be equipped with seating for up to 16 troops or 8 stretchers as well as being armed with wire-guided missiles, rockets, or machine guns.  
     
  The Wessex HC.2 was built under licence from Sikorsky Helicopters by Westland Aircraft Limited, first flew in 1958 and was used by the RAF and Royal Navy as a general duties helicopter. The Wessex was powered by two Bristol - Siddeley (later Rolls-Royce) Gnome turboshaft engines and could be equipped with seating for up to 16 troops or 8 stretchers as well as being armed with wire-guided missiles, rockets, or machine guns.

Indeed, Lt Col Mike Rose of the SAS chose a Wessex to try and "park a missile" on the Port Stanley desk of Argentine General Menendez during the 1982 Falklands War - during which conflict Wessex helicopters would also evade enemy fighters by hiding in folds in the landscape or fly straight at their attackers to make them turn or overshoot.  However, the slightly lopsided weight distribution of the Wessex gave it a tendency to "tap dance" between main wheels during deck landings with the possibility of the helicopter turning over.

Humphrey was a Wessex HAS 3 (XP142 AN/406) based on HMS Antrim with 100 Flight of 737 Naval Air Squadron. It was used to rescue the crew and Special Air Service passengers of 2 Wessex HU 5 (XT464 and XT473) that crashed on South Georgia during Operation Paraquat, the British operation to retake the island in late April 1982.

Humphrey also did some special operations insertion missions and rescued a number of SBS/SAS personnel whose outboard motors had failed on their inflatable boats. In fact XP142 also depth charged the Argentinean submarine Santa Fe but was itself damaged by cannon splinters when HMS Antrim was attacked by Argentinean Air Force Dagger fighter bombers on 21 May 1982 while the ship was in Falkland Sound. Humphrey was due to be retired in July 1982 and was transferred to the Fleet Air Arm Museum when HMS Antrim returned to the UK.

 
     
  WESTLAND SEA KING HAS6 XV712  
     
  This Corgi die cast model of XV712 of RNAS Culdrose based 814 Naval Air Squadron is in the markings applied for the 1997 NATO "Tiger Meet" during the Royal International Air Tatttoo at Fairford, Gloucestershire. Having a tiger in its badge, 814 Squadron is a member of the elite 'Tiger Squadron Association'. Having been disbanded in December 2000 after service in the Gulf, Bosnia and Kosovo 814 Squadron reformed again at Culdrose with the three-engined Westland Merlin HM1.  
     
  This Corgi die cast model of XV712 of RNAS Culdrose based 814 Naval Air Squadron is in the markings applied for the 1997 NATO "Tiger Meet" during the Royal International Air Tatttoo at Fairford, Gloucestershire. Having a tiger in its badge, 814 Squadron is a member of the elite 'Tiger Squadron Association'. Having been disbanded in December 2000 after service in the Gulf, Bosnia and Kosovo 814 Squadron reformed again at Culdrose with the three-engined Westland Merlin HM1.

The Westland Sea King is a licence built version of the US SH-3D, mixing the Sikorsky airframe with British engines and avionics. The first prototype HAS1 flew on 7 May 1969 and entered service in August that year. 824 NAS became the first front line operators of the HAS1 in February 1970. By the mid 1970's the Sea King was becoming the RN's main ASW helicopter, due to both its range and stores capacity. An upgraded version, the HAS2, was delivered from June 1976 onwards. Later a troop carrying version was added to the inventory, the HC4, which can carry up to 28 troops with a door mounted 7.62mm General Purpose Machine Gun. A small number of HAS2s were modified for Airborne Early Warning.

More recently the ASW Sea King has seen further upgrades, first to HAS5 in the 1980's, and now to HAS6 standard, with various avionics improvements. Some Mk.5s are configured for search & rescue, designated HAR5. The Sea King will eventually be replaced by the EH-101 Merlin but SAR versions are likely to serve well into the Twenty First Century.

Over 100 Sea Kings have been delivered to the RN, including replacements for losses during the Falklands War.