Within these pages you will find brief detail of the Westland Westminster heavy lift helicopter together with photographs, plans and sketches of the helicopter referred to by Westland as "an ordinary helicopter drawn on bigger pieces of paper".
The 1950s saw Westland undertaking an exercise to dedicate itself to becoming Britain's premiere helicopter producer. A great deal of the understanding and techniques required in rotorcraft manufacturing was gained by the licence building of several early Sikorsky designs developed originally in the United States.
The Westland Annual Report published in 1954 contained a statement from Eric Mensforth, the chaiman of the Board. He explained the benefits and experience that the firm had gained and annonced the company's intention to commemce building of a helicopter of its own design. He wrote
There was a feeling in the aviation press that the new designs name was targetted at the point where Westland Aircraft most sought support.
In 1956, Sikorsky signed one such agreement with Westland Aircraft Limited for the manufacture of the S-56 model. Westland extensively changed the design but retained many of the original components. An extensive range of wind tunnel tests were undertaken by Westland and changes were made as the original Sikorsky S-56 evolved into a predominantly Westland product which became known as the Westminster. The original Pratt & Whitney engines were replaced by British Napier Eland 229 turboshaft engines. Variable rotor speeds were available to the crew, and operation was a good deal simpler than with piston engines. A somewhat complicated coupling system was utilised involving revolution meter governors on the engines and automated hydraulic clutches.
The first version was a ground test rig using a simple steel tube frame to which components were attached. Its skeletal appearance did, however, provide a fully equipped enclosed cockpit. The rig was successful as a proof of concept and was eventually made into a fully functional helicopter. The fuselage was later skinned and eventually a six-bladed main rotor was fitted. A second example was built with a conventional aluminum airframe and sponsons on the sides for fuel tanks. This prototype was to be the last Westminster constructed.
The Westminster was intended to carry 40 passengers cruising at around 150 mph for 100 miles with full reserves between major European city heliports. A flying crane version, a very popular rotary function in the mid-fifties, were also considered.
These pages are a brief study of one of Westlands lesser known designs. Details on the Westminster are difficult to come by and I would be very grateful for any comment or information readers might have. I can be contacted at the e-mail address below.
Chris Young
December 2002
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