WESTLAND 30 SERIES 100-60

Los orígenes del Westland 30, originalmente conocido como WG-30 Super Lynx, se remontan a 1960, cuando Westland estudiaba la posibilidad de reemplazar los Wessex y los Whirlwind.

Después de considerar una versión civil del Linx, la compañía eligió una máquina mas grande usando muchos componentes del helicóptero militar. Como consecuencia el Westland 30 tiene la transmisión, la estructura de las palas y algunos sistemas e instrumentos del Linx, pero el fuselaje es completamente nuevo y mucho mas grande aunque bastante parecido al Linx. Está completamente realizado en aluminio salvo el cono de cola que es de materiales compuestos. El tren de aterrizaje es fijo. El rotor principal tiene mucha mas vida límite que su hermano menor y al tener menos RPM, transmite menos vibraciones.

El Westland 30 fue originalmente concebido para el mercado civil aunque también se desarrollo para el mercado militar. Esta habilitado para el vuelo IFR y puede transportar hasta 22 pasajeros en la versión de alta densidad.

El prototipo voló por primera vez el 10 de abril de 1979 apareciendo en el Show de Paris de ese año.

VERSIONES

W 30-Series 200 (1º vuelo 1983)

La variante denominada serie 200 estaba potenciada por dos turbinas General Electric CT-7 de 1712 hp cada una y utilizaba la misma transmisión principal de la serie 100, pero necesitaba de una caja reductora para aceptar la mayor velocidad de salida de este motor. El gobierno británico invirtió 41 millones de libras en las serie 200 y 300. Solo se fabricó un prototipo de la serie 200.

W 30-Series 300 (1º vuelo 1986)

Tal como la serie 200, este modelo utilizaba los mismos motores General Electric CT-7, pero poseía un rotor principal de 5 palas con una cabeza de rotor experimental (BERP). Estaba equipado también con un sistema de control de vibración (ACSR), el cual había sido probado exitosamente en la serie 100. Solo se construyó un prototipo.

The origins of the Westland 30, originally known as the WG-30 Super Lynx, go back to the sixties, when Westland was studying the possibility of a replacement for the Wessex and Whirlwind which were then in service with various civil and military operators.

After considering a civil version of the Lynx, the British company favoured a larger machine using many of the components of the military helicopter. Accordingly, the Westland 30 has the transmission, rotor blade structure, some systems and many instruments and accessories of the Lynx, but the fuselage is entirely new and is bigger, even if it resembles the Lynx aerodynamically. It is made wholly of aluminum with a traditional type of structure and skin, while composite materials are used in the tail boom. The landing gear is fixed. The larger rotor should have a much longer service life than that of the Lynx on account of its slower rotational speed. Care has been taken to reduce vibrations in the fuselage.

The Westland 30 was originally intended for military use in the tactical transport and air ambulance roles, but the design has proved equally suitable for the civil market. In this role, the helicopter is approved for instrument flight, has optional airstair or sliding doors, and can take up to 22 passengers in the high density version in a comfortable, soundproofed cabin.

The prototype of the Westland 30 made its first flight on 10 April 1979 in time for a successful appearance at the Paris Air Show that year. Production and delivery of W30-100 aircraft began in 1981. This version has now been superseded by the W30-160 with uprated Gem 60 engines.

VERSIONS

W 30-Series 200 (1983)

The Series 200 variant powered by two 1,712hp General Electric CT-7 engines used the same basic transmission as the series 100, but required a reduction gearbox to accept the higher engine output speed, side facing intakes were fitted to provide improved icing capability. The UK government invested £41 million in to the series 200 and 300, to assist with the exploitation of a wider market. Only one prototype was produced.

W 30-Series 300 (1986)

Like the Series 200, the Series 300 used the CT-7 engines, but included a new five bladed main rotor head with BERP blades. It was also intended to include ACSR (Active Control Structural response) vibration control equipment, which had been successfully tested on a series 100 aircraft. The main intention was to submit the design as a response to requirement ASR 404 for a possible successor to the Puma and Wessex. In addition to which it was also hoped that there would be a wide civil and military export market, the requirement did not materialize. Only the single prototype was built.

Characteristics Características	Information Información	Characteristics Características	Information Información
First Flight Primer Vuelo	1979	Engine Motor	2 Rolls Royce Gem 60-3
Seating Capacity Plazas	2 / 22	Power Potencia	1260 SHP each
Empty Weight Peso Vacío	7348 Lb	Hover Ceiling O.G.E. Estacionario O.G.E	2300 Ft
Maximum Weight Peso Máximo	12800 Lb	Hover Ceiling I.G.E. Estacionario I.G.E	2600 Ft
Vel. Cruise Vel. crucero	120 Kts	Service Ceiling Techo de Servicio	12500 Ft
V.N.E. V.N.E	133 Kts	Maximum Range Alcance (Std)	360 NM
Dimensions / Dimensiones
Fuselage Length Fuselaje Largo	52,16 ft 15,90 mt	Main Rotor Diameter Diam. Rotor Principal	43,66 ft 13,31 mt
Length, Rotors Turning Dist. Rotores Girando	NA	Tail Rotor Diameter Diam. Rotor de Cola	8,00 ft 2,44 mt
Total Height Alto Total	15,55 ft 4,74 mt	Price Precio	NA