Westland Lynx

History.

Development.

In the sixties, in response to helicopter specifications of the British and French army, Westland and Aerospatiale started a joint development of a helicopter in three variants (one light, one medium and one heavy duty).
Westland developed the medium variant, the WG.13, the forerunner of the Westland Lynx, while Aerospatiale developed heavy and a light version, known as the Puma and Gazelle.
The WG.13 was first shown, in mock-up form, at the Paris Air Show in 1970.
The first prototype first flew on March 21, 1971. Later four additional prototypes were built for testing purposes.
The first deliveries took place in 1977. The project was delayed by problems encountered with Rolls-Royce engines. The first Lynx, a military variant, was identified as Lynx AH.1. This was once the basis for the later versions of Lynx.
The AH.1 was a conventional design with a four-bladed main rotor and tail rotor and as power units two Rolls Royce GEM 2 turbines of 670 KW each were installed.
The AH.I had a ski under carriage, and had, besides the two doors for the cockpit, two fairly large sliding doors on both sides of the fuselage. Besides the two-man crew ten to twelve men could be taken. As cargo three stretchers (with a medic) or 900 kg internal or 1360 kg to the sling could be taken. Furthermore, it was possible to add to both sides a 7.63 machine gun in the doorways.

A total of 113 machines was delivered to the British Army and the Marines.
The Lynx was a very pleasant experience to fly and was also very agile, not least thanks to the newly designed rotor head.

Early eighties, 60 aircraft modified to use the U.S. Hughes TOW wire-guided anti-tank missile. These were called Lynx AH.1 TOW.
On aircraft was used as a test device for testing with a 20 mm cannon and Stinger AAM. There was also an attempt was made to break the speed record for helicopters. The aircraft was equipped with the newly developed BERP (= British Experimental Rotor Programme) rotor, which was entirely of plastic and had some bent and wider ends and the new GEM 60 RR engine rated 940 kW. This Lynx had an average speed of over 400 km/h

Upon delivery of the Lynx AH.1 followed an order for five AH.5s, which, for evaluation had to be fitted with another engine, the Rolls-Royce GEM 41-1 rated 835 kW, fitted on the first three AH.5s or Rolls Royce GEM-42, also of 835 kW, fitted to the last two AH.5s, and an improved and strengthened transmission system.

Evaluations of the AH.5 led to the Lynx AH.7 production version, which was equipped with the GEM 42 turbine. Also the diameter of the tail rotor made of composite, was increased to 2,36 m, the tail was modified and the airframe was strengthened and provisions were made to be able to add a so-called "Hay Box" at the outlets (a provision to mislead heat-seeking missiles), the seats were armoured with kevlar and avionics was improved.
Eventually, ten newly built aircraft (including the original six AH.5s), yet a further 107 AH.1s converted. Later were also other changes such as the aforementioned BERP rotor.

An successor of the Lynx was the Lynx 3, a more sophisticated and heavier version. It was developed as a candidate for an attack helicopter for the French and German army. It included a revised, thicker tail boom, Rolls Royce 60-3/1 GEM motors of 940 kW each, an enlarged fuselage and a tricycle undercarriage. Unfortunately for Westland was chosen for the Eurocopter Tiger and the development was stopped.

The Lynx Mark 9 was another variant, in fact an improved Lynx AH.7 in which some developments of Lynx 3 were included. This type was equipped with a wheel undercarriage, a provision for infra-red heat protection from the exhaust and the BERP-rotor blades.

There were 16 new aircraft ordered, while another 8 Lynx AH.7 's were converted. Later, the banks were replaced by chairs, disadvantage of this safer situation was that less passengers could be taken. A disadvantage of the modified landing gear was a special aid should be added for dropping troops, also the TOW facility could not be applied.

Marine version HAS Mk.2

Parallel to the development of the Army versions was the development of a version for the Navy, HAS.Mk. 2. This type was meant to succeed the smaller Westland Wasp. The first flight of the HAS.2 was in February 1976.
This variant had the same engines as the AH.1, the tail unit could be folded, it was fitted with a wheel base, clings to the deck, inflatable floats attached on the two main wheel bins and a Ferranti Seaspray radar in the nose.
Furthermore it could carry torpedoes, depth charges and such entrainment. For submarine warfare a towed  MAD could be added.

The British Navy ordered  60 aircraft.

For  export reasons several other variants were developed, below an overview of these types:

Lynx HAS Mk.3

Soon after the HAS.2 its successor the HAS.3 was introduced.
This model had a stronger RR Gem 42-1 engines from 836 kW Mark 204 each, also the gearbox was adapted to transfer the increased power.
The number of floats was also increased from two to four, facilities for the installation of MAD and for the Orange Crop ESM with the necessary antennas under the tail.

23 units were delivered between 1982 and 1985. Furthermore, 53 HAS. 2 were upgraded.
Seven customized Lynx HAS.3 equipped with a secure radio system were delivered as HAS.3S.
Later, the machine were are adapted and equipped with a GPS system, FLIR and a chaff-flare plant.

Export versions of the HAS.3

LYNX HMA.8

Parallel with the Lynx 3 also a naval variant was developed. Since there were no orders for this type, the development was eventually stopped.
However, a third generation was set up under the name Lynx HMA 8 Lynx, which accommodated some elements of the Lynx 3.
The Lynx HMA 8 was in fact a naval version of the Lynx AH.7 and had the Rolls Royce Gem 42 series 200 engines of 686 kW, BERP-rotor blades, enlarged tail rotor with composite blades.
The HMA 8 had a housing under the nose containing the Seaspray radar Mk 3, although for financial reasons the older Seaspray Mk 1 radar was also used in the same enclosure. There was a turret under the nose containing the Sea Owl electro-optic "Passive Identification Device (PID) and also there were also further improvements.

Ultimately, no new HMA 8 built, but existing mainly HMA.3 machines were converted to the new standard.